• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    WEARABLE DETECTION SYSTEM FOR TRACK WEAR MONITORING A tread wear indicator is attached to a respective tread element. The indicator is constructed as several radially stacked sensor elements, operationally configured and located to sequentially wear out at sacrifice and vary in electrical resistance, responsive to progressive tread wear of the respective tread elements. The sensor elements are connected by a set of circuits, which communicates a data signal from the sensor elements to a data processor, indicative of a variation in cumulative resistivity of the sensor elements. The data processor receives the data signal from the sensor elements and determines a radial wear level of the tread element based on the data signal. The multiple tread wear indicators can be mounted on the respective tread bars to obtain a tire wear status based on the tread wear profiles of the respective bars.
    公开号:BR102014012318B1
    申请号:R102014012318-0
    申请日:2014-05-21
    公开日:2020-12-29
    发明作者:Piotr Orlewski
    申请人:The Goodyear Tire & Rubber Company；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    [001] The invention refers, in general, to a detection system for real-time monitoring of tread wear during its lifetime, and, more specifically, to a detection system with based on the implementation of a tire wear sensor built into the tread. BACKGROUND OF THE INVENTION
    [002] The use of tread wear indicators is not new, and the use of tread wear indicators is regulated by law in many countries. Several of these indicators are known. One of the types used uses colored characters below the tread, for a visual indication of wear. Other types use elements of the type of tie bar in the tread grooves.
    [003] The practical problem with the colored indicators of the type mentioned is that there is no way for the operator to determine the level of wear, until the tire is worn out. When the tire employs the wear indicator of the tie bar type, it can be difficult to determine the level of wear.
    [004] US patent 6,523,586 describes wear indicators for a tire tread, in which, in a series, or in a group located very close, of related brands, the marks disappear as they the tire is worn out. Although this provides continuous information for the consumer, the complexity of the tire formation is increased, due to the need to form multiple different brands, which appear only after a defined degree of wear.
    [005] A tread wear indicator, which is easily integrated into a tire and which safely measures tread wear, in a manner easily monitored by a vehicle operator, is therefore desired and until the moment reached. SUMMARY OF THE INVENTION
    [006] According to one aspect of the invention, a set of tread wear and vehicle tire devices includes a tread wear indicator attached to one or more tire tread elements. The indicator (s) are constructed as a plurality of radially stacked sensor elements, configured and operatively located to sequentially rub at sacrifice and vary in electrical resistance, responsive to progressive tread wear on the band element. wheel to which the sensor element is attached. The sensor elements are connected by a set of circuits, which communicate with a data signal from the sensor elements to a data processor, indicative of a variation in cumulative resistivity of the sensor elements. The data processor receives the data signal from the sensor elements and determines a radial wear level of the tread element (s), based on the data signal.
    [007] In another aspect of the invention, the sensor element or elements are operationally subjected to a progressive chemical attack, induced by the wear of the tread of the tread element, with the result that a measurable variation in the sensor resistivity. In another aspect, the set also includes one or more built-in needle connectors, which are projected by the tire casing on one side of the casing cavity, for coupling and establishing an electrical contact with the sensor elements.
    [008] According to another aspect of the invention, multiple tread wear indicators are fixed by the tire tread, each indicator in a respective tread location, and each mounted on a respective tread element. Each tread wear indicator is constructed with sensor elements stacked radically, to sequentially rub at sacrifice and vary in resistivity as the tread element wears out progressively. The built-in needle connectors are included to protrude through the casing on one side of the casing's tire cavity and to establish an electrical contact coupling with the sensor elements of a respective tread wear indicator. DEFINITIONS
    [009] "Groove" means an elongated empty area in a tread, which can extend circumferentially or laterally around the tread in a flat curved or zigzag manner. The grooves extending circumferentially and laterally sometimes have common parts and can be classified as "wide", "narrow" or "infiltrated". The notch is typically formed by steel blades inserted into a hollow or machined mold or a tread ring for it. In the attached drawings, the notches are illustrated by simple lines because they are very narrow. An "infiltration" is a groove having a width in the range of about 0.2 percent to 0.8 percent of the width of the compensated tread, while a "narrow groove" has a width in the range of 0.8 per cent to 3 per cent of the compensated tread width, and a "wide groove" is more than 3 per cent wide. The "groove width" is equal to the surface area of the tread occupied by a groove or part of the groove, the width of which is, in question, divided by the length of that groove or part of the groove; thus, the groove width is its width measured by its length. Grooves, as well as other voids, reduce the stiffness of the tread regions in which they are located. Infiltrations are often used for this purpose, as they are narrow or wide grooves extending laterally. The grooves can be of varying depth in a tire. The depth of a groove can vary around the circumference of the tread, or the depth of a groove can be constant, but vary from the depth of another groove in the tire. If this narrow or wide groove is of a substantially reduced depth, in comparison with the wide circumferential grooves that interconnect with it, it is considered that there is the formation of "tie bars", which tend to maintain a similar character. to a lane in the tread region involved.
    [010] "Internal" means from the inside and "external" means from the outside.
    [011] "External" means towards the outside of a tire.
    [012] "Radial" and "radially" are used to mean directions radially towards or away from the tire's axis of rotation.
    [013] "Tread" means a molded rubber component, which, when attached to a tire casing, includes that part of the tire that comes into contact with the raceway, when the tire is normally full and under normal charge. The tread has a depth conventionally measured from the tread surface to the bottom of the tire's deepest groove.
    [014] "Tread element" is a protruding part of a tread, such as a bar or lane, which constitutes the element that comes into contact with the raceway. BRIEF DESCRIPTION OF THE DRAWINGS
    [015] The invention will be described by way of example and with reference to the attached drawings, in which: Figure 1 is a front perspective view of a tire, showing the location of the sensor; Figures 2A and 2B are enlarged fragmentary front views taken from Figure 1, showing the locations of the sensors; Figure 3 is a graph showing the resistance of the sensor versus the wear of the tire; Figure 4 is a schematic drawing of parallel resistor electrodes in a tread block; Figure 5 is a perspective view of parallel resistors in a tread block; Figures 6A and 6C are schematic views of alternative sensor models, which show in Figures 6A and 6B resistive elements of the same size, and in Figure 6C, resistive elements of different sizes; Figures 7A to 7C are schematic views of the arrangement of alternative stacked models of two complete sensors, showing how the sensors will be printed by chemical attack on an insulating layer, with the contact area being formed at more than 90 degrees; Figures 8A and 8B are schematic views showing a "bi-stable" arrangement, in which a finished sensor formed is located on a tread block; Figure 9 is a perspective view of a bistable sensor in a tread block and a built-in connector; Figure 10 is a plan view of a connector on the belt; Figure 11A is a sectional view of a tread block, showing a bistable sensor and a connector on the belt; Figure 11B is a sectional view of a tread block showing an alternative embodiment of a bistable sensor and a driving chimney connector; Figure 12 is a diagram of an embodiment of a first system architecture; Figure 13 is an embodiment of a second alternative system architecture; Figure 14A is an enlarged sectional view of a tread area showing the sensors and the connector by the belt placed in a complete row of bars; Figure 14B is an enlarged sectional view of a tread area, showing the sensors placed on conductive adhesive strips; Figures 15A and 15B are seen in perspective of an alternative embodiment, showing a central section of the bar and a sensor printed by chemical attack directly on the internal area of a bar, using a liquid inkjet print; Figure 16A is a sectional view showing an inkjet model on a cut tread block surface; Figure 16B is a sectional view showing a tread block printed by chemical attack inside a surface, and a connector through the strap in place, before closing; Figure 16C is a sectional view showing a sensor printed by the finished chemist and a connection to the connector by the belt; Figure 17A is a perspective view of a cut tread block, with a conductor printed by chemical attack being placed directly on an internal surface; and Figure 17B is a perspective view of a conductor printed by an chemist, placed entirely in a cut tread block. DETAILED DESCRIPTION OF THE INVENTION
    [016] With reference to Figures 1, 2A and 2B, a representative tire set 10 is shown including a vehicle tire 12, having a radially external tread 14 defined in multiple circumferential tread lines 16. Within each one of the tread lines 16 is a circumferential arrangement of tread elements 18, also referred to as tread bars or blocks. Tire 12 also includes an internal cavity 20. In accordance with the conventional tread construction, tire 12 is formed as a tire casing 22 in a raw tire construction procedure, and subsequently cured into the tire product finished.
    [017] Figures 2A and 2B show enlarged views of the tread region, illustrating the tread lines 16 formed by the spaced tread blocks 18. At least one of the tread blocks 18, and preferably, multiple tread blocks are equipped with a resistive sensor 24, also referred to in this specification as a "wear sensor" or "tread wear indicator". As noted in the sensor configuration in Figure 2A, the tread bars 18, equipped with wear sensors 24, 26 and 28, are bars that extend in a collinear axial alignment by the tread 14. In Figure 2A, an alternative wear sensor architecture is illustrated, in which sensors 24, 26 and 28 extend in a sequential or diagonal arrangement across the tread 14. The purpose of sensors 24, 26 and 28 is to detect wear of the tread bars 18, on which the sensors are attached, to monitor the tire's general tread wear. By monitoring the tread wear, the tire wear status can be determined. From determining the tire wear status, a decision can be made as to whether and when to replace the worn tire.
    [018] With reference to Figures 3, 4 and 5, the principle by which tire wear sensors 24 operate will be understood. The sensors 24 are constructed having an array 30 of resistor elements. In the shown embodiment, four resistor elements R1, R2, R3 and R4 are shown, but it must be considered that more or less resistors can be used, if desired. The resistors are positioned in parallel, at different radial depths, along a tread block 18, to which the resistors are attached. The resistors wear out progressively as the tread block 18 wears out, causing a measurable variation (drop) in the electrical resistance R measured from the arrangement 30. When multiple tread blocks are thus adjusted with the dispositions of resistors, such as two or three blocks, at different locations on the tread, the state of wear at the selected tread locations can be determined by detecting and measuring the drop in resistance R of each arrangement.
    [019] A microprocessor processes the data from the tread blocks equipped with the resistor arrangements. By applying an algorithm to the data, an estimate of tire wear is made. If the tire is equipped with a tire pressure monitoring system on the tire (TPMS), which transmits the tire pressure data from a TPMS pressure sensor, the TPMS system can be used for the additional purpose of at least detect data from resistor sensors 24, 26 and 28 and transmit the data by radio frequency signal to a remote receiver.
    [020] Figure 3 shows a representative wear sensor 24 on a new tire bar 18, which is not worn. It should be noted that all four resistor lines R1, R2, R3 and R4 in arrangement 30 are positioned in parallel and provide a cumulative resistance Rmax. For a new tire, R0-Rmax. The graph 32 of sensor resistance (ohms) versus tread block wear (mm) illustrates the wear detection principle, as the tire tread bar 18 wears out. As the bar wears out, the resistor lines wear out progressively and are eliminated. A drop in resistance R of arrangement 30 results. The diagram in Figure 3 of a used tire shows an elimination of resistors R1 and R2, as the bar 18 wears out. Therefore, Rt of provision 30 <Rmax. Even more, the wear of the bar will progressively eliminate the resistor lines R3 and R4, reducing the Rt.
    [021] Figure 4 is a schematic drawing of the arrangement 30 of the parallel resistor elements R1, R2, R3 and R4 in the tread block 18. Figure 5 is a perspective view of the resistors in parallel in the block. tread 18. The resistor elements or electrodes can stay in films of thickness of 45 micrometers and recovered by silver ink with carbon ink used to print the circuitry on it by techniques common in the industry. It is also considered that by using a suitable substrate, such as a Kapton® plastic material, the substrate in the wear sensor 24 will be able to withstand the temperatures imposed during the vulcanization of the tire. Consequently, it is possible, by proper selection of materials, to incorporate the resistor sensor 24 into a tread block 18 of a raw tire, during the construction of a raw tire. As shown schematically in Figure 5, the system employs a connector embedded in the belt 34, to establish an electrical connection between the wear sensor resistors and a TPMS 36 sensor module. The TMPS 36 module is indicated as "TPMS +" to represent that the module TPMS 36, in addition to measuring and transmitting pressure data from the tire cavity, can also be used to transmit data from the wear sensor to a remote receiver. It should be noted that the TPMS + 36 module is mounted on the side surface of the tire casing cavity, just like the tire's inner liner. It should also be noted that connector 34 is arranged by the tire casing on the side of the cavity. The connector 34 is designed by the belt reinforcement of the frame 40, and includes electrical wires, which establish electrical coupling with the arrangement of resistors 30, as will be explained below.
    [022] The resistor elements R1, R2, R3 and R4, which make up the provision 30, can be configured in multiple models, as shown in Figures 6A, 6B and 6C. In Figure 6A, the resistors are arranged in a single line model. In Figure 6B, the resistors are in a double line model. In Figure 6C, the resistors are in a single line model, in different mutual sizes, so that each resistor conducts, and can be identified by, a single resistive value (ohm). The different resistive values of the elements R1, R2, R3 and R4 help to identify the variation in Rt, as the tire bar wears out and, thus, the wear state of the bar 18.
    [023] Figures 7A to 7C are schematic views of alternative arrangements of stacked models of two complete sensors. Figure 7A shows a complete sensor array 52 printed by chemical attack on an insulating layer model 54. Figure 7B shows a stacked configuration in front, rear and side elevation views of the chemical printed sensor 56 on the insulating layer 58. Figure 7C shows a configuration in which the "stable" contacts 60 are used. The contacts 60 have a resistor sensor circuitry printed by chemical attack 62 integrated in the insulating layers 64. The contacts 60 provide connector wings 66 extending perpendicular to the plane of the insulating layer 64 and parallel to a plane of the band block. shooting. The wings 66 are configured as contact blocks, in order to maximize the "blind" contact area available to a connector embedded in the belt explained below. The front and rear views of the sensor are shown in Figure 7C.
    [024] With reference to Figures 8A and 8B, the "bistable" sensor contact configuration 60 is shown in more detail. The wings 66 in the sensor array define a contact area, formed more than 90 degrees from the sensor body containing the resistive array 30. In the "bistable" sensor configuration 60, the resistor array 30 extends radially (arrow direction 69 in Figure 9) inside a tread bar 18. The contact wings 66 are formed at more than ninety degrees and are positioned at one end radially into the bar 18. The wings 66 carry a conductive cover of rubber 68, connected to an insulating layer 70. The wires of the resistor arrangement 30 electrically connect to the conductive cover 68. Thus positioned, the wings 66 are separated diagonally and project in opposite axial directions (direction arrow 71 in the Figure 9), more than ninety degrees from the body extending radially from the sensor.
    [025] Referring also to Figures 9, 10 and 11A, a built-in needle style connector 72 is provided to establish interconnection between a TPMS module and the bar-mounted bistable contacts 60 of the wear sensor 24. The connector 72 is operative as a connector by the belt, which penetrates a tire casing on the side of the internal cavity, to establish electrical connection with the contact blocks 68 of the bistable wings 66. The connector includes a housing 74, having style fingers wall socket 76, to penetrate through the tire casing on the side of the cavity. The fingers 76 are provided with an axial arrangement of arrowhead flanges, chamfered in an orientation that helps to achieve the desired carcass penetration. Extending to the housing 74 of the TPMS module (not shown) are wires 78, 80, connected, respectively, to the internal conductors 82, 84. The internal conductors extend through one of the perforating fingers 76, to finish in a perforated head 85. The length of the perforating fingers 76 is sufficient to bridge the distance between the inner cavity of the tire and the contact blocks of the bar-mounted sensor 24. The arrangement of the drilling flanges configured with arrowhead 77 extends along each of fingers 76, to prevent the coupling connector 72 from being detached from the tire casing, after fingers 76 have penetrated the tire casing and coupled with the bistable contact blocks.
    [026] From Figure 9, it should be considered that the housing 72 is oriented during a sequence of fixation in the tire housing, so that it aligns with the bistable contact blocks 60 on the wings 66. The distance between the fingers penetrators 76 of connector 72 is such that fingers 76, once properly located and perforated by the tire casing, will find and couple contacts 60 on each of the bistable wings 66. The plug fingers 76 have a length of approximately 3 mm. Electrical connectivity is thus established and maintained between contacts 60, internal conductors 82, 84 and wires 78, 80 extending to a data transmission device, such as one integrated in a TPMS module mounted in pneumatic. The bistable connector wings 66 serve to "blind" the contact area, which is the target of the perforating connector 72. The connector 72 is added in a post-vulcanization procedure.
    [027] With reference to Figure 11B, an alternative means of interconnectivity between the wear sensor 24 and a remote data transmission device is shown. The built-in needle connector 72 uses conducting chimneys 88, 90 in the alternative embodiment, to interconnect the wires of housing 82, 84 in the bistable contact blocks conducted by the contact wings 66. The conducting chimneys 88, 90 are formed of conductive adhesives anisotropic, which fill the passages through the construction of tire carcass belt. The wires 82, 84 are electrically coupled to the driving chimneys 88, 90, and are thus connected to the contact blocks of the wear sensor 24.
    [028] A first system architecture 92, which uses tire wear measurement, is illustrated schematically in Figure 12. In system 92, the information and data processing algorithm are located outside the tire. A TPMS system can be used to read the sensor and to transmit RF data from the wear sensor. Alternatively, a wear sensor input device and the dedicated wear sensor data transmitting device can be employed, if desired. The entire architecture 94 in system architecture 92 includes: the resistor elements of the sensor R1, R2, R3 and R4; the resistance / current measurement circuit; an RF emitting antenna; an energy collector; an energy storage capacitor; a current rectifier circuit; and a sensor reading circuit. The transmission of resistance measurements is done by RF signal to a system in vehicle 96, which includes a receiver and a microprocessor unit 100. The microprocessor 100 transmits an output indicating tire wear, through the vehicle's CANBUS 98 to the Unit Electronic Control Unit (ECU). The vehicle ECU can then use the tire wear state in safety and traction control systems, such as an anti-lock brake system (ABS); an electronic stability program control system (ESP); a direct traction control system (DTC); an adaptive cruise control system (ACC); etc.
    [029] The wear estimation process by measuring the resistance variation, in the resistance / current measurement circuit, can be adjusted and optimized by selection by different resistance of individual sensors (that is, R1 to R4 have different resistances ). The interconnection of sensors (in series versus in parallel) can also be selected to measure the resistance variation in the simplified reading and algorithmic functions.
    [030] The vehicle ECU can also transmit notification notification 104 to a vehicle operator. This notification can take multiple forms, such as: a front view display; driver panel controls; transmission of service center information away from the vehicle; a driver's smartphone; etc.
    [031] An alternative system architecture 106 is shown schematically in Figure 13. In the alternative system, microprocessor 114 is incorporated as part of the electronic components embedded in tire 108, instead of part of the system in vehicle 110. The The microprocessor is programmed with a wear estimate algorithm, which uses the resistance variation within the resistance / current measurement circuit, to derive the tire's wear status. An energy collector is provided to energize the electronic components in the tire. The energy collector can be piezoelectric based, based on electroactive polymer, or constitute a battery. The tread, as described above and shown in Figures 2A and 2B, has multiple tread bars equipped with a wear sensor 24. By monitoring and measuring the wear of the multiple tread bars, located in different locations docks by the tread, a general conclusion regarding the wear of the tread can be derived. The microprocessor 114, in the second embodiment, analyzes the data from each sensor 24 and transmits the tread wear data by RF to a receiver in the vehicle. As with the realization of Figure 12, the second system architecture of Figure 13 communicates the tread wear information through the vehicle's CANBUS 112 to the vehicle's ECU, which then employs the tread wear in an array of traction safety control systems 116. Just as with the architectural embodiment of Figure 12, the vehicle ECU can still transmit a notification communication to a vehicle operator, in an array of options communication 118. This notification can take multiple forms, such as: a front view display; driver panel controls; transmission of remote service center information to the vehicle; a driver smartphone; etc.
    [032] Figure 14A shows an enlarged sectional view of a tread area showing sensors 24, using bistable configured contacts 20, attached to an integral line of tread bars 18. The connectors on the belt 72 extend by the tire count, for coupling and establishing electrical contact with the contacts 60 of the sensors 24, as described above.
    [033] Figure 14B shows an enlarged section view of a tread area in which the bistable contacts 60 of the sensors 24 are placed on anisotropic conductive adhesive tape or strips 120. The coupling of the connectors by the belt (not shown) is with anisotropic tapes 120.
    [034] In Figures 15A and 15B, the perspective views of an alternative embodiment are shown, in which the center of a tread block 18 is cut in preparation for fixing the wear sensor by a cutting line extending radially 124 to the bar 18. The forked bar 18 is separated forming a V-shaped channel 126. A half-sensor 128 is then directly printed by chemical attack on the inner area of the bar 18, using a suitable process, such as an inkjet print. Figure 16A shows, in a section view, the inkjet model on a tread block surface cut from a left half of block 18. In Figure 16B, the built-in needle connector 72 is inserted by casing on the tire cavity side, as described above, with contact probes 131, 133 positioned within the V-shaped channel 126, opposite the end ends of the chemical attack printed sensor circuit 62. As shown in Figure 16B by directional arrows 134, the forked block halves 130, 132 are then closed together to eliminate channel 126 and place contact probes 130, 132 in electrical contact coupling with the terminal ends of the printed circuit by chemical attack 128. Figure 16C shows in section the sensor printed by finished chemical attack and a connection to the connector by the belt.
    [035] Figure 17A is a perspective view of the tread block cut 18, receiving a printed circuit by chemical attack formed separately 138, as an alternative to the chemical attack of the circuit in the tread bar. The chemical attack printed circuit 138 is applied to a strip of suitable material, such as a flexible polymeric film 140. The polymeric film 140 is then attached to an internal surface of the formed bar, facing the cut V-shaped channel. 126. An adhesive 142 is pre-applied to the surface facing the channel of the bar 18, operative to adhere the film 140 leading the sensor printed by chemical attack 138 to the surface of the bar. The connector by the belt is then attached (not shown) in a manner similar to that shown in Figure 16C, to complete the circuit for interconnecting with the sensor on the tread bar. Bar 18 is then closed as indicated by arrows 144.
    [036] From the above, it must be considered that the sensor 24 for a host bar 18 can be obtained by alternative procedures. The procedure shown in Figures 16A to C prints the circuit directly by chemical attack on a bifurcated bar surface, once the bar is separated. The approach of Figures 17A and B is to preform a printed circuit by chemochemical in a polymeric carrier strip, which is then incorporated into the bar using an adhesive. In another assembly process, the complete resistive sensor circuit is in its desired location within the tread bar, designed to progressively wear out as the tread bar wears out. The belt connector extends from the side of the tire casing cavity, through the belt assembly, to establish and maintain a positive mechanical and electrical coupling with the sensor contact blocks. A bistable contact configuration for the sensor operates to increase the target area and facilitate alignment of the connector probes by the belt with the desired contact regions.
    [037] The tire wear device set includes a tread wear indicator, attached to one or more tire tread elements. The indicator (s) are constructed as a plurality of radially stacked sensor elements, operationally configured and located to sequentially rub at sacrifice and vary in electrical resistance, responsive to progressive tread wear on the tread element, to which the sensor element is attached. The sensor elements are connected by the circuitry, which communicates a data signal from the sensor elements to a data processor, indicative of a variation in resistivity of the sensor elements. The data processor receives the data signal from the sensor elements and determines a radial wear level of one or more tread elements, based on the data signal.
    [038] One and, preferably, several sensors 24 are mounted on a respective tread bar, in a predetermined model, by the tread. The resistive element (s), integrated in the sensor circuitry 24, are operationally subjected to a progressive chemical attack, induced by the wear of the tread of the respective tread element, which produces a measurable variation in the resistivity of the sensor. Each sensor 24 is subjected to a built-in needle connector 72, operative to protrude from the tire casing 22 on one side of the cavity 20 of the casing and establish an electrical contact with the sensor elements R1 to R4.
    [039] Multiple indicators or tread wear sensors 24 are attached to the tire's tread, each indicator in a respective location on the tread and mounted on a respective tread element. Each tread wear indicator 24 is built with the sensor elements R1 to R4 stacked radially, which sequentially rub at sacrifice and vary in resistivity as the respective host tread bar wears out progressively. The built-in needle connectors 72 protrude through the casing on one side of the tire cavity and establish positive mechanical and electrical contact with the respective sensors 24 and their electric interfacial contact blocks. The alternative architectures of the system, shown by Figures 12 and 13, evaluate the variation in electrical resistance of the sensors 24, caused by the wear of the tread, and, thus, determine the state of the wear of the bar. This information is communicated from the sensors 24 to a processing unit. The tread wear status can then be used by the vehicle's safety and driving systems. Information on the tread wear status can also be communicated to a vehicle operator.
    [040] Variations in the present invention are possible in light of the description provided therein in this specification. Although certain embodiments and representative details have been shown for the purpose of illustrating the present invention, it will be apparent to those skilled in the art that various variations and modifications can be made to it, without departing from the scope of the present invention. It must, therefore, be understood that variations can be made in the particular embodiments described, which will fall within the desired full scope of the invention, as defined by the appended claims presented below.
    权利要求:
    Claims (20)
    [0001]
    1. Set of tread wear device and vehicle tire, FEATURED for comprising: a tire having a radially external plurality of tread elements; at least one tread element protruding from the base of the tread and having a defined tread depth; a tread wear indicator comprising at least one sacrifice resistive sensor element attached to a tread element, or a operating sensor element to progressively wear out from impact abrasion to thereby vary in responsive resistivity progressive tread wear in a tread element; means of measuring electrical resistivity connected to a sensor element, to generate data indicative of a variation in resistivity measured on a sensor element; data processing means for determining a tread wear state of a tread element based on the measured resistivity variation of a sensor element, and where the tread wear indicator comprises a plurality of elements sensors arranged in a radially oriented stack within a tread element parallel to a contact tread element surface with radially external track surface.
    [0002]
    2. Vehicle tire and tire wear device assembly, according to claim 1, CHARACTERIZED by the fact that the tire wear indicator comprises a plurality of sensor elements arranged in a radially oriented stack electrically interconnected inside a tread element parallel to a contact tread element surface with radially external track surface.
    [0003]
    3. Vehicle tire and tire wear device assembly according to claim 2, CHARACTERIZED by the fact that the plurality of tire tread elements are radially external components of a tire casing enclosing a cavity of pneumatic air, and in which the assembly comprises a built-in needle connector means for projecting through the housing from one side of the tire cavity and coming into contact with a respective stack of the sensor elements.
    [0004]
    4. Vehicle tire and tire wear device assembly, according to claim 1, CHARACTERIZED by the fact that a plurality of tread wear indicators are attached respectively to a plurality of tread elements tread, and where the plurality of tread wear indicators transmit resistivity variation data to a vehicle-based remote electronic data processor.
    [0005]
    5. Vehicle tire and tire wear device set, according to claim 4, CHARACTERIZED by the fact that the electronic data processor operationally analyzes the variation in resistivity to derive a state of wear from the tread. and report operationally the tread wear status to an electronic vehicle control unit.
    [0006]
    6. Vehicle tire and tire wear device assembly, according to claim 2, CHARACTERIZED by the fact that the plurality of sensor elements are operationally subjected to a progressive chemical attack induced by a wear of the tire tread a tread element, with which a measurable variation in resistivity is produced.
    [0007]
    7. Vehicle tire and tire wear device assembly, according to claim 6, CHARACTERIZED by the fact that the plurality of sensor elements have mutually different electrical resistances.
    [0008]
    8. Vehicle tire and tire wear device assembly, according to claim 7, CHARACTERIZED by the fact that the plurality of sensor elements are operationally different in length of sensor element different from electrical resistance.
    [0009]
    9. Vehicle tire and tire wear device assembly, according to claim 8, CHARACTERIZED by the fact that at least two adjacent sensor elements of the plurality of sensor elements are electrically connected in parallel and separated by a electrically non-conductive insulating layer.
    [0010]
    10. Vehicle tire and tire wear device assembly, according to claim 6, CHARACTERIZED by the fact that each of the sensor elements is printed on canvas on a flexible polymeric film having a thickness of less than 150 microns.
    [0011]
    11. Vehicle tire and tire wear device assembly according to claim 10, CHARACTERIZED by the fact that the polymeric film comprises a polymeric film.
    [0012]
    12. Vehicle tire and tire wear device assembly according to claim 9, CHARACTERIZED by the fact that the number of the plurality of sensor elements is at least three.
    [0013]
    13. Vehicle tire and tire wear device assembly, according to claim 1, CHARACTERIZED by the fact that it also comprises a tire-based tire pressure measuring device connected to the tire wear indicator tread, the pneumatic cavity pressure measuring device having a data transmitter for wireless transmission of data indicative of a variation in resistivity measured in a sensor element.
    [0014]
    14. Vehicle tire and tire wear device assembly according to claim 13, CHARACTERIZED by the fact that the tread wear indicator comprises a series of radially stacked resistive sensor elements operable to vary sequentially in at least one electrical parameter as a tread element wears radially inward and the radially stacked resistive sensor elements have mutually different electrical resistance.
    [0015]
    15. Set of tread wear device and vehicle tire, FEATURED for comprising: a tire having a radially external plurality of tread elements extending radially; a tread wear indicator attached to at least one tread element and comprising a plurality of electrically stacked radially stacked sensor elements operably configured and located to sequentially rub at sacrifice and vary a respective sensor element geometry responsive to a progressive tread wear of a tread element, with the result that each sensor element sequentially varies in resistivity responsive to progressive tread wear in a tread element; a pneumatic-based electronic device mounted on the tire and connected to the tread wear indicator, the pneumatic-based electronic device comprising data communication means for wireless transmission of a data signal from the sensor elements indicating a variation in resistivity of the sensor elements; and data processing means receiving the data signal from the sensor elements and determining a radial wear level of a tread element based on the data signal.
    [0016]
    16. Vehicle tire and tire wear device assembly, according to claim 15, CHARACTERIZED by the fact that the plurality of sensor elements are operationally subjected to a progressive chemical attack induced by the wear of the tread of the one tread element, resulting in a measurable sensor resistivity variation.
    [0017]
    17. Vehicle tire and tire wear device assembly according to claim 15, CHARACTERIZED by the fact that the plurality of tire tread elements are radially external components of a tire casing enclosing a cavity pneumatic air; and wherein the assembly further comprises at least one operative built-in needle connector means for projecting through the housing from a cavity side of the housing and establishing an electrical contact coupling with the plurality of sensor elements comprising an tread wear.
    [0018]
    18. Vehicle tire and tire wear device assembly, according to claim 15, CHARACTERIZED by the fact that it also comprises a plurality of tread wear indicators, each indicator fixed in a different location tread and each attached to a respective tread element, where each tread wear indicator comprises a plurality of radially stacked sensor elements operatively configured and located to sequentially rub by sacrifice for operatively vary a respective sensor element geometry responsive to progressive tread wear of the respective tread element, whereby each sensor element varies sequentially in resistivity to progressive tread wear in the respective tread element. shooting.
    [0019]
    19. Vehicle tire and tire wear device assembly, according to claim 18, CHARACTERIZED by the fact that the plurality of tire tread elements are radially external member of a tire casing enclosing a tire air cavity; and wherein the assembly further comprises a plurality of built-in needle connectors operative to protrude through the housing from a tire cavity side of the housing and establish an electrical contact coupling with respective sensor elements.
    [0020]
    20. Vehicle tire and tire wear device assembly according to claim 18, CHARACTERIZED by the fact that the radially stacked sensor elements of the plurality of tread wear indicators comprise circuits having a predetermined mounted resistivity to a flexible sacrifice substrate, the substrate mounted on a respective tread element and each substrate wearing out progressively responsive to the effect of tread wear on the respective tread element.
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    同族专利:
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    BR102014012318A2|2015-06-30|
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    法律状态:
    2015-06-30| B03A| Publication of an application: publication of a patent application or of a certificate of addition of invention|
    2018-11-06| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-12-24| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-09-29| B09A| Decision: intention to grant|
    2020-12-29| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 21/05/2014, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/912,279|2013-06-07|
    US13/912,279|US8996239B2|2013-06-07|2013-06-07|Abradeable sensor system for tire wear monitoring|
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