• 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 invention relates to a method for detecting the state of underinflation of a tire installed on a vehicle, the method comprising the following steps: the step of determining a first contact area measurement of a first tire installed on the vehicle, - the step of determining a second measurement of the contact area of a second tire installed on the vehicle, - the step of comparing the first and second measurement of contact area and of deduce an under-inflation situation if the difference between the two measurements is greater than a predetermined warning threshold.
    公开号:FR3030374A1
    申请号:FR1462592
    申请日:2014-12-17
    公开日:2016-06-24
    发明作者:Thomas Ledoux；Denis Martin；Guillaume Heredia；Alexandre Pernot
    申请人:Michelin Recherche et Technique SA Switzerland ；Compagnie Generale des Etablissements Michelin SCA；Michelin Recherche et Technique SA France；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION [0002] The present invention relates to a system for detecting and alerting under-inflation of a vehicle tire.  More particularly, the present invention relates to an external system, that is to say not embedded in the vehicle.  By "underinflation" means a situation in which the pressure of the tire is less than a recommended pressure, for example depending on the characteristics of the tire, the characteristics of the vehicle or the activity of the vehicle.  In the remainder of the description, the terms "underinflation" or "underpressure" will be used interchangeably.  To monitor the inflation pressure of the tires of a motor vehicle, it is conventionally known systems installed directly on the wheels of vehicles, which determine the pressure by means of a pressure sensor and which then send the information by radio frequency up to the central electronics of the vehicle.  The driver is alerted, under pressure, by a light installed on the dashboard of the vehicle.  Disembarked systems are also known for measuring tire contact pressure at ground level and estimating from this measurement, the inflation pressure of said tire.  Finally, manual pressure gauges are known, which allow a verification of the pressure level of the tires by a simple temporary connection of these devices at the level of the tire inflation valve of the vehicle.  The present invention aims to provide a system, in particular for use by vehicle fleet managers, and which can be part of a more comprehensive system for diagnosing the state of a vehicle and its tires.  However, none of the known systems allows, in the state, a cross-check with other information about the vehicle whose tire pressure.  Thus, the object of the present invention is to provide a method and a system for detecting and alerting under pressure of a tire of a vehicle P10-3513_FR - 2 - which is ergonomic to the times for a vehicle driver and for a fleet manager.  BRIEF DESCRIPTION OF THE INVENTION Thus, the invention relates to a method for detecting the state of underinflation of a tire installed on a vehicle, the method comprising the following steps: the step of determining a first tire installed on the vehicle, contact area measurement of a first - the step of determining a second contact area measurement of a second tire installed on the vehicle, - the step of comparing the first and second second measurement of contact area and to deduce an under-inflation situation if the difference between the two measurements is greater than a predetermined warning threshold.  Thus, a difference in inflation pressure between two tires of the same axle is detected as soon as the length, or surface, of the contact area of one of the tires is less than the length or surface area of the tire. tire contact located at the other end of said axle.  However, it has been found that in certain situations, it is possible that this difference in length and / or surface is due to a poor distribution of the load transported by the vehicle.  In this case, the length or surface area of contact of a tire can be increased by a pure loading effect, without under pressure of said tire.  To remedy this and avoid false detection, in a preferred embodiment, the method comprises the step of applying a correction factor on the first and / or second measurement before the comparison step.  This corrective factor is, for example, a multiplier of less than one, applied to the highest contact length.  It has also been found that under pressure of a tire on a semitrailer axle can result in an increase in the length and the area of the contact area of said tire P10-3513_EN - 3 - but also induce variations in the lengths and surfaces of the tires located on the other axles of the semi-trailer.  This phenomenon is all the more pronounced as the under pressure of the tire under inflated is important.  In this case, it may be useful to improve the analysis of the lengths and surfaces of the contact area of the tires present on the trailer to identify the tire being, most likely, in a situation of poor performance. inflation, and thus avoid false alarms to the user of the vehicle.  Thus, in a preferred embodiment, the first is the average lengths, or surfaces, of contact areas of the tires located on each side of the semitrailer; and in a second step, comparing the two values obtained, looking for the highest value, to determine which side of the semi-trailer is located a possible tire under inflated.  Once identified the side of the semi-trailer for which a tire under inflation is most likely, comparing the lengths or surfaces of contact areas of the tires located on said side.  The tire for which the situation of under inflation is most likely is then the one with the length or surface area of the highest contact area.  As in the previous cases, it is possible to apply a correction factor to the lengths or surfaces of the contact area during this final comparison, in order to avoid possible false detections.  It has also been found that under pressure of a tire on an axle equipped with twin tires may result in an increase in the length and the surface of the contact area of said tire but also induce variations in tire lengths and surfaces on tires of the same axle.  This phenomenon is all the more pronounced as the under pressure of the tire under inflated is important.  For this purpose, the invention also relates to a method intended to be applied to a vehicle comprising at least one axle with the first and second tires 30 paired on a first side of the vehicle and a third and fourth tires P10-3513_EN 3 03 03 74 - 4 - twinned on the second side of the vehicle.  The method comprises, in addition to the steps previously described, the following steps: the step of determining a third and fourth contact area measurement of the third and fourth tires, the step of calculating a first and a second average of the measurements of tire contact area located respectively on the first and second side of the vehicle, the step of comparing the first and the second average to determine a side of the vehicle with a tire under-inflation.  The invention also relates to a method intended to be applied to a vehicle comprising at least a third and fourth tire mounted on at least one additional axle without twinned tires, the method also comprising the following steps: the step of determine the totality of the contact area measurement of all the tires mounted on the unmatched axles, the step of calculating a first and a second average of the tire contact area measurements located respectively on the first and second tires; second side of the vehicle, the step of comparing the first and the second average to determine a side of the vehicle having a tire under-inflation.  In another embodiment, the method comprises the step of sending an alert signal to the driver of the vehicle and / or to a remote server.  Preferably, the step of alerting the conductor is implemented after several successive detections of an under-inflation situation on the same tire.  Indeed, it has been found that on certain vehicles, especially those carrying cargo, and therefore significant weight loadings, it is quite possible that differences in lengths or surfaces of contact areas appear given an unbalanced mass distribution in said vehicle.  It is therefore useful to take into account this potential source of error before alerting the driver.  In one example, several measurements are taken at different times in order to have readings taken under different loading conditions.  If these various measurements all result in detecting a potential under pressure on the same tire then the probability of having detected a real under pressure increases and it becomes possible to alert the driver.  Preferably, the alert threshold is determined according to an activity of the vehicle, for example its type of loading, and / or the tire mounting, and / or the position of the tire on said vehicle.  As in the previous cases, it is also possible to apply a correction factor to the averages of the lengths or contact area surfaces calculated on either side of the axle equipped with twinned tires, before comparing them .  This also avoids false detections which could be due to unbalanced loading of the vehicle.  This corrective factor is, for example, a multiplier coefficient of less than one, applied to the average of the greatest lengths or surface area of contact.  In a particular embodiment, a method according to the invention comprises the step of comparing the measurement of the contact area of a tire of a vehicle with the average of the contact area measurements of the other tires. of the vehicle.  In this case, the method comprises the step of alerting the driver if the measurement of the contact area of a tire is greater than or equal to, for example, twenty-five percent of the average of the other measurements of contact of tires of the same vehicle.  In practice, this percentage, which is a safety factor to avoid the sending of false alerts, may be adapted depending on the type of vehicle and the type of activity for which it is used.  For example, in the case of trailers or semi-trailers, it is well known that the activities of courier and mail transport are activities in which the freight is light and distributed in a balanced way within said trailers or semi-trailers.  In this case, this percentage may be lower than the twenty-five percent mentioned above.  Conversely, the activities of heavy equipment, for example the transport of machine tools, can lead to unbalanced mass distributions between the front and the rear of a semi-trailer or between the left and right sides of the tractor. said semi-trailer.  In this case, this percentage may be higher than the twenty-five percent mentioned above.  In general, whatever the method of detecting a situation of pressure under an object of the invention, it is possible to apply a corrective factor to each of the measurements of contact area, or to each of the averages calculated in FIG. from these contact area measurements, or to each calculation result from the tire contact area measurements of the vehicle before making a comparison.  This makes it possible to avoid any false detection of the pressurized situation.  The coefficient to be applied can be set beforehand according to the type of vehicle, the type of axle and / or the position of each tire of said vehicle for which a contact area is measured in order to detect any situation of under pressure.  To this end, in a preferred embodiment, a method according to the invention is implemented using a system for evaluating the contact area of a vehicle, the system comprising: a system for evaluating the state of a tire comprising a box placed on the ground, means for determining at least a transit time of the vehicle on a point of passage of the case of the evaluation system, and means for calculating, as a function of the passage time of the vehicle and the speed of the vehicle, at least one length of local contact area of at least one tire of the vehicle.  Preferably, the system for evaluating the state of a tire is a wear measurement system comprising a housing placed on the ground in which are advantageously installed: a wear detection device; a tire, a device for detecting the presence of a tire on the housing, and electronic means for activating the wear detection device when detecting the presence of a tire.  The wear detection device preferably implements a sensor placed inside the housing, near a face of the housing intended to be in contact with the surface of the tire, and capable of measuring the distance which separates said sensor from the metal reinforcements constituting the tire.  The sensor comprises for example a static or alternating magnetic field source and an adjacent sensitive element, the source being a coil or a permanent magnet and the sensitive element a sensor whose output signal can, for example, be function the level of the local magnetic field.  In this case, the sensing element is positioned so that the intensity of the magnetic field varies as the distance decreases.  The sensitive element is preferably selected from the group of Hall effect or magnetoresistive sensors.  In another example, the sensor may be an eddy current sensor.  P10-3513_FR -7- 100341 Preferably, the evaluation system of the contact area is such that the means for measuring a transit time of the vehicle on a passage point of the case of said evaluation system comprise a line of sensors installed perpendicularly to the driving direction of the vehicle on the housing.  The sensors used for this purpose are, for example the sensors of a wear measuring device, as previously explained.  Preferably, the evaluation system of the contact area comprises means for calculating the speed of the vehicle.  For example, the speed is calculated as a function of the passage time of the vehicle on the case of the evaluation system of the state of a tire, and dimensional data of the housing and / or the vehicle.  In a particular embodiment, the evaluation system of the contact area comprises means for storing the dimensional data of the box useful for calculating the speed.  These dimensional data include, but are not limited to, the distances between different elements incorporated in the housing, for example piezoelectric sensors, piezoelectric cables, or electrodes coated with piezoelectric paint.  By "distance" is meant here the distance between the respective projections of the elements on the same plane, parallel to the ground on which rolls the vehicle whose speed is calculated.  In a particular embodiment, the evaluation system of the contact area uses identification means of the vehicle, useful for calculating the speed.  These means are, for example, an RFID reader, integrated in or on the housing, or nearby.  Such a reader can read the identifier of an integrated RFID chip in one or more tires of the vehicle or affixed to the chassis of said vehicle.  This RFID chip reader is preferably linked by telecommunications means to a remote database making it possible to establish a link between an RFID chip and a tire and / or a vehicle.  In this way, it is possible to exchange dimensional and qualitative information about the identified vehicle with said remote database.  The dimensional information includes, for example, the size of the tires, the wheelbase, the front track or the rear track of the vehicle.  P10-3513_EN -8- 100401 The qualitative information includes, for example, the type of vehicle, the use made of it and, more broadly, any type of information allowing to determine which corrective factor must be applied to each contact area, to each average or at each calculation result from contact area measurements obtained from the Contact Area Assessment System.  In a particular embodiment, the evaluation system of the contact area implements the device for detecting the presence of a tire belonging to the system for evaluating the state of a tire, in order to allow the calculation of the speed.  Said device for detecting the presence of a tire comprises at least one element included in the group comprising: a ferroelectret type sensor (PP, CYTOP, etc.), an organic piezoelectric sensor, a cable and / or piezoelectric fiber, a transducer piezoelectric, a piezoelectric bimetallic strip or a sensor made in the form of an inorganic piezoelectric composite applied to a support.  The piezoelectric composite may, for example, be a paint supplemented with barium titanate, an oxide known for its ferroelectric properties.  Any other element having ferroelectric properties, such as for example and non-exhaustively, TGS, PZT, BST, KNbO3, LiNbO 3, LiTaO 3, could be used as an additive to a conventional paint to form a usable piezoelectric composite. in the context of the present device In another particular embodiment, the tire presence detection device comprises at least one element included in the group comprising: an accelerometer, an omnidirectional tilt or vibration sensor (for example of the type SQ-SEN-200 from the company SignalQuest), or a strain gauge glued to a point of the structure of the case.  Preferably, the system further comprises means for determining several local contact area lengths for each tire of the vehicle, each length of local contact area being determined as a function of the time of passage of the tire on a tire. sensor line sensor.  Preferably, the system comprises means for reconstituting the tire contact area shape as a function of the local contact area lengths of said tire.  P10-3513_EN -9- 100451 In one example, these reconstitution means comprise means for transmitting local contact lengths to a remote server.  In another example, these reconstitution means furthermore comprise means allowing the temporal registration of the local contact area lengths relative to each other, as a function of a temporal offset introduced at the time of the determination of the corresponding passage times at each length of local contact area.  DETAILED DESCRIPTION OF THE INVENTION Other advantages and embodiments of the invention will become apparent with the detailed description of the figures, made in a non-limiting manner, in particular - FIGS. 1a, 1b, 1c and 1d, which show an exemplary system. for evaluating the contact area of a tire, allowing the implementation of a method according to the invention, FIGS. 2a and 2b show an example of application of a method according to the invention for a vehicle 3a to 3d an example of application of a method according to the invention for a heavy vehicle.  The evaluation system of the contact area of a tire shown in Figures la and lb consists of: - a housing 10 consisting of two access ramps 15 and a measuring zone of horizontal wear located between the two access ramps 15.  - Two tire presence detection devices each consisting of three piezoelectric sensors 110, positioned along a line transverse to the direction of travel of a vehicle arriving on the housing.  In this example, the piezoelectric sensors are buzzers stuck on the structure of the housing 10.  - A line of wear measurement sensors 100 positioned along a line transverse to the direction of travel of the vehicle arriving on the housing 10.  These wear measuring sensors can be indifferently variable reluctance sensors, or eddy current sensors.  Alternatively, these electromagnetic wear sensors can also be replaced by optical sensors applying the principle of laser triangulation.  a processing electronics 140 to which the wear measurement sensors 100 and the tire presence detection sensors 110 are connected.  In this example, the processing electronics 140 also contains an RFID reader for reading the RFID chips integrated in the tires or stuck on the vehicle, the wear of the tires and the speed of which are measured, and the contact areas of the tires. pneumatic tires are evaluated.  During the passage of a tire 20 on the housing 10 of the wear measuring system, the presence of the tire is first detected by a first tire presence detection sensor line, then, when the pneumatic leaves the housing 10 of the wear measuring system, its presence is detected by a second line of tire presence detection sensors.  Since the distance between the two tire presence detection devices is known, it is then possible to calculate the tire speed by a very simple formula: Average speed = d / t0 [0050] In this formula, the distance d is the distance separating the two transverse lines of pneumatic presence detection sensors 110, and the time t0 is the time elapsed between the detection of the tire by the first tire presence detection sensor and the detection by the second presence detection sensor of the tire. pneumatic.  The figure shows, in continuous and discontinuous lines, two examples of signals taken at the output of two sensors 100 for measuring the wear during the passage of a tire to the vertical of said measuring sensors of the 100 wear.  The speed of the tire being known, it is then very easy to measure the local length of the contact air of the tire, vertically to the wear sensor considered.  In the case of the sensor whose output signal is shown in solid lines, the formula to be applied is: [0052] Local ADC Length = Average Speed * t = d * t / t0 [0053] In this formula, the value of time t, is measured by means of the processing electronics 140 which is, for example, provided with a threshold detection.  The time t is then the time elapsing between the first threshold crossing 40 by the output signal of the wear measurement sensor considered, and the second threshold crossing 50 by the output signal of the measurement sensor of the wear considered.  P10-3513_EN [0054] As indicated above, in this example is used a wear measurement sensor line 100, installed perpendicularly to the direction of running of the vehicle, to measure the wear of the tires during the passage of a vehicle.  The sensors components of this line of wear measuring sensors 100 advantageously being sufficiently close to each other, it is possible to carry out several wear measurements in the width of the contact area.  For example, in the case of a tread 20 centimeters wide, if the sensors are arranged every two centimeters along a line transverse to the rolling direction of the tire, at least nine sensors will be able to achieve a wear measurement in the width of said tire.  In this case, nine measures of local length of contact area can be made as described above.  Once the local contact area length measurements are made, they are for example transmitted to a remote server using transmission means, for example by radio frequency, integrated with the processing electronics 140.  It is then possible to use means for reconstructing the shape of the contact area and exploiting this form, for example by displaying it on a website intended for a fleet manager of vehicles.  [0058] FIG. 1d shows an example of a contact area 60 reconstituted by this method.  In this example, the tire concerned has a sufficiently wide tread to allow the realization of five local length measurements of the contact area in the width of the contact area of said tire.  In this example, the lengths d1, d2, d3, d4 and d5 are the local contact area lengths measured using the wear sensors, as described in FIGS. 1a and 1b.  When the arrival of a tire on the system described in Figures 1a and 1b, the output signals of the sensors 100 useful for the measurement of wear, because arranged facing the contact area of the tire , will not all simultaneously cross the threshold 40 marked in Figure lc.  This time shift t1 is illustrated in FIG. 1c between the two output signals 30.  P10-3513_EN - 12 - [0061] Likewise, these output signals 30 will not cross simultaneously the threshold 50 indicated in FIG. 1c.  In the case shown in FIG. 1c, there is a time t 2 which flows between the two threshold crossings 50.  This is explained by the shape of the contact area of the tires, which is not always a perfect rectangle, but may, for example, have a more rounded shape, for example in its part before 65 and in its rear portion 66, as shown in the drawing of Figure ld.  In this case, for the reconstruction of the contact area, it is useful to take account of these time shifts t1 and t2 between all the output signals of the wear sensors, so that the actual shape of the the contact area can be represented correctly as is the case in Figure ld.  In Fig. 1d, the local contact area lengths d5 and d4 correspond to the output signals 30 shown in Fig. 1c.  The dashed line curve 30 corresponds to the local contact area length d4 and the dashed line curve 30 corresponds to the local contact area length d5.  To illustrate the effect of the time offsets t1 and t2 of FIG. 1c on the geometry of the contact area 60, the offsets t1 and t2 of FIG. 1c are shown in FIG. 1d.  FIGS. 2a and 2b show the result of measurements of lengths and forms of contact area obtained when a passenger vehicle 11 equipped with two axles 300 and 400 passes over a wear measurement system 200 having the same functionalities as the system 10described in Figures la and lb.  In the case of Figures 2a and 2b, the tire 500 located at the left end of the axle 300 is under pressure.  The tire 700, located at the other end of the axle 300 is inflated at nominal pressure. FIG. 2b shows respectively the contact area shapes 550, 650, 750 and 850 of the tires 500, 600, 700 and 800.  In this example, the length L1 of the contact area 550 of the tire 500 is greater than the length L2 of the contact area 750 of the tire 700.  In this example, it is possible to detect the under inflation by comparison of lengths of contact area L1 and L2.  Alternatively, one can also compare the surface S1 of the contact area 550 with the surface S2 of the contact area 750.  P10-3513_EN - 13 - [0069] In the case of FIGS. 2a and 2b, in order to avoid the rise of false alarms, the user will preferably be signaled under probable pressure of the tire 500 if the product of Si by a coefficient x, is greater than or equal to S2 or if the product of Li by a coefficient y, is greater than or equal to L2.  In these formulas, x and y are coefficients that are preferentially less than one, the value of which may advantageously be fixed according to the type of vehicle or its use.  In the case where the tire 700 is under inflated, then it would reverse the previous formulas and alert the driver if the product of S2 by a coefficient x, is greater than or equal to Si or the product of L2 by a coefficient y, is greater than or equal to Li.  To detect a high pressure of a tire located on the rear axle 400 of the passenger vehicle 11, a comparison will be made of the lengths, or surfaces, of the contact areas of the tires 600 and 800 located on either side. other than axle 400.  FIGS. 3a, 3b, 3c and 3d show the result of measurements of contact area length obtained when a convoy constituted by a tractor 12 and a trailer 13 passes over a measurement system of the wear 200 as described in Figures 2a.  In these examples, the tractor 12 consists of a front axle 401 and a rear axle 501 and the semitrailer 13 consists of a group of three axles 601.  In addition, the rear axle 501 of the tractor 12 is provided with two tires "twinned" at each of its ends.  In the examples of FIGS. 3a 3b, 3c and 3d, various tire under-inflation situations are illustrated: FIG. 3b shows the result of measurement of contact area lengths when the tire 621 of the central axle 620 of the semitrailer 13 is under-inflated.  FIG. 3c shows the result of measurements of contact area lengths when the tire 410 of the axle 401 of the tractor 12 is under-inflated.  FIG. 3d shows the result of measurements of contact area lengths when the tire 510 of the axle 501 of the tractor 12 is under-inflated.  In the case of Figure 3b, the tire 621 located at the right end of the axle 620 of the semitrailer 13 is under pressure.  This under pressure can be detected by simple comparison of the lengths, or surface, of contact area of the tires located on either side of the same axle.  Thus, in this example and as a first approximation, it suffices, for example, to compare the lengths L6 and L9 of the contact areas of the tires 621 and 623 in order to detect the probable pressure of the tire 621.  In the case of the example illustrated in Figure 3b, if we calculate the average value of contact area lengths on the right side of the trailer, we will get a higher value than in the case where the same calculation would be made for the left side of the semi-trailer because the tire 621 is located on the right side of said semi-trailer.  In a second step, on the side having the mean value of the highest contact area length, it is possible to determine which tire is the least inflated by selecting the one for which the value of length, or surface, of contact area is the highest.  A final, simpler method is to directly select the less inflated tire by looking for the value of length, or surface, of the highest contact area among all the tires of the semi-trailer.  In any event, these tires being used on a semi-trailer used to transport cargo, the lengths or surfaces of contact area of the tires positioned on the axles 610, 620 and 630 are sensitive to the distribution of masses in said semi-trailer.  To overcome this problem, we can decide to alert the driver only when the comparison of the lengths of contact area of the tires located on either side of the axle leads to a difference greater than x%, the coefficient x being fixed taking into account the type of freight transported with the vehicle concerned.  For example, in the case of tank conveyance, it is not possible to have a poor load distribution between the right and left of the semitrailer.  In this case, the coefficient x may be lower than in situations where a bad load distribution between the left and the right is possible.  In the case of Figure 3c, the tire 410 located on the right side of the axle 401 of the tractor 12c is under pressure.  This under pressure can be detected by simple comparison of the lengths, or surface, of contact area of the tires located on either side of said axle 401.  In the case of tractor front axles, most of the mass resting on these axles comes from the engine which is located vertically said axles.  Thus, the part of the load transported, influencing the length or surface area of contact of the tires of these axles is very low in front of the mass of the tractor itself, and there emerges a greater proportion of it. pressure evaluation by length comparison or contact area surface.  Thus, in this example, It will be possible to alert the driver, as soon as a small difference will appear between the lengths L11 and L12, or corresponding surfaces, of contact areas of the two tires 410 and 413 of the 401 axle.  By comparison with the example of Figure 3b, the percentage "safety factor" to prevent the sending of false alerts could be set at ten percent.  Thus, as soon as the length, or surface, of contact area of one of the tires exceeds by ten percent the length, or surface, of contact area of the second tire of the axle, an alert would be sent to the driver himself. asking to check the pressure of his tires.  In the case of Figure 3d, only the tire 510 located on the right side of the axle 501 of the tractor is under pressure.  In the case of twinned tires, the increase in length or surface area of contact resulting from under pressure on one of the paired tires will be distributed between the two tires on the side concerned by the under pressure.  Thus, even if a single tire 510 is under pressure, it is the length, and surface area of contact of the tires 510 and 511 which will evolve upwards, to a length L13, such as the shows figure 3d.  The sensitivity to a possible pressure of a tire is therefore much lower than when the axle is equipped with a single tire.  In this case, it is beneficial to perform the analysis from measurements of lengths and contact area surfaces obtained in high load condition on said paired axle.  In this way, the increase in length or surface area of contact will be more sensitive and it will become possible to alert the driver with a risk of false alarm less important.  As in the previous cases, a poor load distribution effect between the left and the right of the trailer hitched to the tractor whose drive axle is the subject of an analysis of length or surface area contact, may alter the conclusion and lead to a false alarm.  To overcome this problem, we can, as in the previous cases, decide to alert the driver only when the comparison of the lengths of the contact area of the tires located on either side of the axle leads to a difference greater than x%, the coefficient x being fixed taking into account the type of freight transported by the vehicle concerned.  P10-3513_EN - 16 - [0091] For example, in the case of tank conveyance, it is not possible to have a bad load distribution between the right and the left of the convoy.  In this case, the coefficient x may be lower than the situations for which a bad distribution of load between the left and the right is possible.
    [0002] P10-3513_FR
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. A method of detecting the state of underinflation of a tire installed on a vehicle, the method comprising the following steps: - the step of determining a first measurement of the contact area of a first tire installed on the vehicle the step of determining a second measurement of the contact area of a second tire installed on the vehicle; the step of comparing the first and second contact area measurements and deriving a situation therefrom; deflating if the difference between the two measurements is greater than a predetermined warning threshold.
    [0002]
    The detection method according to claim 1, wherein the contact area measurement is a contact area length measurement, and / or a contact area area measurement.
    [0003]
    3. The detection method as claimed in one of the preceding claims, intended to be applied to a vehicle comprising at least one axle with a first and second pair of tires on a first side of the vehicle and a third and fourth pair of tires on the second side. of the vehicle, the method further comprising the steps of: - the step of determining a third and fourth contact area measurement of the third and fourth tires, - the step of calculating a first and a second average of the measurements of contact area of the tires respectively located on the first and second side of the vehicle, - the step of comparing the first and the second average to determine a side of the vehicle having a tire under-inflation.
    [0004]
    4. The detection method according to claim 3, further comprising the step of comparing the contact area measurements of the tires located on the predetermined vehicle side to determine the tire under-inflation. P10-3513_EN- 18 -
    [0005]
    5. The detection method according to one of claims 1 or 2, intended to be applied to a vehicle comprising at least a third and fourth tire mounted on at least one additional axle without twin tires, the method further comprising the following steps: the step of determining the totality of the contact area measurements of all the tires mounted on the unmatched axles, the step of calculating a first and a second average of the measurements of the contact area of the tires located respectively on the first and second side of the vehicle, - the step of comparing the first and the second average to determine a side of the vehicle with a tire under-inflation.
    [0006]
    The detection method according to claim 5, further comprising the step of comparing the contact area measurements of the tires located on the predetermined vehicle side to determine the tire under-inflation.
    [0007]
    7. Detection method according to one of the preceding claims, comprising the step of applying a corrective factor to at least one measurement or at least one average before the comparison step.
    [0008]
    8. The detection method according to claim 7, wherein the corrective factor is determined according to an activity of the vehicle, for example its type of loading.
    [0009]
    9. The detection method according to claim 7 or 8, wherein the corrective factor is determined according to the tire mounting.
    [0010]
    10. The detection method according to one of claims 7 to 9, wherein the corrective factor is determined according to the position of the tire on the vehicle.
    [0011]
    11. The detection method according to one of the preceding claims, comprising the step of sending an alert signal to the driver of the vehicle and / or to a remote server.
    [0012]
    12. The detection method according to claim 11, wherein the step of alerting the conductor is implemented after several successive detection of an under-inflation situation. P10-3513_FR
    类似技术:
    公开号 | 公开日 | 专利标题
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    同族专利:
    公开号 | 公开日
    JP2018508748A|2018-03-29|
    FR3030374B1|2017-01-13|
    WO2016096664A1|2016-06-23|
    US20170350781A1|2017-12-07|
    CN107438757A|2017-12-05|
    US10591376B2|2020-03-17|
    EP3233540A1|2017-10-25|
    EP3233540B1|2019-02-06|
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    FR3009075B1|2013-07-26|2016-09-09|Michelin & Cie|SYSTEM FOR MEASURING THE THICKNESS OF A GUM LAYER OF A TIRE|
    FR3009076B1|2013-07-26|2017-03-31|Michelin & Cie|SYSTEM FOR MEASURING THE THICKNESS OF A GUM LAYER OF A TIRE|
    FR3020680B1|2014-05-02|2017-11-24|Michelin & Cie|SYSTEM FOR EVALUATING THE CONDITION OF A TIRE|
    FR3029878B1|2014-12-16|2017-01-13|Michelin & Cie|METHOD FOR PREDICTING THE SPEED OF A DRIVER AT THE STEERING WHEEL OF A VEHICLE|
    FR3030759B1|2014-12-17|2017-01-13|Michelin & Cie|SYSTEM FOR EVALUATING THE SPEED OF A TIRE|
    FR3030744A1|2014-12-17|2016-06-24|Michelin & Cie|SYSTEM FOR EVALUATING THE CONDITION OF A TIRE|
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-24| PLSC| Search report ready|Effective date: 20160624 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 4 |
    2019-09-27| ST| Notification of lapse|Effective date: 20190906 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1462592A|FR3030374B1|2014-12-17|2014-12-17|METHOD FOR DETECTING AND WARNING OF THE UNDER-INFLATION CONDITION OF A TIRE|FR1462592A| FR3030374B1|2014-12-17|2014-12-17|METHOD FOR DETECTING AND WARNING OF THE UNDER-INFLATION CONDITION OF A TIRE|
    US15/535,150| US10591376B2|2014-12-17|2015-12-11|Method for detecting and signalling the under-inflation state of a tire|
    EP15808231.3A| EP3233540B1|2014-12-17|2015-12-11|Method for detecting and alarming an under-inflated tire|
    CN201580069047.6A| CN107438757A|2014-12-17|2015-12-11|For the method for the under-inflation state for detecting and sending signal prompt tire|
    JP2017533265A| JP2018508748A|2014-12-17|2015-12-11|Method for detection and signal transmission of tire underinflation condition|
    PCT/EP2015/079458| WO2016096664A1|2014-12-17|2015-12-11|Method for detecting and signalling the under-inflation state of a tyre|
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