• 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:
    The aim of the invention is to provide a reliable and accurate measurement of tire tread wear by proposing to use UWB broadband pulses and to analyze the signature obtained by reflection of these pulses on the tread. to deduce its state of wear. A wear tracking equipment of a tire (100) according to the invention comprises a control unit (110) dedicated to signal control and data processing, this control unit (110) being coupled to a generator ultra-wide band or UWB pulse signal (120), itself coupled to an incident UWB pulse transmitting antenna (140), and a UWB pulse receiving antenna (150) reflected on at least one tread interface of the tire, the receiving antenna (150) being coupled to a pulse signal receiver (180) itself coupled to said control unit (110).
    公开号:FR3020019A1
    申请号:FR1453561
    申请日:2014-04-18
    公开日:2015-10-23
    发明作者:Nicolas Guinart；Rachid Benbouhout；Jean-Charles Huard
    申请人:Continental Automotive GmbH；Continental Automotive France SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to a method for monitoring tire wear of a vehicle using ultra-wideband or UWB (Ultra Wide Band initials) transmission, as well as a wear tracking equipment and an embedded system capable of implementing this method.
    [0002] Conventionally, tires are mounted on the wheel rims of the vehicles in order to improve the grip of the wheels on the traffic floor, whatever the conditions of use. In particular, a tire comprises a tread in contact with the ground. This tread is a layer of thick rubber, natural or synthetic rubber, hollowed by "sculptures" to allow the evacuation of water, snow and other loose material, which improves the grip and reduce the effects of aquaplaning type. Under the tread, plies of parallel wires - usually two plies - are crossed obliquely by gluing together to form a stiffness belt and particularly withstand lateral thrusts generated during cornering. . The tread of the tire wears over time and the sculptures gradually tend to disappear, which can cause loss of adhesion. In order to detect critical tire wear - beyond which it may be considered dangerous to roll - a traditional technique is the implantation of wear indicators. These indicators are in the form of colored labels embedded in the tread. As the tread wears its thickness decreases and the indicators end up flush with the outer surface of the tread. A visual check then makes it possible to conclude that it is necessary to replace the tire. This traditional detection is unsatisfactory: it is not very precise, it remains random because it depends on the inspection frequency of the treads, and finally inefficient because no alarm reinforces the critical nature of such detection. . Other technologies have therefore been developed to remedy these shortcomings. One technology is based on the integration of at least one RFID tag (Radio Frequency Identification) in the tread of each tire, at a location corresponding to a radio frequency tag. critical wear. This technology is described for example in the publication of the patent application US 2006/0042734. As part of this technology, the RFID chip is activated by a presence signal provided by a transmitter and transmits, in response, a confirmation signal to a detector. When the tire reaches critical wear, the chip is destroyed and no longer responds to the presence signal: this lack of response triggers an alarm to warn the driver of the state of wear of the tire or tires. Another technology consists in associating a piezoelectric element integrated in the tread of the tire and a radio wave signal generator emitted as a function of the voltage signal generated by the piezoelectric element. EP 2368724 discloses such a solution. In this document, a detection unit receives these radio waves and wirelessly transmits a tire wear data signal - based on the radio wave signal - to a receiving unit. The transmission of the wear data signal is triggered only when the radio wave signal is above a predetermined level. An alarm device and a display of the reception unit then make it possible to warn the driver. These technologies lack precision in their detection mode and remain unreliable because they depend on elements which, incorporated in the treads, can degrade over time. Another approach uses the detection of the acceleration of the tire. Patent document EP 1106397 illustrates such an approach for determining tire tread wear by comparing a resonant frequency of a radial or lateral acceleration of this tire, derived by Fourier transform, and at least a stored frequency. This type of approach is also unreliable and imprecise because it depends on the measurement of acceleration, which remains a low wear marker, used in complex calculations and random comparisons based on stored values. The object of the invention is precisely to provide a reliable and accurate measurement of tire tread wear. For this purpose, the invention proposes using broadband pulses called UWB (acronym for "Ultra Wide Band" in English terminology) and analyzing the signature obtained by these pulses on the tread of a tire and its environment to deduce its state of wear. More specifically, the subject of the present invention is a method of monitoring the wear of a vehicle tire tread having an inner layer having an internal interface, an intermediate layer incorporating at least one metal reinforcing face and an outer rolling layer having an internal sculpture bottom interface and a sculpted outer interface, the tire being able to flow by forming a contact fingerprint of the carved outer surface on a roadway. Said method consists in emitting, from a source mounted near the tire, at least one broadband incident pulse signal called UWB in the direction of the outer layer containing the impression of this tire on the roadway, to receive pulses reflected by the tread interfaces as well as the roadway, to be determined from a wear signature formed by the relative delays presented by at least one reflected pulse with respect to the instant of emission of the incident pulse, a state of wear of the tire by comparison between said wear signature and an earlier wear signature of said tread, and to trigger an alarm when the wear signature corresponds to a critical state of wear. tread defined in view of the pre-evaluated risk of adhesion losses of the tire footprint on the roadway.
    [0003] The wear signature can be defined from the relative delays presented by the pulses reflected by the roadway and / or the carved external interface, advantageously accompanied by the relative delays of the pulses reflected by the internal sculpture bottom interface and / or by at least one metal reinforcement interface. Preferably, the emission of the incident pulse signal is oriented radially towards the contact fingerprint of the outer face carved on the roadway. Moreover, the wear signature is advantageously regularly sampled and the wear signatures successively sampled are compared in order to determine a transmission periodicity of the incident pulse signals as a function of the corresponding mileage.
    [0004] In order to overcome the influence of the variable pressure of the tire and / or the variable load of the vehicle, the method of the invention provides at least one additional step of: - analyzing the relative delay presented by a reflected pulse by the external interface carved in an area outside the footprint, and compare this delay relative to the relative delays of the wear signature; and / or - also analyzing tire load and pressure information provided by a dedicated detection, deriving adjustments for relative delays from the reflected pulses and modifying the wear signature accordingly. In addition, in order to minimize interference with emissions from neighboring tires or from another nearby vehicle, the incident pulse signal may be transmitted by encoding the pulses with a known frame specific to each tire. The invention also relates to equipment for monitoring the wear of a tire, capable of implementing the above method. Such equipment comprises a control unit dedicated to signal control and data processing, this control unit being coupled to an ultra-wideband or UWB pulse signal generator, itself coupled to an antenna. transmission of incident UWB pulses, and a UWB pulse receiving antenna reflected on at least one tread interface of the tire and on the roadway, the receiving antenna being coupled to a pulse signal receiver itself. even coupled to said control unit.
    [0005] According to particular embodiments, the UWB transmit and receive transmit antennas form a single UWB transmit / receive pulse antenna or two separate antennas, one transmit and one receive. Preferably, the antenna or antennas have means of unidirectional emission and directional reception, so as to eliminate clutter.
    [0006] Advantageously, a pulse amplifier is arranged between the output of the pulse signal generator and the UWB pulse transmission antenna input, and a filter assembly coupled to a low noise amplifier is mounted between the UWB pulse receiving antenna output and the pulse signal receiver input.
    [0007] According to an advantageous embodiment: the UWB pulse signal generator comprises a digital / analog converter or CNA of a start signal triggered by the control unit and modulated via a baseband transmission clock, said converter being coupled to a mixer via a filter so that the modulated and filtered signal carries a short pulse of a radio frequency signal or RF signal provided by an RF oscillator also under the control of the control unit, the duration of the signal of starting point is set so that the signal carried corresponds to a frequency spectrum of width at least equal to 25% of the value of the center frequency of this spectrum, before being amplified and then transmitted by the transmitting antenna in the form of a UWB pulse signal; and the UWB pulse signal receiver comprises a mixer coupled to an analog digital converter or sampler or ECAN, itself coupled to the control unit, for sampling a reflected UWB pulse signal from the antenna of receiving and mixed, after filtering and amplification, with an RF signal provided by a local radio frequency oscillator also under control of the control unit, the sampling is clocked by a baseband clock under control of the unit for providing a digital UWB pulse signal to the control unit corresponding to the reflected UWB pulse signal.
    [0008] The control unit may advantageously comprise a correlator, in order to correlate the digital UWB pulse signals provided by the ECAN sampler / converter and thus form a wear signature, this correlator being coupled to a digital processing unit to determine a state of wear of the tire from the successive signatures. Alternatively, the digital processing unit can be remotely distanced from the control unit, in particular to form a centralized computer in a tire wear monitoring system of a vehicle, and the connection between the correlator and the control unit. computer is then performed by RF or UWB signals via antennas able to transmit such signals. The invention also relates to an on-board system for monitoring wear of the wheel tires of a vehicle. Such a system consists of wear monitoring equipment such as the equipment defined above - comprising a generator, a UWB pulse signal receiver, a UWB transmit / receive pulse antenna, and a control unit integrating a correlator - and a central digital computer integrating a processing unit. Each equipment is adapted to be integrated in a wheel unit mounted on each wheel of the vehicle. An RF or UWB signal antenna, mounted at the output of each wheel unit, transmits the correlated UWB pulse signals and these signals are able to be received by the central digital computer on board the vehicle. This central digital computer is connected to an RF or UWB signal receiving antenna and can determine a state of wear of each tire from the successive correlations transmitted by the antennas of the wheel units to the processing unit. The output antenna of each wheel unit may advantageously be the transmitting / receiving antenna of the UWB pulse signals, which simplifies the architecture. Preferably, if the vehicle is equipped with a tire pressure monitoring system or TPMS system (initials of "Tire Pressure Monitoring System") comprising wheel units equipped with a pressure sensor in each wheel 25 of the vehicle and a calculator On-board central control unit, a tire wear determination equipment is integrated in each wheel unit and the on-board computer of the TPMS system acts as a central digital computer defined above. Such a solution makes it possible to jointly use wheel units and an on-board computer, which also minimizes costs. Other data, characteristics and advantages of the present invention will appear on reading the following nonlimited description, with reference to the appended figures which represent, respectively: FIG. 1, a propagation diagram of the pulses reflected at the interfaces of FIG. a tire tread seen in cross-section on a roadway, echoing an incident pulse emitted by equipment according to the invention; FIG. 2, the diagram of the amplitudes of an incident pulse and of the echo-reflected pulses according to FIG. 1, as emitted and successively received by the equipment according to the invention; - Figure 3, the diagram of an example of equipment according to the invention comprising a single transmitting / receiving antenna or, alternatively, two antennas, a transmitting antenna and a pulse receiving antenna; FIGS. 4a and 4b, diagrams of an exemplary generator and an exemplary pulse receiver of an equipment according to the invention, and FIG. 5, the diagram of a simplified architecture of a system of wear tracking on a vehicle. The cross-sectional view of a tire 1 on a carriageway 2 illustrated in FIG. 1 shows the propagation of the reflected pulses iR1 to iR6 by the tread 10 of the tire 1 and by the roadway 2. The pulses iR1 to iR5 are from the successive reflections, on the interfaces formed by the tread 10, each incident pulse it of a train of incident pulses broadband frequency, called UWB pulses, forming a transmission signal Se. The emitted signal UWB is produced by a wear tracking equipment 100 provided with a transmitting / receiving antenna 31 - unidirectional transmitting and receiving direction - in the direction of the tread 10 and within the limit of 10L width of the tread. This equipment 100 is installed in the rim 4 of the wheel 5 of the motor vehicle (not shown) on which the tire 1 is mounted. The tire 1 conventionally presents an annular structure and the transmitting / receiving antenna 31, housed in the rim 4, transmits signals oriented mainly radially. In the example illustrated, the tire 1 has flanks 40 made of a more flexible rubber than the tread 10 and two annular metal rings 50 for hooking onto the rim 4. The tread 10 comprises, from the inside of the tire 1 to its footprint 1E on the roadway 2, the following interfaces: an inner layer 11, two metal plies 12 and 13 forming an armature, and a sculptured outer layer 14 formed by a sculpture bottom 14a and a face 2. The reflected pulses iR1 to iR6 then come respectively from the successive reflections of the pulses incident on the face 11a of the inner layer 11, on the metal sheets 12 and 13, on the background of sculpture 14a of the outer layer 14, on the roadway 2 and on the outer face 14b of the outer layer 14. The reflection on the outer face 14b differs from that on the roadway 2 when the outer face 14b does not adhere s to the roadway 2, that is to say outside the footprint 1 E. Thus, the reflection iR6 on the outer face 14b appears for an incident pulse il which reaches the outer face 14b in the width 10L of the strip 10 but out of the footprint 1 E, with an angular deviation di of the pulse incident il. For the same incident pulse 11, the successive reflections forming the 5 reflected pulses iR1 to iR6 have increasingly weak amplitudes because, at each reflection interface 11, 12, 13, 14a and 14b, part of the incident pulse is refracted and another part is absorbed in the tread 10. The decreasing level of the reflected pulses appears in the diagram of FIG. 2. This diagram illustrates - in conjunction with the references in FIG. 1 - the 10 amplitude levels. "A", namely Al to A6, of these reflected pulses iR1 to iR6. Said pulses iR1 to iR6 are picked up successively by antenna 31 (FIG. 1) as a function of time "t", at times t1 to t6 echoing the incident pulse emitted at time t0. The set of reflected and picked up pulses iR1 to iR6 form a UWB Sr reception signal. This diagram makes it possible to deduce by calculation the distances between the reflection interfaces 11, 12, 13, 14a, 2 and 14b (FIG. 1). , which are proportional to the relative delays of the corresponding reflected pulses iR1 to iR6. The wear of the tread acts on its thickness and therefore on the times of receipt of the pulses iR5 or iR6 or reflection respectively on the roadway 2 or on the outer face 14b 20 (Figure 1). The delays of these reflected pulses iR5 or iR6 relative to the other reflected pulses iR1 to iR4 are correlated in order to account for the thickness of the tread in different combinations of delays, all of these correlations constituting a signature of tread wear. And the variation in time of this signature then makes it possible to establish a follow-up of wear. The reflected pulses are converted into digital form before being processed (as will be described below with reference to FIG. 4b). Thus, a first correlation is established to follow the thickness of the outer layer 14 of the tread 10. The thickness of the outer layer 14 is deduced directly from the difference (t6 - t4) between the moment of reception of the pulses 30 reflected iR6 and iR4, formed by reflection of the incident pulses il on the outer face 14b and on the sculpture background 14a of this outer layer 14. The variation of this outer layer thickness Ve (t) as a function of time is an indicator of the wear of the outer layer 14 and therefore of the tire. Other correlations between the moments of reception of the pulses reflected by the reflection interfaces of the tread make it possible to account for the wear of the tread.
    [0009] Thus, the distances between the outer face 14b and any interface of the tread 10 other than the tread 14a - namely the inner face 11a and one of the metal plies 12 or 13 - can be used to determine the 'wear. These distances are proportional to the differences between the times of reception of the reflected pulse iR6 and the corresponding reflected pulses iR1, iR2, iR3, respectively: (t6 - t 1), (t6 - t2) and (t6 - t3) . Furthermore, the instants t5 and t6 vary substantially identically since the reflection on the roadway 2 and on the outer face 14b are close to the compression of the tread 10 on the roadway 2 and the angular variation "Ai" impulse incidentally close (Figure 1). It is therefore also advantageous to confirm the previous correlations by determining the distance between the roadway 2 (FIG. 1), interface where the reflection impulse iR5 appears, and one of the interfaces of the tread 10 (FIG. ). This distance is determined proportionally to the difference between the instant t5 of reception of the reflection pulse iR5 and any time t1 to t4 of reception of one of the reflection pulses iR1 to iR4 on one of said interfaces, namely the inner face 11a, one of the metal plies 12 or 13, and the sculpture bottom 14a. The processing of the times of reception of the emitted and captured UWB signals, Se and Sr - with a view to establishing correlations between these times, a wear signature of the tread from these correlations and a follow-up of wear. in time - is performed in equipment according to the invention. Figure 3 illustrates more precisely the diagram of an example of equipment 100 according to the invention. Such equipment 100 comprises a control unit 110 dedicated to the control of the emitted signal Se and to the processing of the data supplied by the reception signal Sr. The transmission programming of the signals Se provides for a transmission at each start and then periodic, for example every hour. The transmission frequency is increased according to the mileage already traveled by the tire and the wear curve provided by the tire manufacturer. Tire pressure data, for example from a vehicle pressure control system 30, may advantageously be taken into account in order to correct said transmission frequency. The control unit 110 is connected to a first transmission branch B1, comprising: a UWB pulse signal transmission generator 120 Se coupled to an UWB pulse amplifier 130 connected to the antenna 140 of these 35 signals. A battery 101 constitutes the source of electrical energy of the equipment 100. The equipment 100 comprises a second branch B2, which is said to receive signals Sr of pulses UWB after reflection on the tread 10 of the tire 1 followed by wear ( figure 1). The second branch B2 comprises: a reception antenna 150 of the signals Sr coupled to a filter 160, for selecting the UWB signals of the same spectral width as the transmitted signals Se, connected at the output to a low noise amplifier 170 input coupled to a pulse receiver 180 capable of storing the signals picked up Sr. At the output of this pulse receiver 180, the second branch B2 is connected to the control unit 110 of the equipment 100. Preferably, the antenna of FIG. emission 140 is unidirectional, in order to increase the accuracy of the direction of propagation of the transmitted pulses, and the reception antenna 150 is directive in order to avoid the clutter at best. In a variant, the transmit and receive antennas 150 are replaced by the single transmit / receive antenna 31 (FIG. 1), which makes the equipment more compact, simplifies the circuit and minimizes costs. However, such a dual transmit and receive antenna is more susceptible to interference and clutter.
    [0010] More specifically, an example of a pulse generator 120 is illustrated in FIG. 4a, in connection with the control unit 110 upstream and with the pulse amplifier 130 connected to the transmit antenna 140 downstream. . Such a UWB pulse generator 120 comprises a digital-to-analog converter or CNA 121 for providing, from a start signal sl triggered by the control unit 110, an analog signal Sa modulated via a band transmission clock. The CNA 121 is coupled to a mixer 124 via a filter 123 so that the analog signal Sa carries a short radio frequency pulse of an RF signal supplied by an RF oscillator 125, also under the control of the unit. 110. Each brief radio frequency pulse forms one of the incident pulses 11 of the emission signal Se after amplification (by the amplifier 130) and transmission (by the antenna 140). The duration of the transmitted radio frequency pulses is set by the control unit 110 - for example over a nanosecond or for a shorter duration - so that the pulse signal carried corresponds to a frequency spectrum of width equal to 25% of the value of the center frequency of this spectrum, before being amplified by the pulse amplifier 130 at the output of the mixer 124, and then transmitted by the transmitting antenna 140 in the form of a UWB pulse signal. For example, if each incident pulse is centered on 2 GHz, the width of the frequency band is 500 MHz.
    [0011] Equivalently with FIG. 4a for the pulse generator 120, FIG. 4b shows an example of a pulse receiver 180, in connection with the pulse amplifier 170 connected to the reception antenna 150 via the filter 160. upstream and with the control unit 110 downstream. Such a pulse receiver 180 comprises a mixer 181, coupled to a digital analog sampler / converter or ECAN 182, itself coupled to the control unit 110. The ECAN 182 samples the pulses of the reflected UWB pulse signal. Sr as sensed by the receiving antenna 150, filtered (filter 160) and amplified (170). Before being sampled, the reflected UWB pulse signal Sr is lowered by mixing with an RF signal supplied by a local RF oscillator 184 (which may also be the oscillator 125 of the pulse generator 120) under the control of the receiver. The control unit 110. The sampling of the ECAN 182 is clocked by a baseband clock 183 (which may be the clock 122 of the pulse generator 120) also under the control of the control unit 110. A digital signal Sn, corresponding to a UWB signal pulse picked up Sr, is then transmitted to the control unit 110 for processing. This control unit 110 advantageously comprises a correlator 111, in order to establish correlations between the digital signals iRn successively processed according to their delay, as described with reference to FIG. 2. The correlator 111 is coupled to a digital processing unit 112 to form a wear signature and determine a state of wear of the tire from the successive signatures. When the state of wear corresponds to a pre-established critical state, an alarm is triggered by the control unit 110 and transmitted by the antenna 140 or 31. The alert signal is transmitted to a suitable receiver integrated in the table. edge of the vehicle. This reception triggers a visual and / or audible alarm.
    [0012] Alternatively, the digital processing unit can be remotely distanced from the control unit, for example in the form of a central digital computer as described below, and the link between the correlator and this computer is then performed by RF signals or UWB signals via antennas able to transmit these signals. Such a remote architecture is adapted to form an onboard wear monitoring system for all the tires of a vehicle, the use of the central computer is thus advantageously mutualized. With reference to FIG. 5, the simplified diagram of an on-vehicle wear tracking system is illustrated. The system is illustrated by one of the wear tracking equipment 100 ', as integrated on each of the wheels, and a central digital computer 300 in communication with the set of equipment 100'. Each wear tracking equipment 100 'is simplified, compared with the previous equipment 100, in that the digital processing unit 112 is no longer in the equipment and is deported in a central digital computer 300 suitable for process the signals from all the wear monitoring equipment 100 '. Each wear tracking equipment 100 'is integrated in a wheel unit 200 mounted on each wheel of the vehicle (not shown) with its transmitting / receiving antenna of the UWB pulse signals 31. An RF signal communication antenna 210 is mounted at the output of each wheel unit 200 in connection with a transmitter 205. This antenna 210 transmits digitized pulse signals Sd and / or correlated pulse signals Sc supplied by the control unit of the equipment 100 ' , towards a receiving antenna 310 of the onboard central computer 300.
    [0013] In the on-board central computer 300, the digitized pulse signals Sd and / or the correlated signals Sc are first picked up by the reception antenna of the RF signals 310 in connection with an RF signal receiver 320, before being processed by the digital processing unit 112. The digital processing unit determines a state of wear of each tire from the successive correlations provided by the captured correlated pulse signals, as described above. Alternatively, the communication antennas 210 mounted at the output of the wheel units 200 are UWB signal antennas and are then advantageously constituted by the transmit / receive antennas of the UWB pulse signals 31 of the wear monitoring equipment 100 '. Communications are then carried out outside the transmissions / receptions of UWB signals used for wear determination. In the case where the vehicle is already equipped with a tire pressure monitoring system or TPMS system comprising wheel units of the wheel unit type 200 - equipped with a pressure sensor - in each wheel of the vehicle and an on-board central computer of the type of computer 300, each tire wear monitoring equipment 100 'is integrated into each existing wheel unit. The on-board computer of the TPMS system serves as an on-board central computer 300 and integrates the digital processing unit 112. In this case also, the critical wear warning signal is managed by the TPMS system which comprises a receiver integrated in the table. vehicle to trigger an alarm.
    [0014] The invention is not limited to the embodiments described and shown. For example, sampling times can be optimized based on the desired measurement resolution. In addition, measurement of the durations traveled by the pulses (and therefore the distances between the tread interfaces) can use different detection / correlation / threshold techniques. In particular, the pulse edge detection, the maximum value detection, correlation with a mask or a pulse signature in the broad sense (understood as a set of parameters characteristic of the pulse: average points in a range of given time, difference between maximum and minimum values, etc.). The duration between two pulses can be used as an optimization parameter depending on the tire structure (number of layers and dielectric property of each layer). It can be advantageously adjusted to several discrete values optimized according to the complex nature of the materials present in the tire. The positioning of the wear tracking equipment can be optimized so as to minimize the deformation of the reflected wave with respect to the incident wave, particularly for signature detections. The directivity of the antennas can also be optimized according to the choice of functions and the number of antennas: reception and / or reception of UWB and / or RF signals. In addition, the number of antennas and their respective positions depends on the use of impulse reflections on a direct propagation path or on oblique paths. In addition, the orientation of the antennas vis-à-vis the tread is also an optimization parameter to maximize the amplitude of the reflected pulse signals. To minimize interference with emissions from nearby tires or from a nearby vehicle, the signal may be transmitted by pulse coding with a known frame specific to each wheel. The code is arbitrarily chosen from a list of codes considered sufficient to minimize the probability of interference in the field. This code may for example encode the presence or absence of one or more pulses in windows of known transmission time. This code can be to reverse the pulse. Moreover, a random time can be introduced before the emission of each pulse to minimize interference and collisions with emissions from other nearby sensors. This random time can also be determined by the use of a pseudo-random code.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. A method of tracking the wear of a tread (10) of a vehicle tire (1) having an inner layer (11) having an inner interface (11a), an intermediate layer incorporating at least one armature interface metal (12, 13) and an outer rolling layer (14) having an internal sculpture bottom interface (14a) and a sculpted outer interface (14b), the tire being movable forming a contact footprint (1E) ) of the carved outer face (14b) on a roadway (2), the method being characterized in that it consists in emitting, from a source (31, 140, 210) arranged near the tire (1) at least one broadband incident pulse signal, referred to as UWB (II), in the direction of the outer layer (14) containing the impression (1E) of this tire (1) on the roadway (2) to be received ( 31, 150, 310) of the reflected pulses (iR1 to iR6) through the roll belt interfaces (11a, 12, 13, 14a, 14b) (10) as well as by the roadway (2), to be determined, from a wear signature formed by the relative delays presented by at least one reflected pulse (iR1 to iR6) with respect to the instant of emission (t0) of the incident pulse (II), a state of wear of the tire by comparison between said wear signature and an earlier wear signature of said tread (10), and to set off an alarm when the wear signature corresponds to a critical state of the tread (10) defined with respect to the pre-evaluated risk of adhesion loss of the impression (1E) of the tire (1) on the roadway (2). 20
    [0002]
    2. A wear tracking method according to claim 1, wherein the wear signature is defined from the relative delays presented by the reflected pulses (iR5, iR6) by the roadway (2) and / or by the interface external carved (14b).
    [0003]
    3. A method of wear monitoring according to the preceding claim, wherein the wear signature is also defined by the relative delays of the reflected pulses (iR4; iR2, iR3) by the internal sculpture bottom interface (14a). and / or by at least one metal armature interface (12, 13).
    [0004]
    A wear tracking method according to any one of the preceding claims, wherein the wear signature is regularly sampled and the successively sampled wear signatures are compared to determine a periodicity of emission of the signals. incident pulses (Se) according to the corresponding mileage.
    [0005]
    A wear tracking method according to any one of the preceding claims, wherein at least one additional step comprises: analyzing the relative delay presented by a reflected pulse (iR6) by the sculpted external interface (14b) in an area outside the footprint (1 E), and compare this delay relative to the relative delays of the wear signature; and / or - also analyzing tire load and pressure information provided by a dedicated detection, deriving relative delay corrections from the reflected pulses (iR1 to iR6) and modifying the wear signature accordingly.
    [0006]
    6. Equipment for monitoring the wear of a tire (100, 100 ') for implementing the method according to any one of the preceding claims, characterized in that it comprises a control unit (110) dedicated to the signal control and data processing, said control unit (110) being coupled to an ultra wideband or UWB pulse signal generator (120), itself coupled to a transmission antenna incident UWB pulses (140), and a UWB pulse receiving antenna (150) reflected on at least one tire tread interface (11a, 12, 13, 14a, 14b) and on the carriageway (2), the receiving antenna (150) being coupled to a pulse signal receiver (180) itself coupled to said control unit (110).
    [0007]
    7. Wear monitoring equipment according to the preceding claim, wherein the UWB transmit (140) and receive (150) transmit antennas form a single UWB transmit / receive pulse antenna (31). or two separate antennas, one transmitting (140) and one receiving (150).
    [0008]
    8. Wear monitoring equipment according to the preceding claim, wherein the antenna or antennas (140 150, 31) have unidirectional transmission means and directional reception. 25
    [0009]
    The wear monitoring equipment according to any one of claims 6 to 8, wherein a pulse amplifier (130) is arranged between the output of the pulse signal generator (120) and the input of UWB pulse transmitting antenna (140, 31), and a filter assembly (160) coupled to a low noise amplifier (170) is mounted between the UWB pulse receiving antenna output (150, 31) and the input of the pulse signal receiver (180).
    [0010]
    The wear monitoring equipment according to any one of claims 6 to 9, wherein: the UWB pulse signal generator (120) comprises a digital-to-analog converter or DAC (121) of a signal of start (s1) triggered by the control unit (110) and modulated via a baseband transmission clock (122), said converter (121) being coupled to a mixer (124) via a filter (123) so that the modulated and filtered start signal (Sa) carries a short pulse of a radio frequency signal or RF signal supplied by an RF oscillator (125) also under the control of the control unit (110), the duration of the signal of starting point being set so that the signal carried corresponds to a frequency spectrum of width at least equal to 25% of the value of the center frequency of this spectrum, before being amplified (130) and then transmitted by the transmitting antenna (140) as a UWB pulse signal; and - the UWB pulse signal receiver (180) comprises a mixer (181) coupled to a digital analog sampler / converter or ECAN (182), itself coupled to the control unit (110), for sampling a reflected UWB pulse signal from the receiving antenna (150, 31) and mixed, after filtering (160) and amplifying (170), with an RF signal provided by a local radio frequency oscillator (184) also under control in the control unit (110), the sampling is clocked by a baseband clock (183) under control of the control unit (110), to provide a digital UWB pulse signal (Sn) to the control unit (110) corresponding to the reflected UWB pulse signal (Sr).
    [0011]
    The wear monitoring equipment according to any one of claims 6 to 10, wherein the control unit (110) may advantageously comprise a correlator (111) for correlating the digital UWB pulse signals (Sn). ) provided by the ECAN sampler / converter (182) and thereby form a wear signature, which correlator (111) is coupled to a digital processing unit (112) for determining a state of wear of the tire from the signatures successive.
    [0012]
    The wear tracking equipment according to any one of claims 6 to 10, wherein the digital processing unit (112) is remote from the control unit (110) to form a centralized computer in a tire wear monitoring system of a vehicle, and the connection between the correlator (111) and the computer is then performed by RF or UWB signals via antennas able to transmit such signals.
    [0013]
    13. On-board wheel tire wear monitoring system of a vehicle, consisting of wear monitoring equipment according to any one of claims 6 to 12, characterized in that each equipment (100 ') comprises a generator (120), a UWB pulse signal receiver (180), a UWB transmit / receive pulse antenna (31), and a control unit (110) incorporating a correlator (111), in that it comprises a central digital calculator (300) integrating a processing unit (112), in that each piece of equipment (100 ') is able to be integrated in a wheel unit (200) mounted on each wheel of the vehicle, in that an RF or UWB signal antenna (205, 210) mounted at the output of each wheel unit (200) transmits the correlated UWB pulse signals, these signals being able to be received by the central digital computer (300) on board the vehicle , and in that this central digital calculator (300) is connected to an antenna d receiving RF or UWB signals (310, 320) to determine a wear state of each tire from successive correlations transmitted by the antennas of the wheel units (200) to the processing unit (112).
    [0014]
    14. On-board wear tracking system according to the preceding claim, wherein the output antenna (210) of each wheel unit is the transmitting / receiving antenna (31) UWB pulse signals.
    [0015]
    In-vehicle wear tracking system according to one of claims 13 or 14, wherein the vehicle is equipped with a TPMS tire pressure monitoring system comprising wheel units (200) equipped with a pressure sensor in each wheel of the vehicle and an onboard central computer, a tire wear determining equipment (100 ') is integrated in each wheel unit and the onboard computer of the TPMS system acts as a central digital computer (300 ).
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    同族专利:
    公开号 | 公开日
    CN106457926A|2017-02-22|
    WO2015158430A1|2015-10-22|
    FR3020019B1|2017-12-08|
    CN106457926B|2019-05-14|
    US10286735B2|2019-05-14|
    US20170096036A1|2017-04-06|
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    法律状态:
    2016-04-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-04-19| PLFP| Fee payment|Year of fee payment: 4 |
    2018-04-20| PLFP| Fee payment|Year of fee payment: 5 |
    2019-04-18| PLFP| Fee payment|Year of fee payment: 6 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 7 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1453561A|FR3020019B1|2014-04-18|2014-04-18|METHOD AND EQUIPMENT FOR MONITORING PNEUMATIC WEAR AND VEHICLE WEAR FOLLOWING SYSTEM|FR1453561A| FR3020019B1|2014-04-18|2014-04-18|METHOD AND EQUIPMENT FOR MONITORING PNEUMATIC WEAR AND VEHICLE WEAR FOLLOWING SYSTEM|
    US15/127,178| US10286735B2|2014-04-18|2015-04-15|Method and equipment for monitoring tyre wear, and vehicle on-board wear-monitoring system|
    PCT/EP2015/000789| WO2015158430A1|2014-04-18|2015-04-15|Method and equipment for monitoring tyre wear, and vehicle on-board wear-monitoring system|
    CN201580020235.XA| CN106457926B|2014-04-18|2015-04-15|The abrasion tracking system for tracking the method and apparatus of tire wear and being loaded on vehicle|
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