METHOD FOR DETECTING AND SIGNALLING THE UNDER-INFLATION STATE OF A TIRE

Abstract

The invention relates to a method for detecting the underflation state of a tire fitted on a vehicle, the method comprising the following steps: the step of determining a first contact patch measurement of a first tire fitted on the vehicle, the step of determining a second contact patch measurement of a second tire fitted on the vehicle, the step of comparing the first and second contact patch measurements and of inferring an underinflation situation therefrom if the difference between the two measurements is greater than a predetermined signalling threshold.

Claims

1-12. (canceled)

13: A method for detecting an underinflation state of a tire fitted on a vehicle, the method comprising steps of: determining a first contact patch measurement of a first tire fitted on the vehicle; determining a second contact patch measurement of a second tire fitted on the vehicle; comparing the first and second contact patch measurements; and inferring an underinflation situation if a difference between the first and second contact patch measurements is greater than a predetermined signalling threshold.

14: The method according to claim 13, wherein each of the first contact patch measurement and the second contact patch measurement includes at least one of: a contact patch length measurement and a contact patch area measurement.

15: The method according claim 13, wherein the vehicle includes at least one axle with the first tire and the second tire twin-mounted on a first side of the vehicle and third and fourth tires twin-mounted on a second side of the vehicle, and the method further comprises steps of: determining third and fourth contact patch measurements of the third and fourth tires; calculating a first average of the contact patch measurements of the first and second tires situated on the first side of the vehicle; calculating a second average of the contact patch measurements of the third and fourth tires situated on the second side of the vehicle; and comparing the first and the second averages to determine a side of the vehicle that has a tire in an underinflation situation.

16: The method according to claim 15, further comprising a step of comparing the contact patch measurements of the tires situated on the side of the vehicle determined to have the tire in the underinflation situation, in order to determine which tire is in an underinflation situation.

17: The method according to claim 13, wherein the vehicle includes at least two axles, the vehicle includes a third tire and a fourth tire mounted on the at least two axles, the at least two axles do not have twin-mounted tires thereon, and the method further comprises steps of: for all of the tires mounted on the at least two axles, determining a contact patch measurement for each of the tires; calculating a first average of contact patch measurements of tires situated on a first side of the vehicle; calculating a second average of contact patch measurements of tires situated on a second side of the vehicle; and comparing the first and the second averages to determine a side of the vehicle that has a tire in an underinflation situation.

18: The method according to claim 17, further comprising a step of comparing the contact patch measurements of the tires situated on the side of the vehicle determined to have the tire in the underinflation situation, in order to determine which tire is in an underinflation situation.

19: The method according to claim 15, further comprising a step of applying a corrective factor to at least one of the contact patch measurements or at least one of the averages before the step of comparing the first and second averages.

20: The method according to claim 19, wherein the corrective factor is determined based on an activity of the vehicle.

21: The method according to claim 19, wherein the corrective factor is determined based on a mounting status of a corresponding tire of the vehicle.

22: The method according to claim 19, wherein the corrective factor is determined based on a position of a corresponding tire of the vehicle.

23: The method according to claim 17, further comprising a step of applying a corrective factor to at least one of the contact patch measurements or at least one of the averages before the step of comparing the first and second averages.

24: The method according to claim 23, wherein the corrective factor is determined based on an activity of the vehicle.

25: The method according to claim 23, wherein the corrective factor is determined based on a mounting status of a corresponding tire of the vehicle.

26: The method according to claim 23, wherein the corrective factor is determined based on a position of a corresponding tire of the vehicle.

27: The method according to claim 13, further comprising a step of sending a warning signal to at least one of: a driver of the vehicle and a remote server.

28: The method according to claim 27, wherein the step of sending a warning is implemented after several successive detections of an underinflation situation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0062] Further advantages and embodiments of the invention will become apparent from the non-limiting detailed description of the figures, notably:

[0063] FIGS. 1a, 1b, 1c and 1d, which show an example of a system for evaluating the contact patch of a tire, making it possible to implement a method according to the invention,

[0064] FIGS. 2a and 2b show an example of the application of a method according to the invention for a passenger vehicle,

[0065] FIGS. 3a to 3d show an example of the application of a method according to the invention for a heavy goods vehicle.

[0066] The system for evaluating the contact patch of a tire that is shown in FIGS. 1a and 1b is made up: [0067] of a housing 10 made up of two access ramps 15 and a horizontal wear measuring zone situated between the two access ramps 15. [0068] of two devices for detecting the presence of a tire that are each made up of three piezoelectric sensors 110 positioned along a line transverse to the running direction of a vehicle arriving on the housing. In this example, the piezoelectric sensors are buzzers adhesively bonded to the structure of the housing 10. [0069] of a line of wear measuring sensors 100 positioned along a line transverse to the running direction of the vehicle arriving on the housing 10. These wear measuring sensors may equally well be variable-reluctance sensors or eddy current sensors. Alternatively, these electromagnetic wear sensors can also be replaced with optical sensors that apply the principle of laser triangulation. [0070] of processing electronics 140 to which the wear measuring sensors 100 and the sensors 110 for detecting the presence of a tire are connected. In this example, the processing electronics 140 also contain an RFID reader for reading the RFID chips integrated into the tires or adhesively bonded to the vehicle of which the tire wear and speed are measured and of which the contact patches of the tires are evaluated.

[0071] While a tire 20 is crossing the housing 10 of the wear measuring system, the presence of the tire is first of all detected by a first line of sensors for detecting the presence of a tire, then, when the tire leaves the housing 10 of the wear measuring system, its presence is detected by a second line of sensors for detecting the presence of a tire. With the distance between the two devices for detecting the presence of a tire being known, it is then possible to calculate the speed of the tire by way of a very simple formula: Average speed=d/t0.

[0072] In this formula, the distance d is the distance between the two transverse lines of sensors 110 for detecting the presence of a tire, and the time t0 is the time that has passed between the detection of the tire by the first sensor for detecting the presence of a tire and the detection thereof by the second sensor for detecting the presence of a tire.

[0073] FIG. 1c shows, by way of solid and broken lines, two examples of signals 30 picked up at the output of two wear measuring sensors 100 while a tire crosses vertically above said wear measuring sensors 100. With the speed of the tire being known, it is thus very easy to measure the local length of the contact patch of the tire, vertically above the wear sensor in question. In the case of the sensor of which the output signal is shown by way of solid lines, the formula to be applied is:

Local CP length=Average speed*t=d*t/t0

[0074] In this formula, the value of the time t is measured by means of the processing electronics 140, which are provided, for example, with threshold detection. The time t is thus the time that passes between the first crossing of the threshold 40 by the output signal of the wear measuring sensor in question and the second crossing of the threshold 50 by the output signal of the wear measuring sensor in question.

[0075] As indicated above, in this example, use is made of a line of wear measuring sensors 100, installed perpendicularly to the running direction of the vehicle, for measuring the tire wear while a vehicle crosses over.

[0076] With the sensors that make up this line of wear measuring sensors 100 advantageously being close enough to one another, it is possible to carry out several wear measurements across the contact patch width.

[0077] For example, in the case of a tread with a width of twenty centimetres, if the sensors are disposed every two centimetres along a line transverse to the running direction of the tire, at least nine sensors may carry out a wear measurement across the width of said tire. In this case, nine local contact patch length measurements may be carried out as described above.

[0078] Once the local contact patch length measurements have been carried out, they are transmitted, for example, to a remote server using transmission means, for example by radiofrequency, incorporated into the processing electronics 140. It is thus possible to employ means for reconstructing the shape of the contact patch and to make use of this shape, for example by displaying it on a website intended for a vehicle fleet manager.

[0079] FIG. 1d shows an example of a contact patch 60 reconstructed by this method. In this example, the tire in question has a sufficiently wide tread to allow five local contact patch length measurements to be carried out across the width of the contact patch of said tire.

[0080] In this example, the lengths d1, d2, d3, d4 and d5 are the local contact patch lengths measured with the aid of the wear sensors, as described in FIGS. 1a and 1b.

[0081] During the arrival of a tire on the system described in FIGS. 1a and 1b, the output signals of the sensors 100 that are useful for measuring wear, since they are disposed facing the contact patch of the tire, will not all simultaneously cross the threshold 40 indicated in FIG. 1c. This temporal offset t1 is illustrated in FIG. 1c, between the two output signals 30.

[0082] Similarly, these output signals 30 will not simultaneously cross the threshold 50 indicated in FIG. 1c, either. In the case set out in FIG. 1c, a time t2 passes between the two crossings of the threshold 50.

[0083] This is explained by the shape of the contact patch of the tires, which is not always a perfect rectangle but can, for example, have a more rounded shape, for example in its front part 65 and in its rear part 66, as the drawing in FIG. 1d shows.

[0084] In this case, in order to reconstruct the contact patch, it is useful to take these temporal offsets t1 and t2 between all of the output signals of the wear sensors into account in order that the actual shape of the contact patch can be represented correctly, as is the case in FIG. 1d.

[0085] In FIG. 1d, the local contact patch lengths d5 and d4 correspond to the output signals 30 set out in FIG. 1c. The solid-line curve 30 corresponds to the local contact patch length d4 and the broken-line curve 30 corresponds to the local contact patch length d5. In order to illustrate the effect of the temporal offsets t1 and t2 in FIG. 1c on the geometry of the contact patch 60, the offsets t1 and t2 have been transferred from FIG. 1c to FIG. 1d.

[0086] FIGS. 2a and 2b show the result of the contact patch shape and length measurements obtained when a passenger vehicle 11 provided with two axles 300 and 400 crosses over a wear measuring system 200 having the same functionalities as the system 10 described in FIGS. 1a and 1b.

[0087] In the case of FIGS. 2a and 2b, the tire 500 situated at the left-hand end of the axle 300 is in an underpressure situation. The tire 700 situated at the other end of the axle 300 is inflated at nominal pressure.

[0088] FIG. 2b shows the contact patch shapes 550, 650, 750 and 850 of the tires 500, 600, 700 and 800, respectively. In this example, the length L1 of the contact patch 550 of the tire 500 is greater than the length L2 of the contact patch 750 of the tire 700.

[0089] In this example, it is possible to detect the underinflation by comparing the contact patch lengths L1 and L2. Alternatively, it is also possible to compare the area S1 of the contact patch 550 with the area S2 of the contact patch 750.

[0090] In the case of FIGS. 2a and 2b, in order to avoid false alarms being sent, a probable underpressure of the tire 500 will preferably be signalled to the user if the product of S1 multiplied by a coefficient x is greater than or equal to S2 or if the product of L1 multiplied by a coefficient y is greater than or equal to L2. In these formulae, x and y are coefficients preferably less than one, the value of which may advantageously be fixed depending on the type of vehicle or the use thereof.

[0091] If the tire 700 were to be underinflated, it would be necessary to reverse the above formulae and warn the driver if the product of S2 multiplied by a coefficient x is greater than or equal to S1 or if the product of L2 multiplied by a coefficient y is greater than or equal to L1.

[0092] In order to detect a significant underpressure of a tire situated on the rear axle 400 of the passenger vehicle 11, a comparison of the lengths, or areas, of the contact patches of the tires 600 and 800 situated on either side of the axle 400 will be carried out.

[0093] FIGS. 3a, 3b, 3c and 3d show the result of contact patch length measurements obtained when a train made up of a tractor unit 12 and a semi-trailer 13 crosses over a wear measuring system 200 as described in FIG. 2a.

[0094] In these examples, the tractor unit 12 is made up of a front axle 401 and a rear axle 501 and the semi-trailer 13 is made up of a group of three axles 601. Moreover, the rear axle 501 of the tractor unit 12 is provided with two “twin-mounted” tires at each of its ends.

[0095] In the examples in FIGS. 3a, 3b, 3c and 3d, different tire underinflation situations are illustrated: [0096] FIG. 3b shows the result of contact patch length measurements when the tire 621 on the central axle 620 of the semi-trailer 13 is in an underinflation situation. [0097] FIG. 3c shows the result of contact patch length measurements when the tire 410 on the axle 401 of the tractor unit 12 is in an underinflation situation. [0098] FIG. 3d shows the result of contact patch length measurements when the tire 510 on the axle 501 of the tractor unit 12 is in an underinflation situation.

[0099] In the case of FIG. 3b, the tire 621 situated at the right-hand end of the axle 620 of the semi-trailer 13 is in an underpressure situation. This underpressure can be detected by simply comparing the contact patch lengths, or areas, of the tires situated on either side of the same axle. Thus, in this example and to a first approximation, it is sufficient, for example, to compare the lengths L6 and L9 of the contact patches of the tires 621 and 623 in order to detect the probable underpressure of the tire 621.

[0100] In the case of the example illustrated in FIG. 3b, if the average value of the contact patch lengths on the right-hand side of the semi-trailer is calculated, a higher value will be obtained than in the case in which the same calculation is carried out for the left-hand side of the semi-trailer, since the tire 621 is situated on the right-hand side of said semi-trailer.

[0101] In a second step, on the side having the highest average contact patch length value, the tire which is least inflated can be determined by selecting the one for which the contact patch length, or area, value is the highest.

[0102] A final, more simple, method consists in directly selecting the least inflated tire by finding the highest contact patch length, or area, value from all of the tires of the semi-trailer.

[0103] In any case, since these tires are used on a semi-trailer used for transporting freight, the contact patch lengths, or areas, of the tires positioned on the axles 610, 620 and 630 are sensitive to the distribution of weights in said semi-trailer.

[0104] In order to remedy this problem, the decision can be taken to warn the driver only when the comparison of the contact patch lengths of the tires situated on either side of the axle results in a difference greater than x%, the coefficient x being fixed taking the type of freight transported by the vehicle in question into account.

[0105] For example, in the case of tanker transport, it is not possible to have poor load distribution between the right and the left of the semi-trailer. In this case, the coefficient x may be less than in situations in which poor load distribution between the left and the right is possible.

[0106] In the case of FIG. 3c, the tire 410 situated on the right-hand side of the axle 401 of the tractor unit 12 is in an underpressure situation. This underpressure can be detected by simply comparing the contact patch lengths, or areas, of the tires situated on either side of said axle 401.

[0107] In the case of the front axles of the tractor unit, most of the weight resting on these axles comes from the engine, which is situated vertically above said axles. Thus, the share of the load transported, which has an influence on the contact patch length or area of the tires on these axles, is very low given the weight of the tractor unit itself, and this results in much greater sensitivity of the evaluation of underpressure by comparing the contact patch length or area.

[0108] Thus, in this example, it will be possible to warn the driver as soon as a minimum difference arises between the contact patch lengths L11 and L12, or corresponding areas, of the two tires 410 and 413 on the axle 401.

[0109] By comparison with the example in FIG. 3b, the “safety coefficient” percentage for avoiding the sending of false alarms may be fixed at ten per cent. Thus, as soon as the contact patch length, or area, of one of the tires exceeds ten per cent of the contact patch length, or area, of the second tire on the axle, a warning will be sent to the driver, asking him to check the pressure of their tires.

[0110] In the case of FIG. 3d, only the tire 510 situated on the right-hand side of the axle 501 of the tractor unit is in an underpressure situation. Since the tires are twin-mounted tires, the increase in contact patch length or area as a result of underpressure in one of the twin-mounted tires will be distributed between the two tires on the side affected by the underpressure. Thus, even if a single tire 510 is in an underpressure situation, it is clearly the contact patch length, and area, of the tires 510 and 5111 which will increase, up to a length L13, as shown in FIG. 3d.

[0111] The sensitivity to a possible underpressure of a tire is thus largely less than the cases in which the axle is equipped with a single-mounted tire.

[0112] In this case, it is beneficial to carry out the analysis on the basis of contact patch length and area readings obtained under high load conditions on said twin-mounted axle. In this way, the increase in contact patch length or area will be more sensitive and it will become possible to warn the driver with less risk of false alarm.

[0113] As a in the previous cases, an effect of poor load distribution between the left and the right of the trailer hitched to the tractor unit, the drive axle of which is subject to a contact patch length or surface analysis, can change the conclusion and lead to a false alarm.

[0114] In order to remedy this problem, the decision can be taken, as in the previous cases, to warn the driver only when the comparison of the contact patch lengths of the tires situated on either side of the axle results in a difference greater than x%, the coefficient x being fixed taking the type of freight transported by the vehicle in question into account.

[0115] For example, in the case of tanker transport, it is not possible to have poor load distribution between the right and the left of the train. In this case, the coefficient x may be less than in situations in which poor load distribution between the left and the right is possible.