WO2019127505A1 - 一种轮胎以及车辆 - Google Patents
一种轮胎以及车辆 Download PDFInfo
- Publication number
- WO2019127505A1 WO2019127505A1 PCT/CN2017/120232 CN2017120232W WO2019127505A1 WO 2019127505 A1 WO2019127505 A1 WO 2019127505A1 CN 2017120232 W CN2017120232 W CN 2017120232W WO 2019127505 A1 WO2019127505 A1 WO 2019127505A1
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- WIPO (PCT)
- Prior art keywords
- tire
- piezoelectric film
- crown
- information
- tread pattern
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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
- 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 application relates to the field of tire pressure monitoring technology, and in particular to a tire and a vehicle.
- the present application provides a tire and a vehicle with the same that can detect the tire pressure of the tire without external power supply, and can comprehensively react to the tire tire pressure change.
- a technical solution adopted by the present application is to provide a tire in which a plurality of piezoelectric film sensors are disposed along the circumferential direction of the tire, and each of the piezoelectric film sensors is respectively It is used to detect tire pressure information on the segmented area of the tire to which it corresponds.
- the application also provides a vehicle comprising the tire described above.
- the present application sets a plurality of piezoelectric film sensors in the circumferential direction of the tire inside the tire, and detects the tire segment corresponding to the position by the piezoelectric film sensor. Area tire pressure information. Since the piezoelectric film sensor can be powered by the piezoelectric current generated by its own deformation, there is no need to provide additional power from the outside.
- FIG. 1 is a partial cross-sectional structural view of an embodiment of a tire of the present application.
- FIG. 2 is a partial cross-sectional structural view of another embodiment of the present application.
- FIG. 3 is a schematic structural diagram of a sensor distribution in still another embodiment of the present application.
- FIG. 4 is a schematic flow chart of an embodiment of a tire pressure monitoring method of the present application.
- FIG. 5 is a schematic flow chart of another embodiment of a tire pressure monitoring method of the present application.
- FIG. 6 is a schematic flow chart of still another embodiment of a tire tire pressure monitoring method of the present application.
- FIG. 7 is a schematic flow chart of still another embodiment of a tire pressure monitoring method of the present application.
- Fig. 8 is a schematic structural view of an embodiment of a tire slip ratio calculating device of the present application.
- the tire 100 provided herein is applied to a vehicle.
- the inside of the tire 100 is provided with a plurality of piezoelectric film sensors 10 in the circumferential direction of the tire 100.
- Each piezoelectric film sensor 10 is used to detect tire pressure information on a segmented area of the tire 100 corresponding to its position, respectively.
- the piezoelectric film sensor 10 can be powered by the piezoelectric current generated by its own deformation, it is not necessary to additionally supply power.
- the inconvenient operation of replacing the battery or charging the battery is omitted because the tire 100 is inconvenient to open once it is finished, and if it is opened, the tire 100 itself is damaged.
- the tire 100 includes a crown 20 having an outer surface provided with a plurality of tread patterns 22 disposed along the circumference of the tire 100. Further, the tread pattern 22 is divided into at least two sets of mutually parallel tread band belts 222 along the axial direction of the tire 100, and the tread pattern band 222 is laterally provided with a smoothing belt 242, that is, the outer surface is a smooth portion .
- the interior of the tire 100 includes a make layer 30, a crown protection layer 40 on the inside of the make layer 30, and a crown belt layer 50.
- the piezoelectric film sensor 10 is disposed at a position at least corresponding to one tread pattern 22 inside the tire 100 to detect tire tread information of the tread pattern 22 when the tread pattern 22 is deformed. As shown in Fig. 2, it is a tread pattern 22 on the surface of the crown 20. Further, in order to better detect the tire air pressure information throughout the tire 100, in another embodiment, a piezoelectric film sensor 10 is disposed at the position of each tread pattern 22. In this way, the tire pressure change of all the tread patterns 22 on the tire 100 can be detected, the data is more complete, and the state of the tire, the driving condition of the vehicle, and the road condition are determined based on the detected tire pressure information or the deformation information calculated by the tire pressure information. The accuracy. In each of the different embodiments, a piezoelectric film sensor 10 is not necessarily disposed on each of the tread patterns 22, and one of the plurality of tread patterns 22 may be disposed at a predetermined number, which is not specifically limited.
- the piezoelectric film sensor 10 is disposed between the tread pattern 22 and the primer layer 30.
- the piezoelectric film sensor 10 is closest to the tread pattern 22, and the detected tire pressure information is the most accurate.
- the piezoelectric film sensor 10 can also be disposed between the crown protective layer 40 and the make layer 30. Or disposed between the crown protective layer 40 and the crown belt layer 50.
- a plurality of piezoelectric film sensors 10 may be provided in each of at least two tread band bands 222.
- each tread pattern 22 on each tread band 222 is correspondingly provided with a piezoelectric film sensor 10, or a piezoelectric film sensor 10 is disposed at intervals of two or more tread patterns 22.
- the smoothing band 242 is also provided with a plurality of piezoelectric film sensors 10 in sections.
- the smooth annulus 242 is located on both side edges of the crown 20 and the tread band 222 is located between the smooth annulus 242.
- Other embodiments may also be that the tread band 222 is located on either side of the crown 20, the smooth annulus 242 is located between the tread band 222, or the tread band 222 and the smooth annulus 242 are spaced apart.
- FIG. 3 is a schematic diagram of a distribution structure of a piezoelectric film.
- the tread pattern ring band 222 is provided with three groups, and the piezoelectric films 10 of the A area, the B area, and the C area shown in FIG. 3 are respectively disposed corresponding to the three sets of tires.
- the masked band 222 corresponds to the position.
- FIG. 3 can also represent another distribution.
- the piezoelectric films 10 of the A region and the C region are respectively disposed corresponding to the corresponding positions of the smoothing ring 242; the piezoelectric film 10 of the B region is correspondingly disposed at The tread pattern band 222 corresponds to the position.
- the tire 100 further includes an information sampling module 70 and an information transmitting module 80 electrically connected to each other.
- the piezoelectric film sensor 10 on the same endless belt is electrically connected by a wire 60 and electrically connected to the information sampling module 70.
- the information sampling module 70 is configured to collect the tire pressure information sequentially sent by the piezoelectric film sensor 10.
- the information transmitting module 80 is configured to send the tire pressure information or the deformation information obtained by the tire pressure information to the outside.
- the information collection module 70 and the information sending module 80 may be wired, or may be transmitted through Bluetooth or wireless signals.
- the information collecting module 70 and the information transmitting module 80 may not be included, but the detected tire pressure information is transmitted by the piezoelectric film sensor 10 itself through Bluetooth or wireless signals.
- the application adopts such a structural design, has the characteristics of simple structure, high integration, fast response, and no external power supply for detecting the tire pressure.
- the application also provides a vehicle comprising the tire 100 described in the above embodiments.
- the present application provides a piezoelectric film sensor 10 inside the tire 100.
- no external power supply is required when detecting the tire pressure of the tire 100, and deformation information obtained by calculating the tire pressure information or the tire pressure information can be calculated on the other hand. Determine the state of the tire, the driving situation of the vehicle, and the road conditions. Therefore, the use of the tire 100 can greatly increase driving safety.
- the present application also provides a tire information monitoring method.
- FIG. 4 is a schematic flow chart of a tire tire pressure monitoring method according to an embodiment of the present application. The method includes the following steps:
- S110 Collecting tire pressure information when the tire is in contact with the ground during the rotation.
- the step includes: detecting tire pressure information of the corresponding segment region by using a plurality of sensors disposed inside the tire and segmented.
- the specific sensor may be the piezoelectric film sensor in the tire of the above embodiment, or may be one or more of other pressure sensors or pressure transmitters.
- step S110 specifically includes the following steps:
- S1101 Select one tire segment in the tire as the measurement identification block.
- one of the tread patterns can be selected as the measurement identification block by comparing the ring bands on the same circumference.
- S1102 Start a current statistical period when the tire pressure information on the measurement identification block is greater than or equal to the threshold, and collect tire pressure information on the measurement identification block and tire pressure on other segment regions that are in contact with the ground following the rotation of the tire. information.
- S1103 End the current statistical period when the tire pressure information on the measurement identification block is greater than or equal to the threshold again.
- the tire is contacted with the bottom surface and rotated one time.
- the tire pressure information when the tire collected in step S110 is in contact with the ground during the rotation may be tire pressure information at one position during tire rotation, or tire pressure information at multiple positions, or It is the tire pressure information collected by the tire rotating one week, and it can also be the tire pressure information collected by the tire rotating for many weeks.
- the part of the tire that is in contact with the ground is deformed to generate the tire pressure, so that the shape variable of the tire can be reversed according to the collected tire pressure information.
- the degree of friction between the various parts and the bottom surface is different, so the thickness of each part will also vary. Different thickness parts are different in shape and local pressure when the ground contacts, so the tire shape variable of each part can be reflected according to the tire pressure information of each part of the tire.
- step S120 may specifically be pre-storing a mapping relationship between a tire pressure size and a tire shape variable. Then, at the same time as or after counting the tire pressure information of each part of the tire, the corresponding tire shape variable can be searched from the pre-stored mapping relationship table according to the tire pressure information.
- each tire has a calibration radius, which is the calibration radius of the tire when it leaves the factory.
- Each tread pattern is part of the tire, that is, each tread pattern corresponds to a small arc length.
- the shape variable of the tread pattern can be calculated to obtain the equivalent radius corresponding to the tread pattern.
- the deformation of the shape is a curve, which is gradually increased until the maximum shape variable.
- the shape variable used to calculate the equivalent radius is the largest shape variable of the tread pattern. Further, the equivalent radius is equal to the difference between the nominal radius minus the maximum shape variable of the corresponding tread pattern.
- S140 Calculate the slip ratio of the tire according to the equivalent radius.
- the step of calculating the slip ratio of the tire based on the equivalent radius includes:
- the slip ratio is calculated according to the following formula:
- R1 is the equivalent radius
- R2 is the nominal radius of the tire.
- the nominal radius of a tire refers to the distance from the center of the tire to the outer surface of the crown.
- the present application calculates the tire tire pressure information when the tire is in contact with the bottom surface during the rotation of the tire, and calculates the equivalent radius of the tire based on the tire shape variable reflected by the tire pressure information, and finally calculates the slip ratio of the tire.
- the safety factor of the tire can be understood. For example, when the slip ratio is greater than or equal to the preset threshold, the safety factor of the tire is low, there is a big safety hazard, and it needs to be repaired or replaced to reduce safety. The probability of an accident.
- S210 Determine whether the slip ratio is in a first threshold range.
- the slip ratio of the tire is too large, it means that the tire is easily locked and the lateral adhesion coefficient is small.
- the slip ratio of the tire 100%, it means that the tire is completely locked, and the lateral adhesion coefficient is 0, that is, the tire is in operation, and only the sliding does not rotate.
- the slip ratio of the tire is too low, the brake adhesion coefficient of the tire is low, and it is likely to be difficult to brake.
- the slip ratio of the tire is 0%, it means that the brake adhesion coefficient of the tire is 0, and the brake is disabled. Both of these situations are very dangerous situations, so the slip ratio needs to be kept within a safe threshold.
- the method further comprises: determining a state in which the tire is located or a driving road condition according to a difference in tire pressure information of the plurality of segment regions in the same tire. For example, when the tire is rotated one week, the tire pressure of each section on one side of each tire is significantly larger than the tire pressure on the other side of the tire, then it can be judged that the road surface is a slope, so that a reminder can be issued, for example : The section you are driving is a sloping section, please slow down and wait.
- the difference between the maximum tire pressure and the minimum tire pressure in the plurality of segmented regions in the tire is greater than or equal to a preset threshold, it is determined that the tire is partially damaged. It can prompt the tire to be partially damaged, or the partial damage will occur soon, please promptly replace the reminder.
- the driving condition can be identified by comparing the slip ratio or tire pressure information corresponding to the front and rear tires of the vehicle. For example, when a vehicle enters another type of road section from one type of road section, the road surface conditions of the front and rear road sections are different, and the measured tire pressure information is different, that is, the slip ratio is different. For example, when the vehicle is driven from a smooth road into a rough road, the tire pressure of the first two tires must be greater than the tire pressure of the two tires.
- the driving habits of the driver can be analyzed by analyzing the driving road conditions identified in the preset time period.
- the preset time may be one month, three months, six months, or one year, depending on the actual situation. According to the analysis, the driver likes to drive on a rural dirt road, road, sand, or lawn, then the user can be pushed to the user through other systems or platforms.
- a plurality of sensors 10 may be segmented and looped at corresponding positions of the tread band 222 and/or the smoothing band 242 of the tire 100 to detect different The tire pressure information of each section of the belt is obtained, thereby obtaining the slip ratio of the different belts. Finally, the average of the slip ratios corresponding to the different zones is obtained to obtain the final slip ratio of the tire.
- calculating the final slip ratio of the tire includes the following steps:
- S1 is the slip ratio corresponding to the tread pattern band 222
- S2 is the slip ratio corresponding to the smooth band 242
- A is the standard pressure value of the tread band 222
- B is the standard of the smooth band 242.
- Pressure value is the standard pressure values of the tread band 222 and the smoothing band 242 are determined when the tire is shipped from the factory.
- a method of indirectly calculating a slip ratio by using a combination of a wheel speed sensor and an acceleration sensor is mainly used.
- the system device using the combination of the wheel speed sensor and the acceleration sensor is relatively scattered, which easily leads to the signal transmission delay. Therefore, the tire slip ratio calculated by the present application is more rapid and accurate, and is more responsive to various aspects of the tire.
- the present application further provides a tire slip ratio calculating device 200 , which includes a tire pressure information collecting module 90 and a calculating module 91 electrically connected to each other.
- the tire pressure information collecting module 90 is configured to collect tire pressure information when the tire is in contact with the ground during the rotation process.
- the calculation module 91 is configured to acquire a deformation amount of the tire according to the tire pressure information, calculate an equivalent radius of the tire according to the deformation amount, and calculate a slip ratio of the tire according to the equivalent radius.
- the present application also provides a vehicle anti-lock braking system including a tire slip ratio calculating device as described in the above embodiments.
- a vehicle in an embodiment of the present application includes a tire and the vehicle anti-lock brake system.
- a plurality of piezoelectric film sensors are disposed inside the tire along the circumferential direction of the tire, and each piezoelectric film sensor is respectively used to detect the segmented area of the tire corresponding thereto.
- Tire pressure information is disposed inside the tire along the circumferential direction of the tire, and each piezoelectric film sensor is respectively used to detect the segmented area of the tire corresponding thereto.
- Tire pressure information is disposed inside the tire along the circumferential direction of the tire, and each piezoelectric film sensor is respectively used to detect the segmented area of the tire corresponding thereto.
- Tire pressure information is disposed inside the tire along the circumferential direction of the tire, and each piezoelectric film sensor is respectively used to detect the segmented area of the tire corresponding thereto.
- Tire pressure information is obtained in a timely and comprehensive manner during the tire rotation process.
- the collected tire pressure information is more accurate and comprehensive.
- the present application also provides an apparatus having a storage function, the apparatus storing program data, wherein the program data is executed to implement the method as described in any of the above embodiments.
- the device having the storage function may be one of an in-vehicle device, a personal computer, a server, a network device, or a USB flash drive.
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Abstract
一种轮胎（100），所述轮胎（100）内部沿所述轮胎（100）的周向分段设置多个压电薄膜传感器（10），每一所述压电薄膜传感器（10）分别用于检测其所在位置对应的所述轮胎（100）的分段区域上的胎压信息。由于压电薄膜传感器（10）可利用自身的形变所产生的压电电流供电，因此无需外界额外提供电源。还涉及一种车辆，该车辆包括以上所述的轮胎（100）。
Description
【技术领域】
本申请涉及胎压监测技术领域，特别是涉及一种轮胎以及车辆。
【背景技术】
随着社会的发展，交通安全问题已经成为世界性的大问题，而汽车的安全性对人类生命财产的影响是不言而喻的，在汽车行驶过程中，时有发生轮胎突然爆胎容易导致汽车失控从而造成交通事故，因此汽车安全驾驶越来越受到重视。随着汽车技术的进步，汽车的安全也被细化，传统的被动安全已经远远不能避免交通事故发生，因此主动安全已越来越被大家所重视。胎压监测装置作为主动安全技术，国外已普遍应用，国内主机厂也纷纷在高配车型上配置胎压监测装置。现有的胎压监测装置多数需要锂电池等供电进行工作，且目前的胎压监测系统主要将压力传感器置于轮胎某一部位，未能实现轮胎周圈的全部压力监测。
【发明内容】
为解决上述技术问题，本申请提供一种轮胎和带有这种轮胎的车辆，能够在无需外界供电的情况下检测轮胎的胎压，且可以全面反应轮胎的胎压变化。
为解决上述技术问题，本申请采用的一个技术方案是：提供一种轮胎，所述轮胎内部沿所述轮胎的周向分段设置多个压电薄膜传感器，每一所述压电薄膜传感器分别用于检测其所对应的所述轮胎的分段区域上的胎压信息。
本申请还提供一种车辆，该车辆包括以上所述的轮胎。
本申请的有益效果是：区别于现有技术的情况，本申请通过在轮胎内部沿轮胎的周向分段设置多个压电薄膜传感器，通过压电薄膜传感器检测其所在位置对应的轮胎分段区域的胎压信息。由于压电薄膜传感器可利用自身的形变所产生的压电电流供电，因此无需外界额外提供电源。
【附图说明】
图1是本申请轮胎一实施例中部分剖面结构示意图；
图2是本申请另一实施例中部分剖面结构示意图；
图3是本申请又一实施例中传感器分布的结构示意图；
图4是本申请轮胎胎压监测方法一实施方式的流程示意图；
图5是本申请轮胎胎压监测方法另一实施方式的流程示意图；
图6是本申请轮胎胎压监测方法又一实施方式的流程示意图；
图7是本申请轮胎胎压监测方法再一实施方式的流程示意图；
图8是本申请轮胎滑移率计算装置一实施例的结构示意图。
【具体实施方式】
以下通过附图结合实施例讲解轮胎的结构以及轮胎胎压监测方法。
参见图1，本申请提供的轮胎100应用在车辆上。该轮胎100的内部沿轮胎100的周向分段设置多个压电薄膜传感器10。每一压电薄膜传感器10分别用于检测其所在位置对应的轮胎100的分段区域上的胎压信息。
由于压电薄膜传感器10可利用自身的形变所产生的压电电流供电，因此无需外界额外提供电源。省去更换电池或者对电池充电等不方便的操作，因为轮胎100一旦制作完成即不方便打开，如果打开则会损坏轮胎100本身。
具体的，该轮胎100包括胎冠20，胎冠20的外表面设置有沿轮胎100周向分段设置的多个胎面花纹22。进一步，胎面花纹22沿轮胎100的轴向划分成至少两组相互平行的胎面花纹环带222，胎面花纹环带222的侧向设置有平滑环带242，即外表面为平滑的部分。轮胎100的内部包括底胶层30、位于底胶层30内侧的胎冠保护层40和胎冠带束层50。
一实施例中，在轮胎100的内部至少对应于一个胎面花纹22的位置处设置有压电薄膜传感器10，以在胎面花纹22产生形变时检测该胎面花纹22的胎压信息。如图2，即为胎冠20表面的一个胎面花纹22。进一步，为了更好地检测轮胎100各处的胎压信息，另一实施例中在每一胎面花纹22位置处均设置一个压电薄膜传感器10。这样能够检测到轮胎100上所有胎面花纹22的胎压变化，数据更完整，提高根据所检测到的胎压信息或者通过胎压信息计算获得的形变信息判断轮胎的状态，车辆驾驶情况以及路况的准确性。不同的实施例中每个轮胎上并不一定是每个胎面花纹22位置均设置一个压电薄膜传感器10，可以间隔预设个数布置一个，此不做具体限定。
具体的，本实施例中，压电薄膜传感器10设置在胎面花纹22与底胶层30之间。这样压电薄膜传感器10离胎面花纹22最近，所检测的胎压信息最准确。在其他实施例中也可以将压电薄膜传感器10设置于胎冠保护层40与底胶层30之间。或者设置于胎冠保护层40和胎冠带束层50之间。
一实施例中，可在至少两个胎面花纹环带222均分别分段设置有多个压电薄膜传感器10。具体的，每一胎面花纹环带222上的每一个胎面花纹22均对应设置一个压电薄膜传感器10，或者间隔两个或多个胎面花纹22设置一个压电薄膜传感器10。进一步，另一实施例中，平滑环带242也分段设置有多个压电薄膜传感器10。
如图1所示的实施例中，平滑环带242位于胎冠20的两侧边缘，胎面花纹环带222位于平滑环带242之间。其他实施例也可以是胎面花纹环带222位于胎冠20的两侧边缘，平滑环带242位于胎面花纹环带222之间；或者胎面花纹环带222和平滑环带242间隔设置。
进一步参见图3为压电薄膜分布结构示意图。对应于图1所示的实施例，该实施例中，胎面花纹环带222设有三组，图3所示的A区、B区以及C区的压电薄膜10分别对应设置于三组胎面花纹环带222对应位置处。另一实施例中，图3也可表示另外一种分布，例如，A区和C区的压电薄膜10分别对应设置于平滑环带242对应位置处；B区的压电薄膜10对应设置于胎面花纹环带222对应位置处。
进一步，本实施例中，轮胎100还包括相互电性连接的信息采样模块70和信息发送模块80。如图3所示，同一环带上的压电薄膜传感器10通过导线60电性连接，并与信息采样模块70电连接，信息采样模块70用于收集压电薄膜传感器10依次发出的胎压信息。信息发送模块80用于向外界发送胎压信息或经胎压信息计算获得的形变信息。具体的，信息收集模块70与信息发送模块80之间可以是有线传输，亦可以是通过蓝牙或者无线信号进行传输。
可以理解的，其他实施例中，也可以不包括信息收集模块70和信息发送模块80，而是由压电薄膜传感器10本身通过蓝牙或者无线信号将所检测到的胎压信息发送出来。
本申请采用这样的结构设计，具有结构简单，集成度高，响应快，且检测胎压无需外界供电等特点。
本申请还提供一种车辆，该车辆包括以上实施例所描述的轮胎100。
本申请通过在轮胎100内部设置压电薄膜传感器10，一方面在检测轮胎100胎压的时候无需外界供电，另一方面可根据所检测到的胎压信息或者通过胎压信息计算获得的形变信息判断轮胎的状态，车辆驾驶情况以及路况等。因此使用该轮胎100能够大大增加行车安全。
基于以上实施例所提供的各种轮胎的结构，本申请还提供了一种轮胎信息监测方法。
参见图4，为本申请一实施例中轮胎胎压监测方法的流程示意图。该方法包括以下步骤：
S110：采集轮胎在转动过程中与地面接触时的胎压信息。
具体的，不同的实施例中，可以是采集轮胎一个或多个位置的胎压信息。可以理解的，一实施例中，仅是轮胎中某个点对应的轮胎胎压难以反映整个轮胎的整体情况，因此本实施例中统计了轮胎周向上的多个分段区域的胎压。便于后续通过求平均值，或者各分段区域对比等方式判断轮胎所处的状态。具体的，一实施例中，该步骤包括：利用位于轮胎内部且分段设置的多个传感器对对应的分段区域的胎压信息进行检测。可以理解的，具体的传感器可以是以上实施例轮胎中的压电薄膜传感器，也可以是其他压力传感器或者压力变送器中的一种或多种。
参见图5，另一实施例中步骤S110具体包括以下步骤：
S1101：选取轮胎中的一个轮胎分段作为测量标识块。
挑选轮胎中的其中一个轮胎分段作为一个统计周一的开始和结束的节点。具体的，对比同一个环周上的环带，可以选择其中一个胎面花纹作为测量标识块。
S1102：在测量标识块上的胎压信息大于或等于阈值时启动当前统计周期，并采集该测量标识块上的胎压信息以及随轮胎的转动后续与地面接触的其他分段区域上的胎压信息。
S1103：在测量标识块上的胎压信息再次大于或者等于阈值时，结束当前统计周期。
即从轮胎的测量标识块上对应的胎压信息大于等于阈值时开始至该测量标识块的胎压信息再次大于或者等于阈值时则标识轮胎与底面接触并转动一周。
具体的，不同实施例中，步骤S110所采集的轮胎在转动过程中与地面接触时的胎压信息可以是轮胎转动过程中一个位置的胎压信息，或者多个位置的胎压信息，也可以是轮胎转动一周所采集的胎压信息，亦可以是轮胎转动多周所采集的胎压信息。
S120：根据胎压信息获取轮胎的形变量。
轮胎在转动过程中，轮胎与地面接触的部位产生形变进而产生胎压，因此根据所采集到的胎压信息可以反推获取轮胎的形变量。
轮胎经过一段时间的使用之后，各个部位与底面的摩擦程度不同，因此每个部位的厚度也会有所差异。不同厚度的部位在于地面接触的时候所产生形变量以及局部压力也不同，因此根据轮胎各部位的胎压信息能反应出各个部位的轮胎形变量。
一实施例中，步骤S120具体可以是预先存储一胎压大小与轮胎形变量的映射关系表。则在统计轮胎各部位的胎压信息的同时或者之后即可根据胎压信息从预先存储的映射关系表中查找其所对应的轮胎形变量。
S130：根据形变量计算计算轮胎的等效半径。
具体的，每一轮胎都有一个标定半径，也就是轮胎出厂时的标定半径。每一胎面花纹均是轮胎的一部分，也就是每一胎面花纹对应一小个段弧长，当一个或多个胎面花纹受到地面压力的时候，即会产生相应的形变，根据该处胎面花纹的形变量可以计算得到该处胎面花纹对应的等效半径。具体的，在轮胎滚动的过程中，每个胎面花纹受到地面挤压的过程中，形变量为曲线变化，先逐渐增加直至最大形变量，随着轮胎继续滚动，轮胎与地面的接触位置逐渐从当前胎面花纹位置向下一个胎面花纹过渡，因此当前胎面花纹的形变量又从最大开始逐渐变小。计算等效半径的时候所采用的形变量为该胎面花纹的最大形变量。进一步，等效半径等于标定半径减去对应的胎面花纹的最大形变量之差。
S140：根据等效半径计算轮胎的滑移率。
一实施例中，根据等效半径计算轮胎的滑移率步骤包括：
根据以下公式计算所述滑移率：
S = |R2-R1|/R2；
其中，S为所述滑移率，R1为所述等效半径，R2为轮胎的标定半径。轮胎的标定半径指的是轮胎的圆心至胎冠外表面的距离。
本申请通过统计轮胎转动过程中与底面接触时的胎压信息，并根据该胎压信息所反应的轮胎形变量计算轮胎的等效半径，最后进一步计算轮胎的滑移率。根据已经计算的滑移率即可了解轮胎的安全系数高低，例如当滑移率大于等于预设阈值的时候，代表轮胎安全系数低，存在较大的安全隐患，需要维修或者更换，降低出现安全事故的几率。
参见图6，另一实施例中，具体的，在计算轮胎的滑移率之后还包括以下步骤：
S210：判断滑移率是否处于第一阈值范围。
具体的，如果轮胎的滑移率太大，则表示轮胎容易抱死，侧向附着系数小。例如，当轮胎的滑移率为100%时，则表示轮胎完全抱死，侧向附着系数为0，也就是轮胎在运作过程中，只有滑动没有转动。相反，如果轮胎的滑移率过低，则轮胎的制动附着系数较低，容易出现难以刹车的情况。例如，当轮胎的滑移率为0%时，则表示轮胎的制动附着系数为0，刹车失效。以上两种情况都是非常危险的情形，所以需要滑移率保持在一个安全的阈值范围内。
S220：如若滑移率不在所述第一阈值范围内，发出危险警报。
当轮胎在转动过程中与地面摩擦过程中，一个或多个区段胎压信息出现异常，则最终反映为该轮胎的滑移率超出第一阈值范围，此时发出危险警报，提示驾驶人员行车安全，甚至是维修或更换该轮胎。
进一步，又一实施例中，在计算轮胎的滑移率之后还包括：根据同一个轮胎中的多个分段区域的胎压信息的差异性以判断轮胎所处的状态或者驾驶路况。例如，当轮胎转动一周完毕，整个过程中各个轮胎一侧的各个区段的胎压均明显大于轮胎另一侧的胎压，那么则可以判断此时路面是一个斜坡，因而可以发出提醒，比如：您所驾驶的路段为倾斜路段请放慢速度前行等。
又如，当轮胎中多个分段区域中最大胎压与最小胎压的差值大于等于预设阈值，则判断轮胎出现局部破损。则可提示轮胎出现局部破损，或者即将出现局部破损，请及时更换的提醒。
进一步，再一实施例中，可比较车辆前后轮胎所对应的滑移率或者胎压信息识别驾驶路况。例如车辆从一类路段驶入另一类路段时，前后路段的路面情况不同，所反应的胎压信息不同即滑移率不同。比如车辆从平滑的路面驶入粗糙的路面的时候，前面两个轮胎的胎压大小肯定要大于后面两个轮胎的胎压大小。
更进一步，可统计预设时间段内所识别的驾驶路况分析驾驶人员的驾驶习惯。具体的，预设时间可以是一个月、三个月、半年或者一年，具体根据实际情况而定。根据分析判断出驾驶人员喜欢在乡村土路、公路、沙土，或者草坪上驾驶，那么可以通过其他系统或者平台向该用户推送适合他的商品。
一实施例中，为了使最终得到的滑移率更加准确，可在轮胎100的胎面花纹环带222和/或平滑环带242的对应位置均分段环设多个传感器10，以检测不同环带各个区段的胎压信息，进而得到不同环带的滑移率。最后求不同环带对应的滑移率的平均值得到轮胎最终的滑移率。
参见图7，一实施例中，计算轮胎最终滑移率包括以下步骤：
S310：计算胎面花纹环带222所对应的滑移率
S320：计算平滑环带242所对应的滑移率
S330：通过以下公式计算轮胎最终的滑移率：
S3=S1×(1/A)+ S2×(1/B)
其中S1为胎面花纹环带222所对应的滑移率，S2为平滑环带242所对应的滑移率，A为胎面花纹环带222的标准压力值，B为平滑环带242的标准压力值。具体的，胎面花纹环带222和平滑环带242的标准压力值在轮胎出厂的时候均已测定给出。
现有技术中主要利用轮速传感器和加速度传感器相结合来间接地计算出滑移率的方法。采用轮速传感器和加速度传感器相结合的系统装置比较零散，容易导致信号传输时延的情况。因此本申请所计算的轮胎滑移率更加快速精准，更能反应轮胎各方面的状况。
进一步，参见图8，本申请还提供一种轮胎滑移率计算装置200，该计算装置200包括相互电性连接的胎压信息采集模块90以及计算模块91。具体的，胎压信息采集模块90用于采集轮胎在转动过程中与地面接触时的胎压信息。计算模块91用于根据胎压信息获取轮胎的形变量，根据形变量计算轮胎的等效半径，并根据等效半径计算轮胎的滑移率。
本申请还提供一种车辆防抱死系统，该系统包括如以上实施例描述的轮胎滑移率计算装置。
本申请一实施例中的车辆包括轮胎和该车辆防抱死系统。具体的，可选地，一实施例中，轮胎内部沿轮胎的周向分段设置多个压电薄膜传感器，每一压电薄膜传感器分别用于检测其所对应的轮胎的分段区域上的胎压信息。进而能够在轮胎转动过程中及时全面地获取轮胎各处的胎压信息。使得所采集的胎压信息较为准确和全面。
进一步，本申请还提供一种具有存储功能的装置，该装置存储有程序数据，其中程序数据被执行时实现如以上任一实施例所描述的方法。可选地，上述具有存储功能的装置可以是车载设备、个人计算机、服务器、网络设备，或者U盘等其中的一种。
以上所述仅为本发明的实施方式，并非因此限制本发明的专利范围，凡是利用本发明说明书及附图内容所作的等效结构或等效流程变换，或直接或间接运用在其他相关的技术领域，均同理包括在本发明的专利保护范围内。
Claims (10)
- 一种轮胎，其特征在于，所述轮胎内部沿所述轮胎的周向分段设置多个压电薄膜传感器，每一所述压电薄膜传感器分别用于检测其所对应的所述轮胎的分段区域上的胎压信息。
- 如权利要求1所述的轮胎，其特征在于，所述轮胎包括胎冠，所述胎冠的外表面设置有沿周向分段设置的胎面花纹，在所述轮胎的内部对应于所述胎面花纹的位置处设置有所述压电薄膜传感器，以在所述胎面花纹产生形变时检测对应的所述胎面花纹的胎压信息。
- 如权利要求2所述的轮胎，其特征在于，所述轮胎还包括位于轮胎内部所述胎面花纹的底胶层；所述压电薄膜传感器设置在所述胎面花纹与所述底胶层之间。
- 如权利要求2所述的轮胎，其特征在于，所述轮胎还包括位于所述底胶层内侧的胎冠保护层和胎冠带束层，所述压电薄膜传感器位于所述胎冠保护层与所述底胶层之间，或者所述压电薄膜传感器位于所述胎冠保护层和所述胎冠带束层之间。
- 如权利要求2所述的轮胎，其特征在于，每一所述胎面花纹对应设置一压电薄膜传感器。
- 如权利要求2所述的轮胎，其特征在于，所述胎面花纹沿所述轮胎的轴向划分成相互平行的至少两个胎面花纹环带，所述至少两个胎面花纹环带均分别分段设置有多个所述压电薄膜传感器。
- 如权利要求6所述的轮胎，其特征在于，所述胎冠外表面还包括设置于所述胎面花纹环带的侧向的平滑环带，所述平滑环带分段设置有多个所述压电薄膜传感器。
- 如权利要求7所述的轮胎，其特征在于，所述平滑环带位于所述胎冠的两侧边缘，所述胎面花纹环带位于所述平滑环带之间。
- 如权利要求1-8任一项所述的轮胎，其特征在于，所述轮胎还包括相互电性连接的信息采样模块和信息发送模块，同一圆周上的压电薄膜传感器通过导线电性连接，并与所述信息采样模块电连接；所述信息采样模块用于收集所述压电薄膜传感器依次发出的所述胎压信息，所述信息发送模块用于向外界发送所述胎压信息或经所述胎压信息计算获得的形变信息。
- 一种车辆，其特征在于，包括权利要求1-9任一项所述的轮胎。
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