WO2013015780A1 - Système pour prédire une limite d'endurance de pneu résiduelle en temps réel - Google Patents

Système pour prédire une limite d'endurance de pneu résiduelle en temps réel Download PDF

Info

Publication number
WO2013015780A1
WO2013015780A1 PCT/US2011/045195 US2011045195W WO2013015780A1 WO 2013015780 A1 WO2013015780 A1 WO 2013015780A1 US 2011045195 W US2011045195 W US 2011045195W WO 2013015780 A1 WO2013015780 A1 WO 2013015780A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire
endurance limit
residual
predicting
vehicle
Prior art date
Application number
PCT/US2011/045195
Other languages
English (en)
Inventor
Paul Andrew MAYNI
David Hall
Original Assignee
Michelin Recherche Et Technique, S. A.
Societe De Technologie Michelin
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Michelin Recherche Et Technique, S. A., Societe De Technologie Michelin filed Critical Michelin Recherche Et Technique, S. A.
Priority to PCT/US2011/045195 priority Critical patent/WO2013015780A1/fr
Publication of WO2013015780A1 publication Critical patent/WO2013015780A1/fr

Links

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
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre

Definitions

  • the present invention relates to a system for predicting residual tire endurance in real time based on the measurement of tire endurance factors during the use of the tire and to the providing of such information to the operator of the vehicle and/or service personnel.
  • the residual endurance limit or remaining useful life of the tire can be limited by factors other than just tread wear, While the replacement of properly maintained passenger car tires is conventionally controlled by the wearing of the tread to a certain depth (absent e.g., a damage event), in some tire applications the residual endurance limit of the tire can be shortened significantly to a time that is less than the tread life.
  • the residual endurance limit of the tire can be altered substantially by certain operating conditions that are referred herein as tire endurance factors - such as the tire loading, tire pressure, speed, and ambient temperature.
  • the value of these tire endurance factors can cause a shortemng of the tire's endurance limit to a time well before the tire tread is unacceptably worn.
  • “endurance limit” means a point during the usage of the tire at which the tire should be replaced and/or no longer used. This may be measured in e.g., units of distance or time.
  • On-board systems are available for providing notifications based on
  • measurements of the tire's air pressure For example, some vehicles will provide the operator with an audible and/or visual notification if the air pressure in a tire falls below a certain amount. Such notification serves to remind the operator to add air to the tire when a compressor or other air supply becomes available.
  • conventional systems do not currently provide for the delivery of tire residual endurance limit information in real time based on current operating conditions much less measurements of tire endurance factors. More specifically, conventional systems do not provide for notification to the operator or service personnel of reductions in the residual endurance limit of a tire based upon either the measurement of tire endurance factors in real time or the history of such factors as created by the previous usage of the tire. For example, conventional systems do not currently provide notification to the driver of the time or distance remaining before a tire should be replaced based on real time measurements of the tire endurance factors or changes in those factors due to changes in operating conditions. Conventional systems also do not allow for tracking the usage of a tire to record reductions in the endurance limit of the tire based upon its use for future reference in determining the residual tire endurance limit.
  • the tire endurance limit may primarily be a function of tread life as stated above.
  • the operator of a vehicle may elect to intentionally subject a tire to conditions that will lower the tire's endurance limit.
  • the operator of a military vehicle may reduce the air pressure to improve traction in sand or mud so as to escape from a hazardous situation.
  • Such a reduction will typically reduce the tire's life span (i.e. decrease the residual tire endurance limit) by e.g., increasing the amount of deflection of the tire as it rotates through the contact patch.
  • the operator may elect to load the tire (e.g., through the placement of cai'go on the vehicle) over its recommended load, which can also increase the amount of deflection and adversely impact the tire's endurance limit.
  • the operator might elect to operate at a proper air pressure but exceed a tire's speed restriction and thereby raise the temperature of the tire to deleterious levels.
  • conventional systems do not currently provide the operator with information regarding the extent to which such operating conditions may adversely impact the residual endurance limit of the tire by providing the operator with a prediction as to the amount of time or distance the tire might be able to go under such conditions before needing replacement.
  • a system that can predict residual endurance limit information of a tire based on real time measurements i.e. measurements during the use of the tire would be beneficial. More particularly, a system that can use real time measurements of tire endurance factors such as speed, tire load, tire air pressure, and/or ambient temperature to determine the time and/or distance remaining before a tire should be replaced and/or removed from service would be useful. Such a system that can provide notifications to an operator of the vehicle and/or service personnel would also be helpful. A system that can also record or track reductions in the endurance life of a tire for future reference would also be useful.
  • the present invention provides a method for predicting the residual endurance limit of a tire that includes the steps of measuring tire endurance factors during use of the tire on a vehicle; determining whether a change in the residual endurance limit of the tire has occurred using the measurements from the step of measuring; and, reporting the current residual endurance limit of the tire if a change in the residual tire endurance limit has occurred.
  • the present invention provides a system for predicting the residual endurance limit of a tire in use on a vehicle.
  • the system includes a temperature sensor for measuring the ambient air temperature; a pressure sensor for measuring the gas pressure in the tire; a speed sensor for determining the speed of the vehicle; and at least one processing device in communication with the temperature sensor, pressure sensor, and speed sensor.
  • the processing device is configured for measuring tire endurance factors during use of the tire on the vehicle; determining whetlier a change in the residual endurance limit of the tire has occurred using the measurements of the tire endurance factors; and, reporting the current residual endurance limit of the tire if a change in the residual tire endurance limit has occurred.
  • FIG. 1 provides a schematic illustration of an exemplary embodiment of an apparatus or system of the present invention.
  • FIG. 2 illustrates an exemplary method of the present invention using a flow chart.
  • FIGS. 3 and 4 provide certain data plots as will be further described below.
  • FIG. 5 provides another exemplary method of the present invention in flowchart format.
  • the present invention provides a system for predicting tire endurance information in real time based on measurements of tire endurance factors during operation of the vehicle and for providing such information to the operator of the vehicle and/or service personnel.
  • a system for predicting tire endurance information in real time based on measurements of tire endurance factors during operation of the vehicle and for providing such information to the operator of the vehicle and/or service personnel.
  • Endurance limit of "tire endurance limit” means a point in time or distance of use at which a tire should be replaced or no longer used.
  • the "residual tire endurance limit” or “residual endurance limit of the tire” is the amount of life left in the tire, based on current operating conditions, before the tire endurance limit is reached. This limit can be reported in terms of time or distance. For example, the residual tire endurance limit may be reported e.g., as an overall distance limit for the tire based on under current operating conditions such as e.g., "150,000 km of use remaining.” Alternatively, knowing the speed of the vehicle (more importantly, the rpm of the tire) the endurance limit can be represented as the amount of time remaining for the tire under current usage conditions before the tire must be replaced or removed from service such as e.g., "10 hours of use remaining.”
  • Tire endurance factors refers to operating conditions that can be measured, directly or indirectly, and which can impact the tire endurance limit. Examples include tire gas pressure, tire deflection, ambient temperature, tire loading, tire temperature, and speed,
  • FIG. 1 provides a schematic representation of an exemplary embodiment of a system 00 of the present invention as might be implemented in a vehicle and/or inventory control system.
  • System 100 might be used e.g., by a vehicle operator and/or other personnel servicing tires on one or more vehicles.
  • all or part of the system could be located on-board the vehicle including one or more of its tires.
  • the description that follows will refer in certain places to a single tire.
  • One of skill in the art will understand, using the teachings disclosed herein, that the invention could be used on one, some, or all of the tires on the vehicle at any given time.
  • an air pressure sensor 10 measures the gas (e.g., air) pressure in the tire during operation.
  • the tire's gas pressure can be increased by temperature increases during operation and can also be manipulated by an operator of the vehicle. For certain applications such as mud or sand, for example, the operator may elect to reduce the gas pressure 10 in the tire to improve traction. However, this manipulation of the tire gas pressure can result in a decrease in the endurance limit of the tire.
  • An ambient temperature sensor 20 records the temperature of the atmosphere during vehicle use.
  • a speed sensor 30 provides the speed of the vehicle's movement over ground, which can be used to determine the frequency of the rotation of the tire (which could also be measured directly by speed sensor 30).
  • the vehicle may be equipped with a tire load sensor 40 for determining the loading or weight on the tire.
  • Tire load could also be provided by indirect measurements such as weighing the entire vehicle and determining the load per tire or calculated by knowing the vehicle and cargo weights. As such, tire load measurements could be provided into system 100 automatically or manually by the operator of the vehicle. Of course, additional sensors could be used if multiple tires are monitored at the same time.
  • the measurements of these tire endurance factors can then be communicated to a
  • receiver/processing device 50 Such communication may be through a wired or wireless connection.
  • the gas pressure of the tire may be transmitted by a sensor 10 located in the tire to receiver/processing device 50 while vehicle speed may be transmitted over the vehicle's electrical system.
  • Receiver/processing device 50 may include e.g., a microprocessor or other microcontroller for receiving data from one or more of sensors 10, 20, 30, and 40 and performing certain functions therewith as will be further described.
  • a signal/notification device 60 such as a graphical user display and/or others may be used to display real time measurements provided by sensors 10, 20, 30, and 40 and to alert the operator to events that have changed the residual endurance limit of one or more tires on the vehicle and/or to inform the operator of the amount of change in the residual endurance limit of one or more tires. For example, upon determining that a change in tire gas pressure and tire load will reduce the endurance limit of a tire on the vehicle, processing device 50 may provide a warning message to the driver through signal/notification device 60.
  • a the has an expected endurance life of 150,000 km provided the tire gas pressure is maintained in a certain range, tire load remains below a certain maximum amount, and the vehicle is operated below a certain maximum speed limitation.
  • the operator elects to improve traction by deflating the tires on the loaded vehicle to an air pressure that is below the recommended tire air pressure in order to travel through a sand bed or muddy road.
  • measurements of the tire endurance factors are provided and processing device 50 determines whether a reduction in the residual endurance limit of one or more tires on the vehicle has occurred. If so, a message is provided to the driver using signal/notification device 60.
  • device 60 may inform the driver that the endurance limit of the tire has been reduced to 1500 km based on the current measurements of the tire endurance factors. Continuing with this example, perhaps the operator travels passes through the obstacle such as sand or mud after only 10 km and then re-inflates the tires to their recommended air pressure. Processing device 50 and signal/notification device 60 can now inform the driver of the remaining (and now reduced) endurance life of the tire based upon the 10 km of use in the underinflated condition. Processing device 50 can account for this reduction when reporting the residual endurance limit of the tire(s) to the operator,
  • a recording device 80 can be provided so that information regarding the prior usage of one or more tires on the vehicle is stored for future reference.
  • Such recording device 50 may consist, e.g., of a memory chip or other storage device configured with processing device 50.
  • the recording device 50 may be configured to retain usage information even when the vehicle loses electrical power. Provision may be made to access the information in recording device 80 when the vehicle is serviced.
  • the vehicle may contain one or more electrical connections for connecting recording device 80 and other electronics with a diagnostic system.
  • system 100 may include a transmitter 70 whereby processing device 50 can transmit information regarding measurements of the tire endurance factors, information stored in recording device 80, and changes in the residual endurance limit of one or more tires. Such information could be transmitted, e.g., to an RFID 90 or other memory storage device that is in the tire or otherwise uniquely associated with the tire. In this way, if the tire is removed from the vehicle, information regarding the use of the tire and particularly reductions in the residual endurance limit of the tire based on its use can be associated with the tire. Such can be taken into consideration by service personnel in deciding whether to place the tire on another vehicle or remove it from service.
  • the operator of another vehicle (having a system similar to system 100) to which the tire might be transferred can be provided with a notification of the current residual endurance limit of die tire based on changes that have occurred from previous use.
  • the receiver/processing device 50 can be configured to read an RFID located on a tire after it is placed on a vehicle to determine the residual endurance limit of the tire based on its history of usage.
  • System 100 is provided by way of example only. Various other embodiments of a system as may be used on a vehicle to receive measurements of tire endurance factors in real time, perform analysis of such data, notify the operator of the vehicle of changes in the residual endurance limit of one or more tires, and/or store such information on the vehicle, the tire, or both for future reference.
  • FIG. 2 provides a flow chart illustrating an exemplary method of the present invention.
  • system 100 and particularly receiver/processing device 50, may be programmed to operate according to the steps of method 200.
  • Other systems may be used with the exemplary method of FIG. 2 as well.
  • step 400 a determination is made as to whether the residual endurance limit of the tire has changed (e.g., has been reduced) by the current operating conditions, Step 400 is executed using the measurements of the tire endurance factors provided in step 300. For example, suppose again that the endurance limit of the tire in new condition is 150,000 km when the tire is operated at recommended conditions such that the endurance limit is controlled principally by tread wear absent a damage event. In step 400, a determination as to whether current measurements of the tire endurance factors indicate a change in this endurance limit has occurred.
  • step 500 the change in the endurance limit is reported in step 500.
  • system 100 may report (using e.g., signal/notification device 60) that based on the current operating conditions, the tire now has a new endurance limit of only 1500 km. More particularly, device 60 might, for example, provide a message display to the driver stating that 1500 km of use left in the tire under the current operating conditions. Additionally, after providing such notification, system 100 returns to step 300 and continues measuring the tire endurance factors during use of the vehicle to determine whether additional changes in the operating conditions have occurred that might affect the tire endurance limit.
  • system 100 could be programmed to display 150,000 km (or 150,000 km less any distance by which the residual endurance limit was already reduced by previous use). Again, system 100 would return to step 300 and continue measuring the tire endurance factors to determine whether changes that might affect the residual endurance limit of the tire have occurred. The cycles in FIG. 2 are repeated while e.g., the vehicle is in operation and the tire is being used.
  • the endurance limits of a tire are dependent upon, and can be substantially changed by, the temperature of the tire in different areas of its structure and/or the amount of deflection of tire during operation.
  • instrumentation for measuring the actual temperature of the tire particularly at locations within the tread, crown, and other internal regions, is typically too complex, fragile, and expensive for practical use in a system that provides information in real time regarding tire endurance limits.
  • Instrumentation for providing measurements of the deflection of the tire in real time during use of the vehicle are also unavailable and/or impractical.
  • measurements of the tire endurance factors can be used to detemiine the temperature of the tire and its deflection indirectly, which in turn can be used to determine changes in the residual tire endurance limit. Additionally, such measurements and the detemiination of tire temperature and/or deflection can be performed in real time such that the operator of a vehicle can receive valuable information while operating the vehicle.
  • equation (1) can be used to calculate the rolling resistance force FR (also referred to as RRSTA B ), which can then be used to calculate the internal temperature of the tire, T(t), at any future time t while operating at a new load, Z, pressure, P and speed, V, using equation (2): )
  • FIG. 3 provides plots of temperature versus time for a passenger car tire provided by applicant's assignee. The tire was operated at various speeds over the zero to 90 minute time period. As a result, the temperature of the tire changed over this same time period.
  • Plot line 700 represents the change in temperature as actually measured during this zero to 90 minute time period while plot line 705 represents the temperature as predicted using mathematical models of the tire. As demonstrated by FIG.
  • the models can be used to provide reasonably accurate predictions of the tire temperature using mathematical models and real time measurements of tire endurance factors as previously discussed. Accordingly, through e.g., programming of receiver/processing device 50, system 100 of FIG. 1 can readily calculate the temperature of the tire based on measurements of the tire endurance factors provided by sensors 10, 20, 30, and 40.
  • the deflection of a particular tire construction depends on the air pressure in the tire and the load on the tire - both of which are tire endurance factors that can be measured as previously described.
  • the deflection of a particular tire as a function of tire pressure and tire load can be determined e.g., experimentally by applying various loads to the tire over a range of air pressures and measuring the corresponding deflection of the tire.
  • the distance over which the tire can travel before reaching an endurance limit can be determined experimentally for a particular deflection.
  • a model can be provided (e.g., a chart or curve fit of the information) such that system 100 can readily calculate the amount of deflection of the tire at a given tire load and tire gas pressure as measured during tire operation.
  • FIG. 4 provides a logarithmic plot of the endurance limit of a tire provided by applicants' assignee versus the deflection of the tire, A similar plot could be developed for tires of other constructions as will be understood by those of skill in the art using the teachings disclosed herein.
  • a maximum endurance limit of 150,000 km for this particular tire is obtained at a deflection of about 14 percent - assuming the tire is operated within recommended speed and temperature restrictions for the tire. Therefore, as with temperature, through e.g., programming of receiver/processing device 50, system 100 of FIG. 1 can readily calculate the tire endurance limit based on deflection of the tire as determined indirectly through real time measurements of the tire load and tire air pressure,
  • FIG. 5 provides another flow chart illustrating an exemplary method of the present invention.
  • Steps 200 and 300 are executed as previously described with the exemplary method of FIG. 2.
  • the temperature of the tire, T TIRB is predicted using mathematical models and measurements of tire endurance factors as previously discussed. After the tire has been at rest at ambient conditions, even normal usage of the tire will cause ⁇ to increase. However, if T T1R E (particularly at certain locations in the tire) exceeds a certain critical temperature, ⁇ ⁇ ⁇ , use of the tire ordinarily must be stopped and the tire replaced. If the tire is operated under extreme conditions, then TTIRE may begin to rise rapidly such that TMAX, and therefore an endurance limit of the tire, is approached rapidly.
  • a temperature threshold, T T HR is arbitrarily selected for triggering when notification will be given to the operator.
  • T T HR a temperature threshold
  • TTH might be 20 degrees Celsius less than TMAX- If so, then a calculation is made in step 430 to estimate the change in the residual endurance limit of the tire, which is reported to the operator in step 510.
  • system 100 could report the remaining distance (in miles or kilometers) over which the tire can be operated before the tire should be replaced.
  • the residual endurance limit could also be reported as time remaining before the tire should be replaced if the current operating conditions continue. For example, rearranging equation 2 above results in an equation that provides the time t until a maximum or critical temperature is reached:
  • step 205 if the vehicle is still operating, then the system (such as e.g., system 100) continues to measure the tire endurance factors and repeats the process as shown.
  • the system such as e.g., system 100
  • step 420 if the temperature as predicted in step 410 has not reached TJHR, then the deflection of the tire is calculated in step 440 using measurements of the tire endurance factors - specifically the tire load and tire air pressure. As previously described, the deflection is then used in step 450 to predict the distance and/or time remaining for usage of the tire under the current operating conditions. This residual tire endurance limit based on the current operating conditions is reported to the operator in step 520. If the vehicle continues in operation as determined in step 205, the system continues to measure the tire endurance factors because changes in operating conditions could change the residual tire endurance limit again.
  • the present invention also provides for adjusting the endurance limit of the tire based on prior usage of the tire. This could be useful where e.g., the endurance limit of the tire was reduced on a previous trip with the same vehicle or the tire was transferred from another vehicle. Accordingly, the present invention provides for predicting the residual tire endurance limit not only based on the current operating conditions and associated measurements of the tire endurance factors but adjustment for previous usage and operating conditions as well.
  • the residual tire endurance limit can be predicted not only based on current operating conditions but with adjustment for prior usage as well.
  • Such recording and associating with an individual tire can be accomplished e.g., using the recording device 80 and/or RFID as previously described with regard to FIG. 1 ,
  • recording device 80 can store such usage history on the vehicle for future reference during operation of the tire.
  • the RFID can store the usage history for reference by the on-board system of another vehicle or such can be referenced by service personnel when the tire is inventoried.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

L'invention porte sur un système pour prédire une endurance de pneu résiduelle en temps réel, lequel système est basé sur la mesure de facteurs d'endurance de pneu pendant l'utilisation du pneu. Des mesures, par exemple, d'une pression de pneu, d'une température ambiante, d'une charge de pneu et d'une vitesse de véhicule peuvent être utilisées pendant que le pneu est en fonctionnement afin de prédire la limite d'endurance du pneu. Des ajustements à la limite d'endurance du pneu basés sur une utilisation précédente du pneu sont également fournis. Le système peut fournir une information d'endurance de pneu résiduelle à l'opérateur pendant que le pneu est en utilisation sur le véhicule et/ou fournir une telle information à un personnel de maintenance lorsque le véhicule est entretenu.
PCT/US2011/045195 2011-07-25 2011-07-25 Système pour prédire une limite d'endurance de pneu résiduelle en temps réel WO2013015780A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2011/045195 WO2013015780A1 (fr) 2011-07-25 2011-07-25 Système pour prédire une limite d'endurance de pneu résiduelle en temps réel

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2011/045195 WO2013015780A1 (fr) 2011-07-25 2011-07-25 Système pour prédire une limite d'endurance de pneu résiduelle en temps réel

Publications (1)

Publication Number Publication Date
WO2013015780A1 true WO2013015780A1 (fr) 2013-01-31

Family

ID=47601397

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2011/045195 WO2013015780A1 (fr) 2011-07-25 2011-07-25 Système pour prédire une limite d'endurance de pneu résiduelle en temps réel

Country Status (1)

Country Link
WO (1) WO2013015780A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106560552A (zh) * 2016-03-02 2017-04-12 徐工集团工程机械有限公司 极限载荷模式下的行走控制方法、控制器及控制系统
CN107190622A (zh) * 2017-04-21 2017-09-22 重庆交通大学 基于全温域温度分布的沥青路面永久变形快速预测方法
EP3243673A1 (fr) * 2016-05-11 2017-11-15 Airbus Operations Limited Surveillance de la déflection d'un pneu
WO2019016471A1 (fr) * 2017-07-19 2019-01-24 Compagnie Generale Des Etablissements Michelin Procédé de gestion d'une chaîne de traction d'un véhicule automobile
US11415485B2 (en) * 2018-04-27 2022-08-16 Bridgestone Corporation Tire state detection device for detecting a state of a tire of a mine transportation vehicle
US11644386B2 (en) 2018-12-11 2023-05-09 The Goodyear Tire & Rubber Company Tire wear state estimation system and method
US11865875B2 (en) 2020-08-18 2024-01-09 The Goodyear Tire & Rubber Company Tire high temperature forecasting system

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060244581A1 (en) * 2000-09-08 2006-11-02 Automotive Technologies International, Inc. Tire Monitoring with Passive and Active Modes
US7320246B2 (en) * 2002-04-26 2008-01-22 TÜV Automotive GmbH Vehicle tire diagnosis method and apparatus
US20090102638A1 (en) * 2004-01-09 2009-04-23 United Parcel Service Of America, Inc. System, Method, and Apparatus For Capturing Telematics Data With An Active RFID Tag
US20100207754A1 (en) * 2000-09-08 2010-08-19 Automotive Technologies International, Inc. Vehicular rfid and sensor assemblies

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060244581A1 (en) * 2000-09-08 2006-11-02 Automotive Technologies International, Inc. Tire Monitoring with Passive and Active Modes
US20100207754A1 (en) * 2000-09-08 2010-08-19 Automotive Technologies International, Inc. Vehicular rfid and sensor assemblies
US7320246B2 (en) * 2002-04-26 2008-01-22 TÜV Automotive GmbH Vehicle tire diagnosis method and apparatus
US20090102638A1 (en) * 2004-01-09 2009-04-23 United Parcel Service Of America, Inc. System, Method, and Apparatus For Capturing Telematics Data With An Active RFID Tag

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106560552A (zh) * 2016-03-02 2017-04-12 徐工集团工程机械有限公司 极限载荷模式下的行走控制方法、控制器及控制系统
CN106560552B (zh) * 2016-03-02 2019-06-21 徐工集团工程机械有限公司 极限载荷模式下的行走控制方法、控制器及控制系统
US10336143B2 (en) 2016-05-11 2019-07-02 Airbus Operations Limited Tyre deflection monitoring
EP3243673A1 (fr) * 2016-05-11 2017-11-15 Airbus Operations Limited Surveillance de la déflection d'un pneu
US20170326927A1 (en) * 2016-05-11 2017-11-16 Airbus Operations Limited Tyre deflection monitoring
CN107190622B (zh) * 2017-04-21 2019-06-14 重庆交通大学 基于全温域温度分布的沥青路面永久变形快速预测方法
CN107190622A (zh) * 2017-04-21 2017-09-22 重庆交通大学 基于全温域温度分布的沥青路面永久变形快速预测方法
FR3069223A1 (fr) * 2017-07-19 2019-01-25 Compagnie Generale Des Etablissements Michelin Procede de gestion d'une chaine de traction d'un vehicule automobile
WO2019016471A1 (fr) * 2017-07-19 2019-01-24 Compagnie Generale Des Etablissements Michelin Procédé de gestion d'une chaîne de traction d'un véhicule automobile
US11400946B2 (en) 2017-07-19 2022-08-02 Compagnie Generale Des Etablissements Michelin Method for managing a powertrain of a motor vehicle
US11415485B2 (en) * 2018-04-27 2022-08-16 Bridgestone Corporation Tire state detection device for detecting a state of a tire of a mine transportation vehicle
US11644386B2 (en) 2018-12-11 2023-05-09 The Goodyear Tire & Rubber Company Tire wear state estimation system and method
US11865875B2 (en) 2020-08-18 2024-01-09 The Goodyear Tire & Rubber Company Tire high temperature forecasting system

Similar Documents

Publication Publication Date Title
WO2013015780A1 (fr) Système pour prédire une limite d'endurance de pneu résiduelle en temps réel
US8849500B2 (en) System for predicting tire casing life
EP3168064B1 (fr) Système de suivi de kilométrage robuste par capteur de pneu et procédé
CN1705574B (zh) 胎压监控系统
CN112440628B (zh) 利用印迹长度的轮胎磨损估计系统和方法
US6741169B2 (en) Tire tread integrity monitoring system and method
US7320246B2 (en) Vehicle tire diagnosis method and apparatus
US6868358B2 (en) Method for processing information in a tire pressure monitoring system
CN109572334B (zh) 复合式胎压监测方法及胎压监测设备
CA2520557C (fr) Groupe-capteur integre et methode applicable a un pneu de vehicule agricole
US11498371B2 (en) Tire data information system
EP3605023B1 (fr) Procédé pour déterminer un itinéraire de véhicule basé sur une estimation du poids du véhicule
EP3785944B1 (fr) Système et procédé d'estimation de l'état d'usure d'un pneu utilisant un facteur de forme d'empreinte
KR20210101284A (ko) 타이어의 마모 및 수명의 종료를 예측하기 위한 모델
CN110072712B (zh) 用于估计轮胎使用状况的严重程度的方法和系统
AU2016238669A1 (en) Method for determining the temperature of an internal part of the materials of a tyre
JP7306815B2 (ja) タイヤ劣化推定システムおよびタイヤ劣化推定方法
WO2021201256A1 (fr) Système de gestion de durée de vie d'enveloppe de pneu et procédé de gestion de durée de vie d'enveloppe de pneu
EP4101659A1 (fr) Système et procédé de prévision de remplacement de pneu
WO2022060623A1 (fr) Système et procédé d'estimation de pourcentage de remplissage d'un pneu

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11869921

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11869921

Country of ref document: EP

Kind code of ref document: A1