TECHNICAL FIELD

[0001] The present subject matter relates, in general, to the monitoring of a tyre and, particularly but not exclusively, to load determination on the tyre in dynamic condition.

BACKGROUND

[0002] A tyre supports the wheel of a vehicle to carry the weight of the vehicle.

The weight of the vehicle may include the weight of structure and components of the vehicle, weight of passengers in the vehicle, and weight of luggage in the vehicle. Further, the weight of the vehicle exerts a load on the tyre. Different tyres are designed with different load capacity. Therefore, ensuring that the load exerted on a tyre is within the load capacity for which it is designed, is significant for the health of the tyre and performance of the vehicle.

BRIEF DESCRIPTION OF DRAWINGS

[0003] The detailed description is described with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the drawings to reference like features and components.

[0004] Fig. 1(a) illustrate a schematic representation of an automated environment for load determination on a tyre, in accordance with an implementation of the present subject matter.

[0005] Fig. 1(b) illustrates a schematic representation of the automated load detection system for determination of load on the tyre, in accordance with another implementation of the present subject matter.

[0006] Fig. 1(c) illustrates a schematic representation of a tyre with load, in accordance with an implementation of the present subject matter.

[0007] Fig. 1(d) illustrates schematic representations of an exemplary implementation of the tyre with load in accordance with the present subject matter. [0008] Fig. 1(e) illustrates schematic representations of sensor assembly configuration in the tyre, in accordance with an example of the present subject matter.

[0009] Fig. 2 discloses systematic steps performed for determination of load on the tyre, in accordance with an implementation of the present subject matter.

DETAILED DESCRIPTION

[0010] The present subject matter relates to the determination of load on a tyre of a vehicle. As mentioned earlier, a tyre supports the load of a vehicle. Tyres are designed to operate at predefined operational parameters, such as load, temperature and pressure. Change in operational parameters beyond defined limits can cause wear and tear of the tire, and sometimes, may also cause the sudden collapse of the tyre. For example, an increase in load on the tyre beyond a defined limit may cause a tyre to burst. Similarly, high tyre pressure and temperature of the tyre may also cause irregularities in the tyre. Thus, changes in operating parameters of the tyre, beyond defined limits may cause degradation of the tyre.

[0011] Therefore, for the safe operation of a tyre, the operational parameters of the tyre should be maintained within defined limits. While such operational parameters are generally checked from time to time, changes may also occur in the value of these operational parameters during operation of the vehicle. For example, during continuous use of the tyre, the temperature and pressure of the tyre may increase. Similarly, with increased load on the tyre, the pressure and temperature of the tyre may increase. Therefore, continuous monitoring of operational parameters would allow for the safe operation of the tyre.

[0012] According to an example implementation of the present subject matter, techniques for determination of load on a tyre of a vehicle are described. The techniques described in the present subject matter determine the load on the tyre in real-time and do not require manual intervention for such determination. In an example of the present subject matter, an automated load detection system may be coupled to the tyre. Further, a sensor assembly may be coupled to the tyre and communicatively be coupled to the automated load detection system. The automated load detection system may receive location data of the sensor assembly. In an example, the sensor assembly may revolve about centre of the tyre along with the revolution of the tyre. Based on the location data received, the automated load detection system may ascertain the presence of the sensor assembly in a contact patch of the tyre. The contact patch may be understood as a portion of the tyre in contact with a surface, while the vehicle is in motion.

[0013] In an implementation, the sensor assembly may collect sensor data corresponding to parameters of the contact patch, when the sensor assembly is in the contact patch of the tyre. Further, the sensor assembly may send the sensor data to the automated load detection system. In another implementation, the automated load detection system may receive parameters of the vehicle from the vehicle including data about the velocity of the vehicle. The automated load detection system may utilize the sensor data and the parameters of the vehicle to generate an acceleration profile. The automated load detection system may also determine a contact patch length based on the acceleration profile and determine a loaded radius of the tyre based on the contact patch length. In an example, the loaded radius of the tyre may be smaller than the radius of the tyre without load.

[0014] In an implementation of the present subject matter, the loaded radius is analysed by the automated load detection system to determined load on the tyre of the vehicle. The analysis of the loaded radius includes a comparison of the loaded radius with empirical data. In an example, the empirical data may include historic data related to the velocity of the vehicle, tyre pressure, contact patch length of the tyre and load on the tyre, based on the velocity of the vehicle, the tyre pressure, and the contact patch length. In another example, the empirical data may be represented by graphs, charts, and trends. In an implementation, the contact patch of the tyre may vary depending on the velocity of the vehicle, tyre pressure, and the contact patch length. For example, at a low tyre pressure, a contact patch with higher contact patch length may be formed, amounting to lower loaded radius. In another example, at a high tyre pressure, a contact patch with lower contact patch length may be formed, amounting to a higher loaded radius. In an implementation, the sensor data and the empirical data may be understood as the operating parameters of the tyre.

[0015] Thus, the present subject matter discloses techniques for determining load on the tyre without manual intervention. Further, utilization of parameters of the tyre such as contact patch parameters and parameters of the vehicle, such as the velocity of the vehicle, facilitate determination of load on the tyre during motion of the vehicle. Additionally, analysis of the loaded radius of the tyre ensures that the determination of the load on the tyre is accurate. Thus, the automated load detection system of the present subject matter reduces downtime of a vehicle due to overloading of the tyre, along with enhancement in fuel efficiency of the tyre vehicle by assisting in maintaining the load on the tyre within defined limits of the tyre. Further, the load detection may allow an increase in the lifetime of the tyre.

[0016] These and other advantages of the present subject matter would be described in greater detail in conjunction with the following figures. While aspects of load determination can be implemented in any number of different configurations, the implementations are described in the context of the following device(s) and method(s).

[0017] Fig. 1(a) illustrates a schematic representation of an automated environment 100 for determination of load on a tyre 102 of the vehicle 101, in accordance with an implementation of the present subject matter. The automated environment includes a sensor assembly 104 coupled to the tyre 102. In an example, the sensor assembly 104 may be detachably mounted to an inner liner of the tyre 102. In an implementation of the present subject matter, the sensor assembly 104 may include a combination of sensors, but not limited to, a pressure sensor, a temperature sensor, and an acceleration sensor. In another example, the sensor assembly 104 may include one of the pressure sensor, temperature sensor, and an acceleration sensor.

[0018] In an example, multiple sensor assemblies may be coupled to the tyre 102. The sensor assembly 104 may be positioned in an enclosure (not shown) for mounting to the tyre 102. In an example, the enclosure of the sensor assembly 104 may have projecting arms for coupling to the inner liner of the tyre 102. In another example, the projecting arms may facilitate detachable coupling of the sensor assembly 104 to the inner liner of the tyre 102. In an implementation, the sensor assembly 104 may be placed substantially parallel to centre plane (CRP, illustrated in Fig. 1(c)) of the tyre 102, such that the projecting arms of the enclosure are substantially parallel to the CRP of the tyre 102. In an example, the CRP of the tyre 102 is a horizontal plane, bisecting the tyre 102 in the equal upper part and a lower part.

[0019] In an implementation of the present subject matter, the sensor assembly 104 may also include a transceiver (not shown). The transceiver may transmit relevant parameters captured by the sensors of the sensor assembly 104. In an example, the transceiver may operate on multiple communication protocols such as Bluetooth, infra-red, beacon, radio frequency (RF). Further, the transceiver may communicate with peripheral components and systems through a communication network 106.

[0020] In an implementation of the present subject matter, the vehicle 101 in the automated environment may include an acceleration engine 108. The acceleration engine 108 may capture parameters of the vehicle 101. In an example, the parameters of the vehicle 101 may be related to the velocity of the vehicle 101. Further, the acceleration engine 108 may also include a transceiver for communication with other components of the automated environment over the communication network 106.

[0021] In an example, the acceleration engine 108 may be positioned on the body of the vehicle 101, either inside the vehicle 101 or outside the vehicle 101. In an alternate example, the acceleration engine 108 may be positioned along with a display panel of the vehicle 101. The display panel of the vehicle 101 may be positioned near the handle of a two-wheeled vehicle 101 and on the dashboard of a three or four-wheeled vehicle 101. In an example, the acceleration engine 108 may be coupled to the tyre and be placed adjacent to the sensor assembly 104.

[0022] In an implementation of the present subject matter, the automated environment may also include an automated load detection system 110. In an example, the automated load detection system 110 may be a remote computing device. The remote computing device may be implemented as a handheld communication device, a server, an electronic control unit (ECU) of the vehicle 101, a Personal Digital Assistant (PDA), and alike.

[0023] In an example implementation of the present subject matter, the automated load detection system 110 may be communicatively coupled to the sensor assembly 104 through the communication network 106. In an implementation of the present subject matter, the transceiver of the sensor assembly 104 may transmit the data corresponding to the various parameters of the tyre to the automated load detection system 110.

[0024] The automated load detection system 110 may communicate with the sensor assembly through the transmitter via any known communication protocol, such as Bluetooth, infra-red, beacon, radio frequency (RF). In an implementation of the present subject matter, the automated load detection system 110 may implement a pre-fed machine learning algorithm for pre-emptive monitoring of faults of the tyre 102.

[0025] Fig. 1(b) illustrates schematic representations of the automated load detection system 110. In one implementation, the automated load detection system 110 includes a processor(s) 112 coupled to a memory 114. The automated load detection system 110 further includes an interface(s) 116, for example, to facilitate communication with other devices. The interface(s) 116 may include a variety of software and hardware interfaces, for example, interfaces for peripheral device(s). Further, the interface(s) 116 enables the automated load detection system 110 to communicate with other devices, such as web servers and external repositories. The interface(s) 116 can also facilitate multiple communications within a wide variety of networks and protocol types, including wired networks, for example, FAN, cable, etc., and wireless networks such as WFAN, cellular, or satellite. For the purpose, the interface(s) 116 may include one or more ports for connecting several computing devices or to other server computers.

[0026] The processor(s) 112 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the processor(s) 112 are configured to fetch and execute computer-readable instructions stored in the memory 114.

[0027] The memory 114 may include a computer-readable medium known in the art including, for example, volatile memory, such as static random access memory (SRAM), random access memory (DRAM), etc., and/or non-volatile memory, such as erasable program read-only memory (EPROM), flash memory, etc.

[0028] Further, the automated load detection system 110 includes an engine(s) 118 and data 120. The engine(s) 118 include, for example, a tracking engine 122, a receiving engine 124, an analysis engine 126, a determination engine 128, and other engine 130. The other engine 130 may include programs or coded instructions that supplement applications or functions performed by the automated load detection system 110.

[0029] The data 120 includes location data 132, a sensor data 134, vehicle parameters 136, empirical data 138, and other data 140. In one implementation, the location data 132, a sensor data 134, vehicle parameters 136 are stored in the memory 114 in the form of look-up tables. Further, the other data 140, amongst other things, may serve as a repository for storing data that is processed, received, or generated as a result of the execution of one or more engines in the engine(s) 118. Although the data is shown internal to the automated load detection system 110, it may be understood that the data may reside in an external repository (not shown in the figure), which is coupled to the automated load detection system 110. The automated load detection system 110 may communicate with the external repository through the interface(s) 116 to obtain information from the data. The operation of the automated load detection system 110 has been further explained in detail in the following description. The functionalities of the automated load detection system are described later, in conjunction with the description of forthcoming figures.

[0030] In an implementation, Fig. 1(c) illustrates the tyre 102 placed on a surface with a load applied on the tyre 102. When the load is applied on the tyre 102, the radius of the tyre TR is reduced to DLR 1, as illustrated. The central plane (CRP) of the tyre 102 depicts that when a tyre is placed on the surface with the load applied on the tyre 102, the tyre 102 compresses and radius of the tyre TR changes to loaded radius DLR 1. In an example, the loaded radius DLR 1 may be less than that of the radius of the tyre TR in an unloaded situation.

[0031] In an implementation, when the tyre 102 comes in contact with a surface SF, the tyre 102 may form a contact patch CP. The contact patch CP may be understood as a portion of the tyre 102 that is in contact with the surface SF, such as a surface of a road. Further, the portion of the circumference of the tyre 102 in contact with the surface SF may be understood as contact patch length CPL. Further, a triangular area formed by the contact patch length CPL with respect to center CR of the tyre 102 is referred to as a contact patch area. The contact patch area may be a function of multiple tyre 102 parameters such as tyre pressure, load on the tyre 102, tyre structure, tyre design, tyre temperature, the surface of the road, and tyre state. In an example, the tyre state may be new tyre, worn tyre, or tyres used for specific kilometres. Additionally, an angle formed by the contact patch length on the center of the tyre 102 may be understood as contact patch angle CPO. Accordingly, the loaded radius may be understood as a function of the following variables:

Loaded Radius = F (Pressure, Load, Temperature, Tyre Properties, surface condition)

[0032] In an implementation, a machine learning algorithm may calculate a dynamic loaded radius based on tire pressure, tire load, tire temperature, tyre properties, and surface condition. In an example, the machine learning algorithm may calculate the load on the tyre based on tire pressure, the dynamic loaded radius of the tire, tire temperature, tyre properties, and surface condition. In another example, the surface condition may include road profile like bunking of the road which may affect the tyre contact patch. Details of the surface condition may be provided by the machine learning algorithm.

[0033] In an example, the contact patch length CPL may be proportional to the contact patch area, such as higher contact patch area may have higher contact patch angle CP9, amounting to longer contact patch length. Various examples of contact patch along with the contact patch area and the contact patch angle CP9 are further described with reference to the Fig. 1(d).

[0034] Fig. 1(d) illustrates various implementations representing the formation of the contact patch and impact of load on contact patch length, contact patch angle, and loaded radius.

[0035] Fig. l(d)(i) in accordance with an example implementation of the present subject matter illustrates, a scenario with zero loads on the tyre 102 and no contact with the surface SF. In the scenario, the tyre has a second loaded radius DLR2. Due to no contact with the surface SF and no load on the tyre 102, no force is exerted on the tyre 102 amounting no contact patch and value of the contact patch angle is zero degree. Thus, the second loaded radius DLR2 is equal to the radius of tyre 102 under zero load condition. Fig. l(d)(ii) illustrates an implementation when a first load (not shown) is applied on the tyre 102 and a contact patch is generated with a first contact patch angle 91 and a first contact patch length LI . In an example, the first contact patch angle 91 maybe 10 degrees and a first contact patch length LI may be 100 mm. Further, under the impact of the first load, a first force pushes the tyre 102 downwards, amounting to compression of the tyre 102. Under the impact of the first load, the loaded radius of the tyre 102 changes from the second loaded radius DLR2 to a third loaded radius DLR3. The third loaded radius DLR3 is less than the second loaded radius DLR 2 due to compression of the tyre 102 under the impact of the first load. Also, the first contact patch angle 91 and the first contact patch length LI are higher than zero contact patch angle and contact patch length with no contact patch.

[0036] Fig. 1 (d)(iii) further illustrates another implementation when a second load (not shown) is applied on the tyre 102 and a contact patch is generated with a second contact patch angle 92 and a second contact patch length L2. In an example, the second load may be heavier than the first load. In another example, the second contact patch angle 92 maybe 30 degrees and the second contact patch length L2 may be 220 mm. Further, the second load may exert a second force on the tyre 102 to push the tyre 102 downwards, amounting to compression of the tyre 102. Under the impact of the second load, the loaded radius of the tyre 102 changes from the third loaded radius DLR3 to a fourth loaded radius DLR4. The fourth radius DLR4 is less than the third loaded radius DLR 3 and the second loaded radius DLR 2. Also, the second contact patch angle Q2 and the second contact patch length L2, are higher than the first contact patch angle Q1 and the first contact patch length LI, respectively. Thus, at constant pressure and velocity, with an increase in load on the tyre 102, the loaded radius decreases the contact patch angle and the contact patch length of the tyre 102 increases. Variation of an acceleration profile of the tyre 102 due to movement of the sensor assembly 104 in the tyre 102, under constant pressure, load and velocity, is elaborated in various implementations of Fig. 1(e).

[0037] Fig. 1(e) illustrates schematic representations of the present subject matter, with different configurations of the sensor assembly 104 inside the tyre 102. During rotation of the tyre 102, sometimes the sensor assembly 104 may lie outside the contact patch area CPA 1, while sometimes, the sensor assembly 104 may lie within the contact patch area CPA 1. In an example illustrated in Fig. l(e)(i) first configuration of the sensor assembly 104 is illustrated. An arrow A, in the first configuration, represents a scenario when the sensor assembly lies outside the contact patch area CPA 1 but is approaching the contact patch area CPA 1. Further, Fig. l(e)(ii) illustrates a second configuration of the sensor assembly 104. In the second configuration, an arrow B represents a scenario when the sensor assembly 104 lies inside the contact patch area CPA 1 and is moving outside the contact patch area CPA 1. Additionally, Fig. l(e)(iii) illustrates a third configuration of the sensor assembly 104. In the third configuration arrow C represent a scenario when the sensor assembly 104 has moved out of the contact patch areas CPA 1 and is moving away from the contact patch area CPA 1.

[0038] In an implementation, the sensor assembly 104 may capture data corresponding to parameters of the tyre 102. The data may correspond to a contact patch area (CPA) of the tyre 102. In an example, the sensor assembly 104 may periodically capture relevant parameters of a contact patch of the tyre 102. In another example, the relevant parameters may be captured when a vehicle 101 is in transit. In yet another example, the sensor assembly 104 may continuously capture parameters of the contact patch of the tyre 102. In an implementation of the present subject matter, the sensor assembly 104 may capture sensor data 134 upon entry into the contact patch.

[0039] The technique of determination of load on the tyre 102 is further explained in detail with the help of the following implementations. For example, the sensor assembly 104 may capture the sensor data 134 of the contact patch of the tyre 102. Further, the transceiver may transmit the sensor data 134 to the automated load detection system 110.

[0040] Referring back to Fig. 1(b), the tracking engine 122 of the automated load detection system 110 may receive location data 132 of the sensor assembly 104 in the tyre 102. In an example, the sensor assembly revolves about centre of the tyre 102 along with the revolution of the tyre 102. Further, the tracking engine 122 may ascertain the presence of the sensor assembly 104 in a contact patch of the tyre 102 based on the location data 132. Once the sensor assembly 104 is present in the contact patch, the sensor assembly may capture sensor data 134 and transmit the collected data to the receiving engine 124. In an example, the sensor data 134 may correspond to parameters of the contact patch. In another example, the parameters of the contact patch may include contact patch angle and frequency of contact of the contact patch with the surface during the transition. The receiving engine 124 may also receive vehicle parameters 136 from the acceleration engine 108 of the vehicle 101. In an example, the vehicle parameters 136 may include data about the velocity of the vehicle 101.

[0041] In an implementation, the determination engine 128 may generate an acceleration profile based on the sensor data 134 and the vehicle 101 parameters 136. Further, the determination engine 128 may determine a contact patch length based on the acceleration profile. In an example, the determination engine 128 may measure the width of crest and width of a trough of the acceleration profile when the sensor assembly enters the contact patch and exits the contact patch respectively, to determine the contact patch length.

[0042] Referring to Fig. 1(e), plot‘PI’ represents acceleration profile generated based on the sensor data 134 received, with acceleration plotted along Y-axis and time instance of measurement of the acceleration profile plotted along X-axis. Section A' of the plot PI corresponds to the first configuration of the sensor assembly 104 where the sensor assembly is outside the contact patch but approaching the contact patch. Further section B' of the plot PI corresponds to the second configuration of the sensor assembly 104 where the sensor assembly is inside the contact patch. Additionally, section C' of the plot PI corresponds to the third configuration of the sensor assembly 104 where the sensor assembly 104 is outside the contact patch.

[0043] As illustrated, the plot PI shows higher peaks in crest and trough when the sensor assembly 104 is in section B', i.e. when the sensor assembly 104 enters the contact patch, a higher crest is recorded, and as the sensor assembly 104 exits the contact patch, a higher peak of the trough is recorded. Thus, based on the width of the peak of the crest and the width of the peak of the trough, in section B', maybe cumulatively utilized to determine the contact patch length that the sensor assembly 104 may have traversed.

[0044] In an example implementation of the present subject matter, the determination engine 128 may determine a loaded radius of the tyre based on the contact patch length. In an example, the determination engine 128 may utilize surface condition, tyre design, and tyre state in addition to the contact patch length for the determination of the loaded radius of the tyre. In another example, the surface condition may include friction on the surface and structure of the surface.

[0045] In an implementation, the analysis engine 126 may analyse the loaded radius with respect to an empirical data 138 to determine the load on the tyre of the vehicle 101. In an example, the empirical data 138 may include historic data related to the velocity of the vehicle 101, tyre pressure, load radius of the tyre 102, and load on the tyre 102 based on the velocity of the vehicle 101, tyre pressure, a load of the tyre 102. In another example, the empirical data may be pre-fed in memory 114. The sensor assembly may periodically capture data related to the properties of the tyre 102, such as tyre temperature and tyre pressure during the transition. In another example, the sensor data 134 and the empirical data 138 may be understood as the operating parameters of the tyre 102. [0046] The technique for determination of load on the tyre 102, elaborated in Fig. l(a)-Fig. 1(e) may be utilized by the automated load detection system 110 to periodically determine the load on the tyre 102. In an example, the periodic determination of load on the tyre 102 may be executed during the transition of the vehicle 101.

[0047] Thus, the automated load detection system 110 of the present subject matter reduces downtime of vehicle 101 due to overloading of the tyre 102, along with enhancement in fuel efficiency of the tyre vehicle 101 by assisting in the maintenance of the load on the tyre 102 within the capacity of the tyre 102. Further, the load detection may allow an increase in the lifetime of the tyre 102.

[0048] Method for determination of load on the tyre 102 is described in Fig. 2, according to an implementation of the present subject matter. The order in which the method is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any appropriate order to execute the method or an alternative method. Additionally, individual blocks may be deleted from the method without departing from the spirit and scope of the subject matter described herein.

[0049] Fig. 2 discloses steps performed for load determination on the tyre 102. Referring to block 202, location data 132 of the sensor assembly 104 in the tyre 102 is received. In an example, the location data 132 is received by the tracking engine 122. In another example, the sensor assembly 104 is coupled to the tyre 102 and the sensor assembly 104 revolves about the centre of the tyre 102 along with the revolution of the tyre 102.

[0050] At block 204, presence of the sensor assembly 104 in a contact patch of the tyre 102 is ascertained based on the location data 132. In an example, the sensor assembly 104 may move along with the revolution of the tyre 102. In another example, the ascertaining may be executed by the tracking engine 122.

[0051] At block 206, the sensor data 134 is received from the sensor assembly 104 when the sensor assembly 104 is present in the contact patch. In an example, the sensor data 134 may correspond to parameters of the contact patch. In another example, the sensor data 134 is received by the receiving engine 124. [0052] At block 208, the vehicle parameters 136 from the acceleration engine 108 of the vehicle 101 is received by the receiving engine 124. In an example, the vehicle parameters 136 may include data about the velocity of the vehicle 101.

[0053] At block 210, the acceleration profile is generated based on the sensor data 134 and the vehicle parameters 136. In an example, the acceleration profile may be generated by the determination engine 128.

[0054] At block 212, the acceleration profile generated at block 210 is used to determine the contact patch length. In an example, the contact patch length may be determined by the determination engine 128. In another example, the determination engine 128 may measure the width of crest and width of the trough of the acceleration profile when the sensor assembly enters the contact patch and exits the contact patch respectively, to determine the contact patch length.

[0055] At block 214, the contact patch length determined at block 212, may be used to determine the loaded radius of the tyre 102. In an example, the loaded radius may be determined by the determination engine 128. In another example, the loaded radius may be determined based on the machine learning algorithm which takes into account contact patch length, pressure, temperature, acceleration & other tyre properties.

[0056] At block 216, the loaded radius, determined at block 214, may be analyzed with respect to the empirical data 138 to determine the load on the tyre 102 of the vehicle 101. In an example, the empirical data may include historic data related to the velocity of the vehicle 101, tyre pressure, the load of the tyre 102, and load on the tyre based on the velocity of the vehicle 101, tyre pressure, contact patch length of the tyre 102. In another example, the analysis may be executed by the analysis engine 126.

Although implementations for load determination on tyre 102 are described, it is to be understood that the present subject matter is not necessarily limited to the specific features of the systems or methods described herein. Rather, the specific features and methods are disclosed as implementations for determining load on the tyre 102.