阅读说明：本技术 利用印迹长度的轮胎磨损估计系统和方法 (Tire wear estimation system and method using footprint length ) 是由 K·B·辛格 M·A·阿拉特 于 2020-08-28 设计创作，主要内容包括：轮胎磨损状态估计系统包括支撑车辆的轮胎。传感器单元安装在轮胎上,并包括印迹中心线长度测量传感器、压力传感器、温度传感器和用于存储轮胎的标识信息的电子存储容量。处理器与传感器单元电子通信,并接收测量的中心线长度、测量的压力、测量的温度和标识信息。轮胎结构数据库存储轮胎结构数据,并与处理器电子通信。标识信息与轮胎结构数据相关。分析模块存储在处理器上并接收测量的中心线长度、测量的压力、测量的温度、标识信息和轮胎结构数据作为输入。分析模块包括由输入生成轮胎的估计的磨损状态的预测模型。(The tire wear state estimation system includes a tire supporting a vehicle. The sensor unit is mounted on the tire and includes a footprint centerline length measurement sensor, a pressure sensor, a temperature sensor, and an electronic memory capacity for storing identification information of the tire. The processor is in electronic communication with the sensor unit and receives the measured centerline length, the measured pressure, the measured temperature, and the identification information. The tire structure database stores tire structure data and is in electronic communication with the processor. The identification information is associated with the tire structure data. The analysis module is stored on the processor and receives as inputs the measured centerline length, the measured pressure, the measured temperature, the identification information, and the tire configuration data. The analysis module includes a predictive model that generates an estimated wear state of the tire from the inputs.)

1. A tire wear state estimation system, comprising:

a vehicle;

a tire supporting the vehicle;

a sensor unit mounted on the tire, the sensor unit comprising:

a footprint centerline length measurement sensor that measures a centerline length of a footprint of the tire;

a pressure sensor that measures a pressure of the tire;

a temperature sensor that measures a temperature of the tire; and

an electronic storage capacity for storing identification information of said tire;

a processor in electronic communication with the sensor unit, the processor receiving a measured centerline length, a measured pressure, a measured temperature, and the identification information;

a tire structure database storing tire structure data, the tire structure database in electronic communication with the processor, wherein the identification information is related to the tire structure data;

an analysis module stored on the processor and receiving as input the measured centerline length, the measured pressure, the measured temperature, the identification information, and the tire structure data; and is

The analysis module includes a predictive model to generate an estimated wear state of the tire from the input.

2. The tire wear state estimation system of claim 1 wherein the analysis module further includes a de-normalization filter that receives as inputs the measured centerline length, the measured pressure, the measured temperature, the identification information, and the tire structure data and generates a normalized footprint length.

3. The tire wear state estimation system of claim 2 wherein the analysis module further includes a historical footprint measurement database storing a history of footprint measurements, the historical footprint measurement database being in electronic communication with the processor, and wherein the normalized footprint length is related to the history of footprint measurements and averaged over these values.

4. The tire wear state estimation system of claim 3, wherein the analysis module further comprises a time filter, wherein an average of these values is applied to the time filter to account for a time scale decomposition of the tire, the time filter generating a regularized footprint length of the tire.

5. The tire wear state estimation system of claim 4, wherein the regularized footprint length is input to the prediction model for estimating a remaining tread depth.

6. The tire wear state estimation system of claim 1, further comprising an on-board collection unit to collect measurements of the speed of the vehicle and the inertia of the vehicle;

wherein the analysis module receives as input a speed of the vehicle and an inertia of the vehicle; and

the analysis module includes an event filter, wherein the speed of the vehicle and the inertia of the vehicle are compared to thresholds prior to further analysis by the analysis module.

7. The tire wear state estimation system of claim 6 wherein the velocity of the vehicle is calculated from global positioning system data and the inertia of the vehicle is measured by an accelerometer.

8. The tire wear state estimation system of claim 1 wherein the pressure sensor, the temperature sensor, the centerline length sensor, and the storage capacity for storing tire identification information are incorporated into a single unit.

9. The tire wear state estimation system of claim 1 wherein the pressure sensor, the temperature sensor, the centerline length sensor, and the storage capacity for storing tire identification information are incorporated into a plurality of units.

10. The tire wear state estimation system of claim 1 wherein the sensor unit includes a transmission device including at least one of an antenna for wireless transmission and a wire for wired transmission.

Technical Field

The present invention generally relates to tire monitoring systems. More particularly, the present invention relates to a system for predicting tire wear. In particular, the present invention relates to a system and method for estimating a tire wear state based on a change in length of a footprint of a tire.

Background

Tire wear plays an important role in vehicle factors such as safety, reliability, and performance. Tread wear, which refers to the loss of material from the tread of a tire, directly affects such vehicle factors. Therefore, it is desirable to monitor and/or measure the amount of tread wear experienced by a tire, which is indicative of the tire wear state. It should be understood that for convenience, the terms "tread wear" and "tire wear" are used interchangeably.

One way to monitor and/or measure tread wear is through the use of wear sensors disposed in the tire tread, which is referred to as a direct method or approach. The direct way of measuring tire wear from tire mounted sensors has several challenges. Placing the sensors in an uncured or "green" tire and then curing at elevated temperatures can cause damage to the wear sensors. Additionally, sensor durability can prove to be a problem in meeting the millions of cycling requirements of a tire. Furthermore, the wear sensors in the direct measurement mode must be small enough not to cause any uniformity problems when the tire is rotating at high speeds. Finally, wear sensors can be expensive and add significantly to the cost of the tire.

Because of such challenges, alternative approaches have been developed that include prediction of tread wear over the life of the tire, including indirect estimation of the tire wear state. These alternative approaches have certain drawbacks in the prior art due to the lack of optimal prediction techniques, which reduce the accuracy and/or reliability of tread wear prediction. For example, many such techniques include data or information that is not readily available, such as non-standard vehicle system signals, or data that is not accurate under all driving conditions.

In addition, some prior art techniques for indirectly estimating tire wear include obtaining data from a vehicle controller area network known in the art as a vehicle CAN bus. It may be undesirable to have difficulty accessing or utilizing the vehicle CAN bus in a cost-effective and reliable manner.

Therefore, there is a need in the art for systems and methods that accurately and reliably estimate tire wear state using precise parameters that are readily available and that CAN operate independently of the vehicle CAN bus.

Disclosure of Invention

According to an aspect of an exemplary embodiment of the present invention, a tire wear state estimation system is provided. The system includes a vehicle and tires supporting the vehicle. The sensor unit is mounted on a tire and includes: a footprint centerline length measurement sensor that measures a centerline length of a footprint of the tire; a pressure sensor that measures a pressure of the tire; a temperature sensor that measures a temperature of the tire; and an electronic storage capacity for storing identification information of the tire. The processor is in electronic communication with the sensor unit and receives the measured centerline length, the measured pressure, the measured temperature, and the identification information. The tire structure database stores tire structure data and is in electronic communication with the processor. The identification information is associated with the tire structure data. The analysis module is stored on the processor and receives as inputs the measured centerline length, the measured pressure, the measured temperature, the identification information, and the tire configuration data. The analysis module includes a predictive model that generates an estimated wear state for the tire from the inputs.

According to another aspect of exemplary embodiments of the present invention, a method for estimating a wear state of a tire supporting a vehicle is provided. The method comprises the following steps: mounting a sensor unit on a tire; measuring the length of the central line of the footprint of the tire through a sensor unit; measuring the pressure of the tyre by means of a sensor unit; measuring the temperature of the tyre by means of a sensor unit; and storing the identification information of the tire in the sensor unit. A measured centerline length, a measured pressure, a measured temperature, and identification information are received in the processor. The tire structure data is stored in a tire structure database in electronic communication with the processor and the identification information is correlated with the tire structure data. An analysis module is stored on the processor and receives as input the measured centerline length, the measured pressure, the measured temperature, the identification information, and the tire structure data. An estimated wear state is generated for the tire from the inputs by a predictive model in the analysis module.

The invention provides the following technical scheme:

1. a tire wear state estimation system comprising: a vehicle; a tire supporting the vehicle; a sensor unit mounted on the tire, the sensor unit comprising: a footprint centerline length measurement sensor that measures a centerline length of a footprint of the tire; a pressure sensor that measures a pressure of the tire; a temperature sensor that measures a temperature of the tire; and an electronic storage capacity for storing identification information of said tire; a processor in electronic communication with the sensor unit, the processor receiving a measured centerline length, a measured pressure, a measured temperature, and the identification information; a tire structure database storing tire structure data, the tire structure database in electronic communication with the processor, wherein the identification information is related to the tire structure data; an analysis module stored on the processor and receiving as input the measured centerline length, the measured pressure, the measured temperature, the identification information, and the tire structure data; and the analysis module includes a predictive model to generate an estimated wear state of the tire from the input.

2. The tire wear state estimation system of claim 1, wherein the analysis module further includes a de-normalization filter that receives as inputs the measured centerline length, the measured pressure, the measured temperature, the identification information, and the tire structure data and generates a normalized footprint length.

3. The tire wear state estimation system of claim 2 wherein the analysis module further includes a historical footprint measurement database storing a historical record of footprint measurements, the historical footprint measurement database being in electronic communication with the processor, and wherein the normalized footprint length is related to the historical record of footprint measurements and averaged over these values.

4. The tire wear state estimation system of claim 3, wherein the analysis module further comprises a time filter, wherein an average of these values is applied to the time filter to account for a time scale decomposition of the tire, the time filter generating a regularized footprint length of the tire.

5. The tire wear state estimation system of aspect 4, wherein the regularized footprint length is input to the prediction model for estimating a remaining tread depth.

6. The tire wear state estimation system of claim 1, further comprising an on-board collection unit to collect measurements of the speed of the vehicle and the inertia of the vehicle;

wherein the analysis module receives as input a speed of the vehicle and an inertia of the vehicle; and

the analysis module includes an event filter, wherein the speed of the vehicle and the inertia of the vehicle are compared to thresholds prior to further analysis by the analysis module.

7. The tire wear state estimation system of claim 6, wherein the velocity of the vehicle is calculated from global positioning system data and the inertia of the vehicle is measured by an accelerometer.

8. The tire wear state estimation system according to aspect 1, wherein the pressure sensor, the temperature sensor, the centerline length sensor, and the storage capacity for storing tire identification information are incorporated into a single unit.

9. The tire wear state estimation system according to aspect 1, wherein the pressure sensor, the temperature sensor, the centerline length sensor, and the storage capacity for storing tire identification information are incorporated into a plurality of units.

10. The tire wear state estimation system according to aspect 1, wherein the sensor unit includes a transmission device including at least one of an antenna for wireless transmission and a wire for wired transmission.

11. The tire wear state estimation system of claim 1, wherein the tire structure data includes at least one of tire type, tire model, dimensional information, manufacturing location, manufacturing date, tread cap code, mold code, tire footprint form factor, mold design drop, tire belt/breaker angle, and overlay material.

12. The tire wear state estimation system of scheme 1, wherein the predictive model is a non-linear regression model.

13. The tire state of wear estimation system of claim 12, wherein the predictive model includes at least one of a Random Forest regression element, an XgBoost regression element, and a castboost regression element.

14. The tire state of wear estimation system of claim 1, wherein the processor includes a transmission device to transmit the state of wear estimate to at least one of a display device, a service center, a fleet manager, and a vehicle control system.

15. A method for estimating the state of wear of a tyre supporting a vehicle comprises the steps of:

mounting a sensor unit on the tire;

measuring, by the sensor unit, a footprint centerline length of the tire;

measuring the pressure of the tyre by means of the sensor unit;

measuring the temperature of the tyre by means of the sensor unit;

storing identification information of the tire in the sensor unit;

receiving, in a processor, a measured centerline length, a measured pressure, a measured temperature, and the identification information;

storing tire structure data in a tire structure database in electronic communication with the processor;

correlating the identification information with the tire structure data;

storing an analysis module on the processor;

receiving as inputs in the analysis module the measured centerline length, the measured pressure, the measured temperature, the identification information, and the tire structure data; and

generating an estimated wear state of the tire from the input through a predictive model in the analysis module.

16. The method for estimating the state of wear of a tire supporting a vehicle according to claim 15, further comprising the steps of:

providing a denormalization filter in the analysis module;

receiving as inputs in the de-normalized filter the measured centerline length, the measured pressure, the measured temperature, the identification information, and the tire structure data; and

generating a normalized blot length through the denormalization filter.

17. The method for estimating the state of wear of a tire supporting a vehicle according to claim 16, further comprising the steps of:

storing a historical record of print measurements on a historical print measurement database in electronic communication with the processor; and

the normalized blot length is correlated with the history of the blot measurements and the average of these values is taken.

18. The method for estimating the state of wear of a tire supporting a vehicle according to claim 17, further comprising the steps of:

providing a temporal filter in the analysis module; and

the average of these values is applied to the time filter to produce a regularized footprint length for the tire.

19. The method for estimating a wear state of a tire of a supporting vehicle of claim 18, further comprising the step of inputting the regularized footprint length to the predictive model.

20. The method for estimating the state of wear of a tire supporting a vehicle according to claim 15, further comprising the steps of:

providing an on-board collection unit to collect measurements of a speed of the vehicle and an inertia of the vehicle;

receiving a speed of the vehicle and an inertia of the vehicle as inputs into the analysis module;

providing an event filter in the analysis module; and

comparing, by the event filter, the speed of the vehicle and the inertia of the vehicle to thresholds prior to further analysis by the analysis module.

Drawings

The invention will be described by way of example and with reference to the accompanying drawings, in which:

FIG. 1 is a schematic perspective view of a vehicle including a tire employing an exemplary embodiment of a tire state of wear estimation system of the present invention;

FIG. 2 is a plan view of the footprint of the tire shown in FIG. 1 in a new condition;

FIG. 3 is a plan view of the footprint of the tire shown in FIG. 1 in a worn condition;

FIG. 4 is a schematic diagram of aspects of an exemplary embodiment of a tire state of wear estimation system of the present invention;

FIG. 5 is a schematic diagram illustrating aspects of an analysis module of the tire wear state estimation system shown in FIG. 4; and

fig. 6 is a schematic illustration of the vehicle shown in fig. 1 with a representation of data transmission to a cloud-based server and to a user device.

Like reference numerals refer to like parts throughout the drawings.

Definition of

An "ANN" or "artificial neural network" is an adaptive tool for nonlinear statistical data modeling that changes its structure according to external or internal information flowing through the network during a learning phase. An ANN neural network is a non-linear statistical data modeling tool for modeling complex relationships between inputs and outputs or for finding data patterns.

"axial" and "axially" refer to lines or directions that are parallel to the axis of rotation of the tire.

"CAN bus" is an abbreviation for controller area network.

"circumferential" means a line or direction extending along the perimeter of the surface of the annular tread perpendicular to the axial direction.

"equatorial Centerplane (CP)" means the plane perpendicular to the axis of rotation of the tire and passing through the center of the tread.

"footprint" means the contact patch or contact area formed by the tire tread and a flat surface as the tire rotates or rolls.

"inboard" means the side of the tire closest to the vehicle when the tire is mounted on the wheel and the wheel is mounted on the vehicle.

"lateral" means an axial direction.

"outboard side" means the side of the tire that is furthest from the vehicle when the tire is mounted on the wheel and the wheel is mounted on the vehicle.

"radial" and "radially" mean directions radially toward or away from the axis of rotation of the tire.

"Rib" means a circumferentially extending rubber strip on the tread defined by at least one circumferential groove and either a second such groove and a lateral edge, the strip being undivided in the lateral direction by full depth grooves.

"tread element" or "traction element" means a rib or block element defined by a shape having adjacent grooves.

Detailed Description

Referring to fig. 1 through 6, an exemplary embodiment of a tire wear state estimation system of the present invention is indicated at 10. Tire state of wear estimation system 10 and the accompanying method attempt to overcome the challenges posed by prior art methods of measuring tire state of wear through direct sensor measurements. As such, the subject systems and methods are referred to herein as "indirect" wear sensing systems and methods of estimating a wear state. The prior art direct way of measuring tire wear by tire mounted sensors has several challenges described above. The tire state of wear estimation system 10 and accompanying method utilize an indirect approach and avoid the problems associated with the use of tire wear sensors mounted directly to the tire tread.

With particular reference to FIG. 1, the system 10 estimates tread wear on each tire 12 supporting a vehicle 14. Although the vehicle 14 is depicted as a passenger car, the present invention is not so limited. The principles of the present invention are applicable to other vehicle categories, such as commercial trucks, where the vehicle may be supported by more or fewer tires than shown in fig. 1.

The tires 12 are of conventional construction and each is mounted on a respective wheel 16, as is known to those skilled in the art. Each tire 12 includes a pair of sidewalls 18 (only one shown) that extend to a circumferential tread 20 that wears with age due to road wear. An inner liner 22 is disposed on the inner surface of the tire 12 and, when the tire is mounted on the wheel 16, forms an interior cavity 24 filled with a pressurized fluid, such as air.

The sensor unit 26 is attached to the innerliner 22 of each tire 12, such as by adhesive, and measures certain parameters or conditions of the tire as will be described in more detail below. It should be understood that the sensor unit 26 may be attached in such a manner, or to other components of the tire 12, such as on or in one of the sidewalls 18, on or in the tread 20, on the wheel 16, and/or combinations thereof. For convenience, reference will be made herein to the mounting of the sensor unit 26 on the tyre 12, with the understanding that such mounting includes all such attachments.

To detect certain real-time tire parameters, such as tire pressure 38 (fig. 4) and temperature 40, a sensor unit 26 is mounted on each tire 12. For this reason, the sensor unit 26 preferably includes a pressure sensor and a temperature sensor, and may have any known configuration.

The sensor unit 26 preferably also includes electronic storage capacity for storing Identification (ID) information for each tire 12, referred to as tire ID information and indicated at 42 (fig. 4). Alternatively, the tire ID information 42 may be included in another sensor unit, or in a separate tire ID storage medium, such as a tire ID tag, which is preferably in electronic communication with the sensor unit 26. The tire ID information 42 may include tire parameters and/or manufacturing information as will be described in more detail below.

Turning to fig. 2, the sensor unit 26 (fig. 1) preferably also measures the length 28 of the centerline 30 of the footprint 32 of the tire 12. More specifically, the contact area formed by the tread 20 and the ground when the tire 12 contacts the ground is referred to as the footprint 32. The centerline 30 of the footprint 32 corresponds to the equatorial centerplane of the tire 12, which is a plane perpendicular to the axis of rotation of the tire and passing through the center of the tread 20. The sensor unit 26 thus measures the length 28 of the centerline 30 of the tire footprint 32, which is referred to herein as the footprint centerline length 28. Any suitable technique for measuring the print centerline length 28 may be employed by the sensor unit 26. For example, the sensor unit 26 may include a strain sensor or a piezoelectric sensor that measures the deformation of the tread 20 and thus indicates the centerline length 28.

It should be observed that as tire 12 wears, centerline length 28 decreases. For example, the footprint 32 shown in fig. 2 corresponds to the tire 12 in a new condition without tire wear. Fig. 3 shows the footprint of the same tire 12 in a worn state or condition after driving approximately 21,000 kilometers (km). After such driving, the tire 12 experienced an approximately 30% reduction in tread depth (as indicated by the footprint after wear at 32 w) and an approximately 6% reduction in centerline length (as indicated by 28 w) when compared to the new condition shown in fig. 2. This observation indicates that the centerline lengths 28, 28w may be an indicator of the wear state of the tire 12.

Further testing confirmed this observation, indicating that a reduction in centerline length 28 corresponds to wear of tire 12, including reductions in centerline length of up to 20% when tread depth is reduced by 100% or completely to legal limits. It should be understood that the sensor unit 26 measures the centerline length 28, 28w of the tire 12 at a point in time, and for convenience, any such measurement should be referred to as centerline length 28.

It should be understood that the pressure sensors, temperature sensors, tire ID capacity and/or centerline length sensors may be incorporated into a single sensor unit 26, or may be incorporated into multiple units. For convenience, reference will be made herein to a single sensor unit 26.

Referring to FIG. 4, the sensor unit 26 includes a transmission device 34 for transmitting tire pressure 38, tire temperature 40, and centerline length 28 measurement parameters, as well as tire ID information 42, to the processor 36. The transmission means 34 may comprise an antenna for wireless transmission or a wire for wired transmission. The processor 36 may be integrated into the sensor unit 26, or may be a remote processor that may be mounted on the vehicle 14 or may be cloud-based. For convenience, the processor 36 will be described as a remote processor mounted on the vehicle 14, it being understood that the processor may alternatively be cloud-based or integrated into the sensor unit 26.

Aspects of the tire wear state estimation system 10 are preferably executed on a processor 36, which processor 36 is capable of effecting data input from the sensor unit 26 and execution of certain analysis techniques and algorithms, described below, that are stored in a suitable storage medium and that are also in electronic communication with the processor.

In this manner, the sensor unit 26 measures tire pressure 38, tire temperature 40, and centerline length 28 and sends these measured parameters to the processor 36 along with tire ID information 42. The tire ID information 42 enables electronic access 46 to a tire structure database 44. Tire structure database 44 stores tire structure data 50, which will be described in more detail below. The database 44 is in electronic communication with and storable on the processor 36 to enable transmission 48 of tire structure data 50 to the processor 36.

The tire ID information 42 may be associated with specific structural data 50 for each tire 12, including: a tire type; the tire type; dimensional information such as rim size, width, and outer diameter; a manufacturing site; a date of manufacture; a tread cap code comprising or associated with the compound identifier; the tire tread structure mark comprises a tire tread structure mark or a mold code related to the tire tread structure mark; tire Footprint Shape Factor (FSF); a mold design drop (mold design drop); tire belt/breaker angle; and a coating material. The tire ID information 42 may also be correlated with service history or other information to identify specific characteristics and parameters of each tire 12, as well as mechanical characteristics of the tire, such as cornering parameters, spring rate, load-air relationship, etc.

Analysis module 52 is stored on processor 36 and receives tire pressure 38, tire temperature 40, tire centerline length 28, tire ID information 42, and tire structure data 50. Analysis module 52 analyzes these inputs to generate an estimate of the tire wear state indicated at 54, as will be described in more detail below.

Turning to fig. 5, the analysis module 52 receives tire-based data inputs of tire pressure 38, tire temperature 40, centerline length 28, and tire ID information 42. The analysis module 52 preferably also receives data from an on-board collection unit 56. Data from the on-board collection unit 56 includes vehicle speed 58 as calculated from Global Positioning System (GPS) data and inertia measurements 60 for the vehicle 14 from the accelerometer.

The event filter 62 is applied to the data received from the on-board collection unit 56. More specifically, vehicle conditions, including measured vehicle speed 58 and inertia measurements 60 based on GPS data, are checked in an event filter 62. These measurements are compared to thresholds that include upper and lower limits. If the measurement is outside the threshold, the system 10 does not continue because the vehicle 14 may be operating outside of normal or predictable conditions. If the measured values are within the threshold range, the measured data for tire pressure 38, tire temperature 40, centerline length 28, and vehicle speed 58 are sent to a denormalization filter 64.

The de-normalized filter 64 is used to account for and eliminate the effects of the inflation pressure 38, temperature 40, and vehicle speed 58 on the centerline length 28 of the tire 12. In the denormalization filter 64, a pre-trained regression model is used to account for the effects of charge pressure 38, temperature 40, and vehicle speed 58. The centerline length 28 is returned to the predefined nominal conditions, that is, the predefined inflation pressure 38, temperature 40, and vehicle speed 58, regardless of the vehicle and tire operating conditions.

Additionally, the fastest wearing portion of the tire 12 may not always be at the centerline 30 (FIG. 2). For many tires, the fastest wear may be at the shoulder 88. However, the difference between the wear rate of the tire 12 at the centerline 30 and at the shoulder 88 typically depends on the tire structure data 50, including the tire Footprint Shape Factor (FSF), the mold design drop, the tire belt/breaker angle, and/or the overlay material. The tire structure data 50 from the tire structure database 44 is thus input to the de-normalization filter 64 and used in conjunction with the centerline length measurement 28 from the sensor unit 26 to estimate the length 90 at the shoulder 88, which shoulder 88 may be the fastest wearing portion of the tread 20. The technique of utilizing a Footprint form Factor is described in more detail in an application entitled "Tire State Estimation System and Method utilizing a Footprint form Factor," filed concurrently with this application by the same assignee, Goodyear Tire and rubber company, and incorporated herein in its entirety.

The denormalization filter 64 generates a normalized blot length 66. Since the centerline length 28 of the tire 12 may also be affected by vehicle loads, the effect of the load on the normalized footprint length 66 must be accounted for and eliminated. To eliminate the effect of loading on the normalized print length 66, a historical print measurement database 68 is accessed. A historical print measurement database 68 is in electronic communication with the processor 36, may be stored on the processor, and contains a historical record of print measurements 70. The normalized blot length 66 is correlated to the history record 70 and the average of these values is taken.

The average of these values is applied to a time filter 72. The time filter 72 illustrates a time scale decomposition of the tire 12. More specifically, the time filter 72 accounts for and eliminates deviations due to factors or parameters that may affect the tire 12 over time that are not among the measured parameters described above. The technology used in the temporal filter 72 is described in more detail in an application entitled "Method for Extracting Changes in Tire Characteristics", filed concurrently with this application by the same assignee, goospecific tires and rubber, and incorporated herein in its entirety.

The temporal filter 72 produces a regularized footprint length 74 for the tire 12. The regularized footprint length 74 is input to a prediction model 76 to generate the estimated wear state 54 for the tire 12. The predictive model 76 is preferably a non-linear regression model. By way of background, a non-linear regression model is a form of regression analysis in which observed data is modeled by a function that is a non-linear combination of model parameters, the function being dependent on one or more independent variables. Examples of non-linear regression models that may be used for predictive model 76 include Random Forest regression elements, XgBoost regression elements, and Catboost regression elements.

In this manner, tire-based measurements of centerline length 28, pressure 38, and temperature 40 are input to analysis module 52 along with tire ID information 42 and vehicle-based measurements of velocity 58 and inertia 60. The normalized footprint length 66 is generated after applying the denormalization filter 64, and the normalized footprint length 74 is generated after correlating the normalized footprint length with the history 70 and applying the average of these values to the temporal filter 72. The prediction model 76 utilizes the regularized footprint length 74 to estimate the wear state 54 of the tire 12.

Referring to fig. 6, as the wear state 54 is estimated for each tire 12, data may be wirelessly transmitted 78 from the processor 36 on the vehicle 14 to a remote processor, such as a processor in a cloud-based server 80. The wear state estimate 54 may be stored and/or analyzed remotely and may also be wirelessly transmitted 82 to a display device 84 for display accessible to a user of the vehicle 14, such as a smartphone. Alternatively, the wear state estimate 54 may be sent 86 directly wirelessly from the processor 36 to the display device 84.

Additionally, tire wear state estimate 54 may be compared to a predetermined wear limit in processor 36. If the state of wear estimate 54 is below the limit of acceptable remaining depth for the tread 20, a notification may be sent to the display device 84. The tire wear state estimation system 10 may thus provide a notification or recommendation to the vehicle operator that one or more tires 12 are worn and should be replaced.

Tire wear state estimation system 10 may also send or transmit tire wear state estimates 54 to a service center or fleet manager. Further, the tire wear state estimation system 10 may send or communicate the tire wear state estimate 54 to an electronic control unit of the vehicle 14 and/or to a vehicle control system, such as a braking system and/or a suspension system, to improve the performance of such systems.

In this manner, the tire wear state estimation system 10 of the present invention estimates the wear state of the tire 12 by measuring tire-based parameters of footprint centerline length 28, pressure 38, and temperature 40, vehicle-based parameters of measured speed 58 and inertia 60, and incorporating tire ID information 42. The system 10 inputs these parameters and information to an analysis module 52, which provides an accurate and reliable estimate of the tire wear state 54. The tire state of wear estimation system 10 of the present invention thus provides a stand-alone system that need not be integrated into the vehicle's electronic systems, including the CAN bus system.

The present invention also includes a method of estimating the wear state of the tire 12. The method comprises the steps according to the description presented above and shown in fig. 1 to 6.

It is to be understood that the structure and method of the tire wear state estimation system described above may be changed or rearranged, or components or steps known to those skilled in the art may be omitted or added, without affecting the overall concept or operation of the present invention. For example, electronic communication may be through a wired connection or wireless communication without affecting the overall concept or operation of the invention. Such wireless communications include Radio Frequency (RF) and Bluetooth @ (Bluetooth) communications.

The invention has been described with reference to the preferred embodiments. Modifications and alterations will occur to others upon reading and understanding the preceding detailed description. It is intended that all such modifications and alterations or their equivalents be included within the scope of the invention as set forth in the claims below.