WO2011077029A1 - Detection univoque du seuil d'usure d'un pneumatique - Google Patents
Detection univoque du seuil d'usure d'un pneumatique Download PDFInfo
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- WO2011077029A1 WO2011077029A1 PCT/FR2010/052739 FR2010052739W WO2011077029A1 WO 2011077029 A1 WO2011077029 A1 WO 2011077029A1 FR 2010052739 W FR2010052739 W FR 2010052739W WO 2011077029 A1 WO2011077029 A1 WO 2011077029A1
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- WIPO (PCT)
- Prior art keywords
- threshold
- tire
- cavity
- cavities
- sound
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/24—Wear-indicating arrangements
- B60C11/246—Tread wear monitoring systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C2019/006—Warning devices, e.g. devices generating noise due to flat or worn tyres
Definitions
- the present invention relates to a method for detecting the wear of a tire. It applies in particular, to be restricted to tires for vehicles of any type, tourism or trucks.
- the tires are provided with indicators of wear, in particular sound, allowing the user to detect several levels of wear.
- the indicators of sound wear For each threshold, the indicators of sound wear generate an acoustic or acoustic fingerprint noise with characteristics, including frequency, remarkable.
- These frequency characteristics are a function of parameters comprising, inter alia, the number of wear indicators, their implantation geometry, the speed of rotation of the tire or the dimensions of the tire.
- the characteristics of the characteristic noise of the witnesses associated with several thresholds are identical, so that it is impossible to determine which threshold of wear is reached.
- the object of the invention is to provide a method for unequivocally identifying the wear threshold reached.
- the subject of the invention is a method for detecting wear of a tire comprising a tread and having at least two predetermined radial wear thresholds, characterized in that:
- the tread is shaped so that it comprises NE, set (s) of at least one cavity called “sound" associated with the threshold S ,; each cavity of each assembly being substantially axially aligned with each other cavity of the assembly; and for each threshold S , k min is the minimum value of the values of k, for i 6 [2, M] where M is the total number of predetermined radial wear thresholds with:
- the method according to the invention makes it possible to alert a user of the tire and to identify the wear threshold reached regardless of the values of the parameters stated above.
- the acoustic fingerprint noise of each set is the sound signature of each set. This noise can also be considered as the acoustic footprint of each set.
- the noise emitted by the sound cavities associated with each threshold is characteristic of this threshold, in particular because of the number of cavities associated with each threshold and the distribution of these cavities.
- the number of set (s) of sound cavity (s) associated with each threshold is different from the number of set (s) of cavity (s) sound ( s) associated with each other threshold.
- the characteristics, in particular frequency, of the noise of two different thresholds can not be identical.
- a single wear threshold is associated with each value of the characteristics, especially frequency, noise. For example, once determined V min and knowing k min , it is possible to determine V max and therefore I for a unique detection.
- V max determined and knowing k min , it is possible to determine V min and therefore I for unambiguous detection. For any value of V included in the interval I, it is therefore possible to identify the wear threshold reached unequivocally. Thus, it is possible, by means of the processing unit to distinguish the achievement of each wear threshold.
- the cavities associated with the different thresholds have a particular shape that gives them sound properties, that is to say that these cavities cause a characteristic noise during the rolling of the worn tire.
- a processing unit is used and one or more microphones for detecting rolling sounds, connected to the processing unit able to detect the hissing noise of the rolling noise and to inform the driver of the wear of his tires. .
- the acoustic impression noise comprises several elementary frequency components of acoustic fingerprint, preferably forming at least a portion of a Dirac comb.
- the elementary frequency components of the acoustic fingerprint noise are characteristic of the noise emitted by the cavities.
- the noise acoustic noise emitted by the witnesses comprises several elementary frequency components distributed in frequency.
- such acoustic impression noise has a comb pattern of elementary frequency components remarkable, unique and therefore easy to detect.
- Each elementary frequency component of the acoustic fingerprint noise is at least one adjacent elementary frequency component of the acoustic fingerprint noise of a frequency difference included in a reference frequency interval associated with a single threshold.
- the reference frequency interval is characteristic of this threshold.
- the acoustic impression noise emitted by the cavities associated with this threshold comprises several elementary frequency components distributed in frequency according to the predetermined pattern.
- the predetermined reference frequency interval corresponds to the set of frequency differences that can separate the elementary frequency components of the noise associated with each wear threshold.
- this frequency reference interval covers all the frequency differences that can separate two elementary frequency components of the noise associated with each different wear thresholds.
- the frequency difference separating two elementary frequency components of the noise is therefore associated with a single wear threshold.
- the predetermined reference frequency interval is between 1 and 300 Hz.
- This frequency interval comprises the frequency difference that can separate the elementary frequency components of the noise emitted by the cavities.
- the reference frequency interval is determined by taking into account the extreme values of the parameters that one does not wish to have to enter or modify, for example the dimensions of the tire.
- the frequency difference of the elementary frequency components of the noise emitted by the cavities belongs to the interval between 1 Hz and approximately 300 Hz.
- each set consists of a single sound cavity.
- each set comprises at least two cavities substantially axially aligned with each other.
- a cavity of a set associated with a threshold has substantially the same azimuth as that of another cavity of the set associated with the same threshold. Thus, these cavities are simultaneously sound.
- two axially aligned cavities are associated with two different thresholds. In this case, the two cavities are not part of the same set.
- the sets of sound cavity (s) associated with each threshold are arranged so that, beyond each threshold, the sets of sound cavity (s) associated with each threshold are equi-distributed circumferentially on the tire.
- each set of cavity (s) associated with a given threshold is located substantially at the same spatial distance from the two sets of cavity (s) adjacent thereto.
- this unique set is equally distributed circumferentially. Indeed, in this case, the adjacent sets are formed by this same set.
- the characteristics of the noise emitted beyond each threshold are unique and remarkable.
- the noise emitted by the tire is easily detectable among the rolling noise of the tire, the wind, the engine noise or the noise of the kinematic chain associated therewith.
- the noise emitted beyond each threshold has, in the frequency domain, the shape of a Dirac comb. a feature that can be easily identified from all the noises mentioned above.
- the cavities may be offset axially relative to each other while being equi-distributed circumferentially around the tread.
- each sound cavity emerges radially outwardly of the tire, and is shaped so as to be closed by the ground in a substantially watertight manner as it passes through the area of contact of the tire. with the ground.
- each cavity is shaped so as to be closed by the ground substantially sealed, it temporarily traps air during its passage in the contact area of the tire with the ground.
- the air trapped in the cavity compresses and then suddenly relaxes at the exit of the contact area when the tread leaves the contact with the ground at the rear of the tire and that consequently the cavity opens.
- This expansion of the air lasts about a few milliseconds and causes a specific noise, sometimes called hissing or pumping noise, a function in particular of the shape and volume of the cavity.
- a cavity whose dimensions are too large to be completely covered by the ground during its passage in the contact area for example a cavity whose length is greater than the length of the contact area, does not could not form a sound cavity within the meaning of the invention.
- k min 2.
- the interval I is chosen among the following speeds in km / h:] 50; 100],] 60; 120] and] 65; 130].
- the tire comprises:
- At least two ribs formed transversely to the bottom of the groove, of predetermined height when the tire is new, substantially equal to the difference between the predetermined depth of the groove and one of the predetermined wear thresholds,
- the distance separating the two ribs is less than a predetermined distance so that, beyond one of the thresholds or each predetermined radial wear threshold, the cavity formed by the groove and delimited by the two ribs is sound.
- the noise emitted by the cavities is amplified compared to sound wear indicators which would be disposed elsewhere in the tread.
- the noise emitted is also amplified by a flag formed by the tire and the ground once each cavity having passed the contact area. This amplification effect flag is maximum when each sound cavity is preferably arranged axially in a central portion of the contact area of the tire.
- Central part of the contact area means the area of the contact area extending axially over substantially half the width of this contact area under the nominal load and pressure conditions and centered relative to the median plane. central of the tire.
- the number NE of sets of sound cavities increases with tire wear.
- the total volume of the cavities may increase at each threshold. It is found that the detection of the noise emitted by the cavities is then easier as and when the wear of the tire.
- each cavity associated with a given threshold is also associated with the threshold greater than the given threshold. This makes it possible to minimize the number of cavities appearing at each threshold. Thus, we minimize the effect cavities on the performance of the tire, in particular the hydro-dynamic performances. Thus, each cavity associated with a given threshold is also associated with all the thresholds greater than the given threshold. This characteristic obviously does not apply to the cavities of the highest threshold.
- the sound cavity or cavities associated with a given threshold do not include any sound cavity associated with the threshold below the given threshold.
- the cavity or cavities associated with the threshold below the given threshold cease to be audible.
- each set of cavities is strictly associated with a single wear threshold.
- the sound cavity or cavities associated with a given threshold comprise a portion of the sound cavities associated with the threshold below the given threshold and sound cavities that have appeared beyond the given threshold. Thus, only a few sound cavities associated with the lower threshold are also sound cavities associated with the given threshold.
- the number NE of sets of sound cavities decreases with tire wear.
- the sound cavities when arranged in the grooves, can degrade the performance of the tire with respect to a tire without such sound cavities, especially in terms of evacuation of water through the grooves. This degradation of the water evacuation performance is even greater than the wear of the tire is advanced. Thus, by reducing the number of sets of sound cavities and therefore the number of sound cavities with the advance of the wear of the tire, it limits the potential loss of performance generated by the sound cavities. In return, it is preferable to provide a sufficient number of cavities so that the total volume of the cavities is sufficiently large, especially so that it is greater than the predetermined minimum volume.
- the sound cavity or cavities associated with a given threshold are no longer sound or disappear beyond the threshold greater than the given threshold.
- the sound cavities associated with the threshold greater than the given threshold are therefore only cavities appearing beyond the threshold greater than the given threshold.
- each cavity is strictly associated with a single wear threshold.
- the sound cavity or cavities associated with a given threshold comprise a portion of the sound cavity or cavities associated with a threshold below the given threshold.
- the invention also relates to a computer program, characterized in that it comprises code instructions for controlling the execution of the steps of the method as defined above when it is executed on a computer.
- the invention further relates to a data recording medium comprising, in registered form, a program as defined above.
- Another object of the invention is to provide a program as defined above over a telecommunication network with a view to downloading it.
- Figure 1 is a diagram of the tread of a new tire with "descending" sound pattern according to a first embodiment
- Figures 2 and 3 are diagrams of the tread of the tire shown in Figure 1, worn beyond first and second wear thresholds respectively;
- Figure 4 is a diagram in a radial section of the tread of the tire shown in Figure 3;
- FIG. 5 illustrates a frequency spectrum of the acoustic cavity noise of the cavities of the tire of FIG. 3;
- FIGS 6A and 6B schematically illustrate the distribution of sound cavity assemblies of the tire of Figures 1 to 3;
- Figures 7 and 8 show frequency bands of the noise emitted by the different cavities associated with the different thresholds of the tire of Figures 1 to 3 and 6A and 6B;
- FIGS. 9A to 9F schematically illustrate the distribution of sets of sound cavities of a "descending" sound pattern tire according to a second embodiment
- Figures 10 and 11 show frequency bands of the noise emitted by the different cavities associated with the different thresholds of the tire of Figures 9A to 9F;
- Figures 12A and 12B schematically illustrate the distribution of sets of sound cavities of a tire with sound patterns "amount" according to a third embodiment
- Figures 13 and 14 show frequency bands of the noise emitted by the different cavities associated with the different thresholds of the tire of Figures 12A and 12B.
- FIG. 1 shows a portion of a tire according to a first embodiment of the invention, designated by the general reference 10.
- the tire 10 is intended for a passenger vehicle.
- the tire 10 is substantially of revolution about an axis.
- the tire 10 comprises a tread 12 of substantially cylindrical shape, the outer surface of which is provided with sculptures 14.
- the tread 12 comprises two circumferential and parallel grooves 16, hollowed on the surface of the tire, of depth H predetermined when the tire 10 is new.
- the depth H of these grooves 16 is of the order of 8 mm and their width is of the order of 10 mm.
- the tire 10 includes visual wear indicators (not shown) indicating a threshold SL of legal wear of the tire.
- the tread 12 of the tire comprises a set of ribs 18 formed at the bottom of the grooves 16.
- the set of ribs comprises two types of ribs 18A, 18B each corresponding to at least one threshold Si, S 2 d predetermined wear of the tire.
- Each rib 18A, 18B has respectively a first and second height h- ⁇ , h 2 predetermined when the tire is new. hi> h 2 and S 2> If so that each type of rib 18A is associated with the thresholds Si and S 2 and 18B each type of rib is associated with the single threshold S 2.
- the first threshold Si corresponds substantially to 90% of the threshold SL, that is to say that mm.
- the thresholds Si, S 2 are shown schematically in FIGS. 6A-6B.
- FIG. 6A represents the tire 10 having reached the first wear threshold Si but having not yet reached the second wear threshold S 2 .
- FIG. 6B shows the tire 10 having reached the second wear threshold S 2 .
- the first threshold Si corresponds to wear beyond which the tire has performance that can be degraded on a wet coating.
- the second threshold S 2 corresponds to a wear beyond which the tire no longer complies with the legal requirements.
- the distance separating two ribs of the same type is of the order of 20 to 30 millimeters.
- the volume defined by a groove 16 and two neighboring ribs 18A, 18B respectively form a cell 19A, 19B arranged in each circumferential groove 16.
- Each cell 19A, 19B of each pair of cells 19A, 19B is connected to the other cell of the pair by a channel 21 A, 21 B transversal.
- Each pair of cells 19A and the channel 21A form an assembly consisting of a cavity 20A opening radially outwardly of the tire 10.
- each pair of cells 19B and the channel 21B form an assembly consisting of a cavity 20B opening radially outwardly of the tire 10.
- the cavities 20A, 20B are shown schematically in lines. These lines extend radially over a radial portion schematically between which thresholds the corresponding cavities are sound.
- each cavity 20A, 20B comprises a fluidic communication passage situated above ribs 18A, 18B, that is to say at the top of the ribs 18A, 18B.
- the ground 11 does not completely close the cavities 20A, 20B because the top of the ribs is not in contact with the ground 11.
- the different cavities 20A, 20B are in fluid communication by a throttling channel delimited by the top of the ribs and the soil 11 covering the cavities.
- FIG. 2 shows the tire 10 of FIG. 1 worn beyond the threshold Si.
- it is a tire which has traveled many kilometers and whose tread 12 has been gradually worn until losing a few millimeters.
- This tire 10 is also shown diagrammatically in FIG. 6A where it can be seen that, beyond the threshold S 1, the tire 10 comprises assemblies each consisting of a cavity 20A. So we have
- the cavities 20A are, from the point of view of the rolling tire, equi-distributed circumferentially on the tread 12 so that each cavity 20A periodically comes into contact with the ground when the tire is traveling at a speed substantially constant.
- the wear of the tread 12 of the tire 10 shown in Figure 2 is 6 mm, that is to say greater than the threshold Si, ie greater than the distance between, when the tire 10 is new, the top of the ribs 18A of the surface of the tread 12.
- the top of the ribs 18A is at the same level as the surface of the tread 12.
- the mouth of each cavity 20A is defined by a substantially plane contour formed on the tread 12 and the cavities 20A are distinct and separated from the other cavities.
- the wear of the tire is less than the threshold S 2 , ie less than the distance separating, when the tire 10 is new, the top of the ribs 18B of the surface of the tread 12.
- the top of the ribs 18B is at a minimum lower level than that of the tread at this stage of wear.
- each cavity 20A has a depth less than the height h- ⁇ .
- the depth is less than 2.5 mm and is 2 mm for a wear of 6 mm.
- the height of each rib 18A is then equal to the depth of each cavity 18A. This height or depth is equal to the difference between the depth of each groove 16 and the wear of the tire 10.
- each cavity 20A is defined by a substantially plane contour, it is able to be closed perfectly and hermetically by a smooth and flat floor during rolling.
- each cavity 20A is shaped so as to be closed by the ground in a substantially watertight manner as it passes through the contact area of the tire 10 with floor.
- each cavity 20B is not closed by the ground in a sealed manner because of the throat channel delimited by the top of each rib 18B and the ground 11.
- FIG. 3 shows the tire 10 of FIGS. 1 and 2 used beyond the threshold S 2 .
- the wear of the tread 12 of the tire 10 shown in FIG. 3 is 7 mm, that is to say greater than the threshold S 2 , but also the threshold Si, ie greater than the distance separating, when the tire 10 is new, the top of the ribs 18B of the surface of the tread 12.
- the top of the ribs 18B, but also that of the ribs 18A is at the same level as the surface of the tread 12.
- the mouth of each cavity 20B is defined by a substantially planar contour formed on the tread 12 and the cavities 20B are distinct and separated from other cavities. The mouth of each cavity 20A remains unchanged with respect to the mouth obtained beyond the threshold Si and before the threshold S 2 .
- each cavity 20B has a depth less than the height h 2 .
- the depth is less than 1, 6 mm and is 1 mm for a wear of 7 mm.
- the height of each rib 18A, 18B is then equal to the depth of each cavity 18A, 18B. This height or depth is equal to the difference between the depth of each groove 16 and the wear of the tire 10.
- each cavity 20A, 20B is defined by a substantially planar contour, it is able to be closed perfectly and hermetically by a smooth and flat floor during rolling. In other words, when the tire 10 is worn beyond the threshold S 2 , each cavity 20A, 20B is shaped so as to be closed by the ground in a substantially watertight manner when it passes through the contact area of the body. pneumatic 10 with the ground.
- Each cavity 20A, 20B has, beyond the corresponding threshold Si, S 2, a length of the order of 20 to 30 millimeters corresponding to the circumferential gap between two adjacent ribs 18A, 18B of the same cavity.
- each cavity 20A, 20B formed on the surface of the tread 10 of a tire which, on the one hand, open radially towards the outside of the tire and, on the other hand, are shaped to be hermetically closed during their passage in the contact area, are called "sound".
- each cavity 20A is sound beyond each threshold Si, S 2 while each cavity 20B is sound only beyond the threshold S 2 .
- the cavities 20A, 20B are arranged so that, beyond each threshold Si, S 2 , the sets of sound cavities 20A, 20B are evenly distributed. circumferentially on the tire 10. As each set consists of a single cavity, the sound cavities 20A, 20B are equi-distributed circumferentially on the tire 10.
- the tread is shaped so that, beyond of each threshold Si, S 2 , all the sound cavities 20A, 20B are identical as shown in FIGS. 6A-6B.
- each cavity 20A associated with the threshold Si is also associated with the threshold S 2 .
- such sound cavities are non-existent below the threshold Si, especially when the tire is new.
- FIG. 4 shows a view in radial section of a tire similar to that of FIGS. 1 to 3 while taxiing on a ground. The dimensions are changed arbitrarily for the sake of clarity.
- This tire 10 is in a worn state beyond the threshold S 2 and therefore comprises a set of sound cavities 20A, 20B.
- each sound cavity 20A, 20B has, during its passage through the contact area 24 of the tire 10 with the ground 11, a section constant contact according to the wear of the tire 10.
- the contact area 24 comprises a sound cavity 26, the radially outer mouth is covered by the ground 1 1.
- this sound cavity 26 is hermetically sealed.
- the contact area 12 of the tire also comprises a sound cavity 28 located upstream of the closed cavity 26, which is open because its mouth is not in the contact area and is therefore not covered by the ground.
- the open cavity 28 will progress to the contact area 24 until its mouth is closed by the ground 11.
- the tread 12 of the tire 10 also comprises a cavity 30 situated downstream of the closed cavity 26, with respect to the direction of rotation of the tire 10.
- the downstream cavity 30 shown is open because the ground 11 is not in contact with its mouth. At a previous instant, this cavity 30 was closed because located in the area of the contact 24 of the tire with the ground 11.
- a given sound cavity successively occupies an upstream position 28 in which it is open, then a position 26 located in the contact area 24 in which it is closed because covered by the ground, and finally an open position 30 again in which it is no longer covered by the ground.
- the rotation of the tire causes, for a given cavity, the admission of air inside the cavity, the compression of the air contained in the cavity when it is closed by the ground in the contact area 24, then the expansion of the air contained in the cavity during opening thereof by separating the tread from the ground.
- This succession of admission / compression / expansion steps is at the origin of a characteristic noise, sometimes called hissing or pumping noise resulting from the expansion of the compressed air contained in the cavity.
- the amplitude and the frequency signature of this noise depend in particular on the shape, the volume and the number of sound cavities used.
- the cavities are shaped so that this noise is detectable by a user of the motor vehicle or by an electronic device.
- FIG. 5 shows a frequency spectrum SFT of the noise generated by the cavities associated with the second threshold S 2 visible in FIG. 3.
- a signal of the acoustic fingerprint noise generated is acquired. by the cavities 20B.
- a Fourier transform is applied to the signal to obtain a raw frequency spectrum.
- a filtered frequency spectrum is obtained.
- the frequency spectrum SFT of the noise represented in FIG. 5 comprising several elementary frequency components P1-P8 is thus obtained.
- the parameters such as the number of wear indicators, their implantation geometry, the rotational speed of the tire or the dimensions of the tire define an IR reference frequency interval at which the frequency F T us is likely to belong.
- the frequency F T us can vary in the IR range between 1 and 278 Hz.
- the IR interval is similar.
- the bands B1, B2 are disjoint so that for a value of F T us determined from the acoustic print noise, it is unequivocally identified by which cavities 20A or 20B the corresponding noise is generated.
- the bands B1, B2 have a recovery interval [72 Hz; 94 Hz] so that for values F T us of this overlap interval, the corresponding noise is generated by the cavities 20A or 20B without it being possible to identify which ones generate the noise.
- FIGS. 9A-9F show a tire according to a second embodiment.
- the tire 10 is intended for a vehicle of the heavy vehicle type. Elements similar to those designated in the preceding figures are designated by identical references.
- the tire 10 has a "downward" sound pattern.
- the depth of the grooves 16 is of the order of 14 millimeters, here 14.3 mm.
- the rib assembly includes third, fourth, fifth and sixth ribs 18C-18F, in addition to the ribs 18A, 18B.
- Each rib 18C-18F has respectively a third, fourth, fifth and sixth height h 3 , h 4 , h 5 and h 6 predetermined when the tire is new.
- each type of rib 18A is associated with the thresholds SrS 6
- each rib 18B is associated with thresholds S 2 - S 6
- each rib 18C is associated with the thresholds S 3 -S 6
- each rib 18D is associated with the thresholds S 4 -S 6
- each rib 18E is associated with the thresholds S 5 and S 6
- each rib 18F is associated with the only threshold S 6 .
- the first threshold Si corresponds substantially to 19% of the threshold SL, that is to say that mm.
- the different thresholds correspond to different stages of the life of the tire during which various actions must be taken to distribute the wear on the entire tread and thus increase the life of the tire.
- the threshold S 2 corresponds to wear for which the tire can be rotated on the same axle.
- the threshold S 4 corresponds to a wear for which the tire can be turned over.
- the threshold S 5 corresponds to a wear for which we can regroove the tire to restore its performance, including water evacuation.
- the sets of cavities 20A-20F are arranged so that, beyond each threshold Si.S 6 , the set of sound cavities 20A-20F, here the sound cavities 20A-20F are equi-circumferentially distributed on the tire 10.
- each cavity 20A associated with the threshold Si is also associated with the threshold S 2 -S 6
- each cavity 20B is associated with the thresholds S 2 -S 6
- each cavity 20C is associated with the thresholds S 3 -S 6
- each cavity 20D is associated with thresholds S 4 -S 6
- each cavity 20E is associated with the thresholds S 5 and S 6
- each cavity 20F is associated with the single threshold S 6 .
- F T us for the noise generated by the cavities respectively associated with each threshold SrS 6 for the tire 10 of the second embodiment which has a running circumference of 3.03 m in new condition. As calculated above, so that the minimum value k min is equal to 2. For each threshold SrS 6 , the soundproofing noise SFT emitted by the cavities 20A-20F is detected.
- the bands B1-B6 are disjoint so that for a value of F T us determined from the acoustic print noise, it is unequivocally identified by which cavities 20A-20F the corresponding noise is generated.
- the B1-B6 bands have two-by-two overlap intervals [5 Hz; 8 Hz], [11 Hz; 16 Hz], [22 Hz; 33 Hz], [44 Hz; 66 Hz] and [88 Hz; 132 Hz] so that for values F T us of these overlapping intervals the corresponding noise is generated by cavities without it being possible to identify which ones generate the noise.
- FIGS. 12A-12B show a third embodiment of a tire according to the invention comprising two wear thresholds. Elements similar to those designated in the preceding figures are designated by identical references.
- the number of sets of sound cavities 20A, 20B decreases with the wear of the tire 10.
- Such a pneumatic tire is referred to as an "upright" sound tire.
- each sound cavity 20B associated with the second threshold S 2 is also associated with the first threshold Si. Only a portion of the sound cavities 20A associated with the first threshold Si is also associated with the second threshold S 2.
- the bands B1, B2 are disjoint so that for a value of F T us determined from the acoustic impression noise, it is unambiguously identified by which cavities 20A or 20B the corresponding noise is generated.
- the bands B1, B2 have a recovery interval defined by [72 Hz; 94 Hz] so that for values F T us of this overlap interval, the corresponding noise is generated by the cavities 20A or 20B without it being possible to identify which ones generate the noise.
- the tread may comprise more than two grooves and thus sets of cavities comprising more than two cavities substantially axially aligned, that is to say having the same azimuth.
- the tread may also include a single groove. Each cavity will be formed by a cell.
- the tread may include several grooves and each cavity comprise a single sound cell so that two successive cavities circumferentially are located in two different grooves.
- the tread may comprise cavities arranged in each groove, the cavities being substantially axially aligned in pairs without being connected to one another by a channel. Such cavities may be associated with the same wear threshold or two different wear thresholds. In all these cases, the cavities may be variable or constant contact section and indifferently used with tires with sound patterns "up” or "down”.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Length Measuring Devices Characterised By Use Of Acoustic Means (AREA)
- Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/516,933 US20120266650A1 (en) | 2009-12-18 | 2010-12-15 | Tyre having multi-level audible wear indicators |
BR112012014995A BR112012014995A2 (pt) | 2009-12-18 | 2010-12-15 | deteccao univoca do limiar de desgaste de um pneumatico |
JP2012543876A JP5677458B2 (ja) | 2009-12-18 | 2010-12-15 | タイヤの磨耗閾値の明確な検知法 |
EP10809021A EP2512832A1 (fr) | 2009-12-18 | 2010-12-15 | Detection univoque du seuil d'usure d'un pneumatique |
CN2010800628294A CN102741066A (zh) | 2009-12-18 | 2010-12-15 | 轮胎的磨损阈值的明确检测 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0959241A FR2954224B1 (fr) | 2009-12-18 | 2009-12-18 | Procede de detection univoque du seuil d'usure d'un pneumatique |
FR0959241 | 2009-12-18 |
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Publication Number | Publication Date |
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WO2011077029A1 true WO2011077029A1 (fr) | 2011-06-30 |
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Application Number | Title | Priority Date | Filing Date |
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PCT/FR2010/052739 WO2011077029A1 (fr) | 2009-12-18 | 2010-12-15 | Detection univoque du seuil d'usure d'un pneumatique |
Country Status (7)
Country | Link |
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US (1) | US20120266650A1 (fr) |
EP (1) | EP2512832A1 (fr) |
JP (1) | JP5677458B2 (fr) |
CN (1) | CN102741066A (fr) |
BR (1) | BR112012014995A2 (fr) |
FR (1) | FR2954224B1 (fr) |
WO (1) | WO2011077029A1 (fr) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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CN103842189A (zh) * | 2011-10-06 | 2014-06-04 | 米其林集团总公司 | 检测轮胎磨损的改进方法 |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
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FR2953164B1 (fr) | 2009-12-02 | 2012-01-06 | Michelin Soc Tech | Procede de detection de l'usure d'un pneumatique |
FR2976521B1 (fr) * | 2011-06-15 | 2016-09-09 | Soc De Tech Michelin | Procede de detection univoque du seuil d'usure d'un pneumatique |
FR2976520B1 (fr) * | 2011-06-15 | 2014-05-09 | Michelin Soc Tech | Pneumatique comprenant des temoins d'usure sonores monobarettes |
FR2999997B1 (fr) | 2012-12-21 | 2015-02-06 | Michelin & Cie | Vehicule comprenant des moyens de detection du bruit genere par un pneumatique |
DE102013220882B4 (de) * | 2013-10-15 | 2019-05-29 | Continental Automotive Gmbh | Verfahren, Steuergerät und System zum Ermitteln einer Profiltiefe eines Profils zumindest eines Reifens |
FR3015036B1 (fr) | 2013-12-18 | 2016-01-22 | Michelin & Cie | Methode de detection acoustique de l'etat de la route et du pneumatique |
DE102014210715A1 (de) | 2014-06-05 | 2015-12-17 | Continental Reifen Deutschland Gmbh | Fahrzeugluftreifen |
FR3058930A1 (fr) | 2016-11-21 | 2018-05-25 | Compagnie Generale Des Etablissements Michelin | Procede de controle et/ou de suivi de l'utilisation d'un pneumatique |
CN108398359B (zh) * | 2018-02-05 | 2020-09-22 | 三峡大学 | 一种判别轮胎劳损程度及安全评价方法 |
US10518590B2 (en) * | 2018-03-05 | 2019-12-31 | Sensata Technologies, Inc. | System and method for tracking tire tread wear |
IT201800005907A1 (it) * | 2018-05-31 | 2019-12-01 | Sistema e metodo di rilevamento di danni a pneumatici | |
DE102019204198A1 (de) * | 2019-03-27 | 2020-10-01 | Audi Ag | Verfahren zum Überwachen einer Antriebseinheit zum Antreiben eines Kraftfahrzeugs, Computerprogrammprodukt und Kraftfahrzeug |
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- 2009-12-18 FR FR0959241A patent/FR2954224B1/fr active Active
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2010
- 2010-12-15 JP JP2012543876A patent/JP5677458B2/ja not_active Expired - Fee Related
- 2010-12-15 BR BR112012014995A patent/BR112012014995A2/pt not_active IP Right Cessation
- 2010-12-15 CN CN2010800628294A patent/CN102741066A/zh active Pending
- 2010-12-15 EP EP10809021A patent/EP2512832A1/fr not_active Withdrawn
- 2010-12-15 WO PCT/FR2010/052739 patent/WO2011077029A1/fr active Application Filing
- 2010-12-15 US US13/516,933 patent/US20120266650A1/en not_active Abandoned
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JP2005067407A (ja) * | 2003-08-25 | 2005-03-17 | Yokohama Rubber Co Ltd:The | 空気入りタイヤ |
DE102004016488A1 (de) * | 2004-04-03 | 2005-10-20 | Continental Ag | Verfahren zur Messung der Profiltiefe eines Reifens und Reifen zur Durchführung des Verfahrens |
WO2010052409A1 (fr) * | 2008-11-06 | 2010-05-14 | Michelin Recherche Et Technique S.A. | Pneumatique muni de temoins d'usure sonores |
WO2010072962A1 (fr) * | 2008-12-23 | 2010-07-01 | Societe De Technologie Michelin | Procede d'alerte concernant l'usure d'un pneumatique muni d'un sillon |
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CN103842189A (zh) * | 2011-10-06 | 2014-06-04 | 米其林集团总公司 | 检测轮胎磨损的改进方法 |
JP2014532004A (ja) * | 2011-10-06 | 2014-12-04 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | タイヤの摩耗の検出方法 |
Also Published As
Publication number | Publication date |
---|---|
EP2512832A1 (fr) | 2012-10-24 |
BR112012014995A2 (pt) | 2017-03-01 |
US20120266650A1 (en) | 2012-10-25 |
FR2954224A1 (fr) | 2011-06-24 |
CN102741066A (zh) | 2012-10-17 |
JP5677458B2 (ja) | 2015-02-25 |
JP2013514226A (ja) | 2013-04-25 |
FR2954224B1 (fr) | 2013-05-10 |
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