A tire side device includes a vibration detection unit that outputs a detection signal according to a magnitude of vibration of a tire, an air pressure detection unit that detects the tire pressure, a data acquisition unit that calculates a contact length of the tire with a road surface based on the detection signal and acquires a wheel load data that is a data related to the wheel load based on the contact length, and a data transmission unit that transmits a data related to the tire pressure and the wheel load data. A vehicle side device includes a receiving unit that receives data on tire pressure and wheel load data, a threshold setting unit that sets an alarm threshold for tire pressure based on the wheel load data, and an alarm determination unit that determines that the tire pressure has decreased when the tire pressure indicated by the data on the tire pressure decreases below the alarm threshold.

A method for estimating the load of a tire supporting a vehicle includes providing the tire, in which the tire includes a pair of sidewalls extending to a circumferential tread, and the tread includes a plurality of tread blocks. A length of the tire footprint is indicated with a first time interval, and a full rotation of the tire is indicated with a second time interval. The first time interval may be indicated by peaks of an amplitude of a tire-based magnetic sensor signal, and the second time interval may be indicated by peaks of the amplitude of the tire-based magnetic sensor signal or by a linear speed of the vehicle. The load on the tire is determined from a ratio of the first time interval to the second time interval at an inflation pressure of the tire. A tire load estimation system is also provided.

A tire with a built-in antenna includes a radio wave transmissive resin filled in the tire and an antenna arranged in the radio wave transmissive resin, and the antenna transmits a radar wave when an antenna surface of the tire facing a radiation surface of the antenna comes into contact with a ground surface.

Sensor modules mountable on a wheel are described. A sensor module mountable adjacent to a rim of a wheel includes a first set of one or more piezoelectric sensors; and a first elastic support with the first set of one or more piezoelectric sensors coupled thereon so that the first set of one or more piezoelectric sensors are spaced apart from the rim of the wheel. A wheel that includes a rim and the sensor module is also disclosed. A method includes receiving a force on a tire mounted on a rim of a wheel. The tire is in contact with an elastic support with one or more piezoelectric sensors coupled thereon so that the force causes strain in the elastic support and the one or more piezoelectrical sensors. The method also includes, in response to receiving the force, generating electrical signals from the one or more piezoelectric sensors.

A computer-implemented method for driven at a given time frame is disclosed. The method comprises the steps of: acquiring a value of a given equilibrium tire load of the at least one wheel of the vehicle at the given time frame; obtaining at least one value of the equilibrium tire load of the at least one wheel of the vehicle at at least one time frame before the given time frame; obtaining at least one value of the transient tire load of the at least one wheel of the vehicle at the at least one time frame before the given time frame; and determining the value of the given transient tire load of the at least one wheel of the vehicle.

A maximum friction coefficient estimation system includes a storage unit and a maximum friction coefficient calculation unit. The storage unit stores a table or a function for calculating a maximum friction coefficient between a tire and a road surface for a representative tire, based on a speed of rolling motion, load, temperature of the tire and a road surface condition level. The maximum friction coefficient calculation unit corrects the table or the function according to an individual tire specification and calculates the maximum friction coefficient.

A disclosed vehicle component may include at least one split-ring resonator, which may be embedded within a material. The split ring resonator may be formed from a three-dimensional (3D) monolithic carbonaceous growth and may detect an electromagnetic ping emitted from a user device. The split ring resonator may generate an electromagnetic return signal in response to the electromagnetic ping. The electromagnetic return signal may indicate a state of the material in a position proximate to a respective split ring resonator. In some aspects, the split-ring resonator may resonate at a first frequency in response to the electromagnetic ping when the material is in a first state, and may resonate at a second frequency in response to the electromagnetic ping when the material is in a second state. A resonant frequency of the 3D monolithic carbonaceous growth may be based on physical characteristics of the material.

This disclosure provides a tire formed of a body having multiple plies and a tread that surrounds the body. In some implementations, the plies and/or the tread include a resonator that generates a resonant signal in response to being activated by locally generated power or by an externally generated excitation signal. Multiple resonators formed of carbon-containing materials are distributed in the plies and/or tread to respond to changes to the tire by altering a characteristic of the resonant signal. Such alterations include frequency shifting of the resonant signal and/or attenuation of the resonant signal. The resonator can be configured to resonate at a first frequency when a structural characteristic of a respective ply or tread is greater than a level, and to resonate at a second frequency different than the first frequency when the structural characteristic of the respective ply or tread is not greater than the level.

The disclosure relates to a method for monitoring behavior of a tire of a vehicle in a rolling condition of the tire, comprising the steps of: acquiring a signal representative of an acceleration of a specified point of the tire, deriving from the signal a curve which represents a profile of the acceleration of the point during a revolution of the tire, determining a leading portion and a trailing portion of the curve, corresponding to an entry of the point into a footprint region of the tire and corresponding to an exit of the point from the footprint region of the tire, respectively, determining a first measure of a volatility of the signal in the leading portion and a second measure of a volatility of the signal in the trailing portion, and determining an indication of the behavior of the tire based on the first measure and the second measure.

A tire physical information estimation system includes a physical information estimation unit and a data acquisition unit. The physical information estimation unit includes a learning type arithmetic model including an input layer through an output layer to estimate physical information related to a tire produced in association with movement of the tire. The data acquisition unit acquires input data input to the input layer. The arithmetic model includes a feature extraction unit that performs a convolution operation in an operation halfway between the input layer and the output layer to extract a feature amount.