Vehicle and method of using a spare tire.

(54) Title: VEHICLE AND METHOD OF USE OF A SPARE TIRE.

(54) Title: VEHICLE AND METHOD OF USING A SPARE TIRE.

(57) Summary

A spare tire monitoring system is provided. The spare tire monitoring system includes a controller programmed to emit a signal indicating that a spare tire is currently in use in response to a difference between a radius of a first tire and a radius of a second tire exceeding a threshold. .

(57) Abstract

A spare tire monitoring system is provided. The spare tire monitoring system includes a controller programmed to output a signal indicating that a spare tire is currently being used in response to a difference between a radius of a first tire and a radius of a second tire exceeding a threshold.

PATENT TITLE No. 352136

Headlines):

D micilio:

FORD GLOBAL TECHNOLOGIES, LLC

Fairlane Plaza South, Suite 800, 330 Town Center Drive, Dearborn, Michigan, 48126, USA

D nomination: VEHICLE AND METHOD OF USE OF A SPARE TIRE.

Classification: CIP: G01M17 / 02; B6OC99 / O0,

CPC: G01M17 / 02; B60C99 / 00

Inventor (s): ERICK MICHAEL LAVOIE,

REQUEST

Number:

MX / a / 2016/003701

I will date Presentation: ic

22ofMarz0of2Q16.

Hour:

14:42

Country:

US

Validity: Twenty years'

Due Date March 22, 2036

Issue Date: November 9, 2017 \ \ \ A. v, \

24.^^990(^0-^6

J. ' ·· .... v: - *. '^v x:

Number:

14/667,153

The patent of referenett; s «^ drga with funaeMeeto in the artt ^ wos / Μυ. and 59, of the Industrial Property Law.

In accordance with article 28 of the ProjectadIrMistnaf Law, the préseÉe F $ te £ e tia ^ e validity of twenty aphips, extendable, counted from the date of submission of the application and will be subject to the current rate for the rights. '

Who subscribes to this title ΙοΑβοβκαη based on lo'Yksauesto pérj ^ | a (ti <Slilas 6 ° fraccieilés III and 7 ° Jlis Z.de la-bey of Industrial Property (Official Gazette of the Federation (0. © .F.) '06/27/1991, amended eroW8 / Í994, 25 / 10/1996, '26 / 12/1997, 17/05/1999, 26/01/2004, 16/06/2005, 25/01/2006, 06/05 / 2009,06 / 01/2010, 18 / 06/2010, 06/28/2010, 01/27/2010 Olíy Ϊθ) ρ4 / 2Ο1 ^. Articles 1 », 3^or fraction V part a), 4^or and 12th sections I and III of the Regulations of the Mexican Institute of Industrial Property φ, OF Vh. 2/1999 | Jísf8flT> aWel OW77 ^ lto2₍ 07/15/2004, 07/28/2004 and 09/07/2007); items 1^or, 3°, 4^or, 5^or fraction V subsection a), 1 $ fractions I * III and 3O ^ ta / eWeM * e ^ anicqulofInstitate'Meiéeño of Industrial Property (DOF 12/27/1999, amended 10/10/2002, 07/29/2004, 08/04/2064 / 43/09/2007), 1^or, 3^or and S ^ ete ^ Q ^ 'dgLAa ^ do that delegates powers to the Deputy General Directors, Coordinator, Οίηάοη »* ΦΜ« οηΜ · 8 ^ Taftret Divisional Deputy Directors, Coordinators

Departmental and other subordinates of the Mexican Institute of Property ln ^ tria1PxUO.E. »12/45/1999, amended 02/04/2000, 07/29/2004, 08/04/2004 and 09/13/2007). ''

This document is signed with an advanced electronic signature (FIEL), based on articles 7 BIS 2 of the Industrial Property Law; 3 of its Regulations, and 1 section III, 2 section V, 26 BIS and 26 TER of the Agreement establishing the guidelines for the use of the Payment and Electronic Services Portal (PASE) of the Mexican Institute of Industrial Property, in the procedures indicated.

DIVISIONAL PATENT DIRECTOR NAHANNY CANAL REYES

Ξ Original Chain:

• i „NAHANNY MARISOL CANAL REYES | 00061000000403252793 | Administration Service

Tax | 1695 || MX / 2017/91966 | MX / a / 2016/003701 | Normal patent title | 1223 | GAGV | Page (s) 1 | JSslB0r1c2l4VUwq7d5X01XscWA =

Eli

Digital stamp:

K7vtPpJyfzmtd426pDgi50FovyAhN4pqAcchynJenPCksM rdMYQGAjroAdw8 + ++ + D2cE5ldMWd xhWto3DaF / b0GrJS DbD9mrLOcsVs7LL2nsRR4DQUO4oojU5snYaktQsZ7dOzW6kwFaev2t / hXXtSPzpLU1RAH8ozKemcXGt / YuvqXki2Pt vh5yAx4NwpAUoOtzO92yfNujnki5zvMNzDhWQ / l24K7G08ul3 + KrLwR + l9nU3C5mwhDhLmt7N7QFCi2dGySWySTNec

TqiGGGAQPA1nFyxTD9q934QWIQHIROjPdzxmU5 + qia1JLR185qGTgqi2pJ2P7trAH / 4OtMCQ ==

Arenal No. 550. Floor 1 Pueblo Santa María Tepepan. Xochimilco. 16020, Mexico City.

(55) 53340700 www.gob.mx/impi

MX / 2017/91966 ^ PoPP ^ lN¿TJ1U '> r · ··. · - · '. . you

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VEHICLE AND METHOD OF USE OF A SPARE TIRE

TECHNICAL FIELD

This disclosure refers to the monitoring of vehicle tires.

BACKGROUND

Vehicles may include systems that monitor the condition of the vehicle's tires, including spare tires.

BRIEF DESCRIPTION OF THE INVENTION

A vehicle is provided. The vehicle includes a plurality of tires, a spare tire, and a controller programmed to emit a signal indicating that the spare tire has replaced one of the plurality of tires in response to a difference between a radius of a first tire and a radius of a second tire exceeds a threshold.

A spare tire monitoring system is provided. The spare tire monitoring system includes a controller programmed to emit a signal indicating that a spare tire is currently being used in response to a difference between a parameter indicating a geometry of a first tire and a parameter indicating a geometry of a second tire exceeds a threshold.

A method of monitoring spare tire usage on a vehicle is provided. The method includes communicating to a user that a spare tire is currently in use and displaying a spare tire remaining life in response to a difference between a radius of a first tire and a radius of a second tire exceeding a threshold. .

ΙΜΗ-'Ί institute ·.

BRIEF DESCRIPTION OF THE DRAWINGS ^Μ - --- Figure 1 illustrates a vehicle that includes a powertrain and a steering system.

Figure 2 illustrates a method of monitoring spare tire use.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are merely examples, and other embodiments may take various alternative forms. Figures are not necessarily to scale; Some features may be exaggerated or minimized to show details of particular components. Therefore, the specific structural and functional details disclosed herein are not to be construed as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As will be understood by those of ordinary skill in the art, various features illustrated and described with reference to any of the figures may be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. described. Combinations of the illustrated features provide representative embodiments for typical applications. However, it may be desirable to make various combinations and modifications of features consistent with the teachings of this disclosure for particular applications or implementations.

Referring to Figure 1, a vehicle 10 is illustrated. Vehicle 10 may be a motor vehicle, such as an automobile, truck, farm equipment, or military transport vehicle. Vehicle 10 may include powertrain 20, steering system 22, and controller 24.

While illustrated as a controller, controller 24 may be part of a larger control system and may be controlled by various other controllers distributed by vehicle 10, such as a vehicle system controller (VSC, x JNL l. Λ ,.

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for its acronym in English). Therefore, it should be understood that controller 24 and one or more additional controllers may be collectively referred to as a "controller" that controls various functions of vehicle 10 and / or actuators in response to signals from various sensors. Controller 24 may include a microprocessor or central processing unit (CPU) in communication with various types of computer-readable storage devices or media. Computer-readable storage media or devices may include volatile and non-volatile storage in read-only memory (ROM), random access memory (RAM), and persistent memory (KAM). for its acronym in English), for example. KAM is persistent or non-volatile memory that can be used to store various operational variables while the CPU is off. Computer-readable storage devices or media can be implemented using any of a number of known memory devices, such as programmable read-only memories (PROMs), electrically programmable read-only memories (EPROMs). read-only programmable and electrically tamed memories (EEPROM), flash memory or any other electrical, magnetic, optical, or combined memory device capable of storing data, some of which represents executable instructions used by the controller to control the vehicle.

Powertrain 20 may provide torque to one or more wheel assemblies to drive vehicle 10. Powertrain 20 may have a hybrid configuration that can employ multiple power sources or a non-hybrid configuration. In a non-hybrid configuration, powertrain 20 may include an engine 40, a transmission 42, and at least one driveshaft assembly 44.

Engine 40 can be configured as an internal combustion engine that can be adapted to run on any suitable type of fuel, such as gasoline, diesel, ethanol, hydrogen, etc. Motor 40 can provide power or drive torque that can be used to rotate one or more wheel assemblies to drive vehicle 10. For example, vehicle 10 may have a first

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INUUSTUM <l__ wheel assembly 50 and a second wheel assembly 52 spaced longitudinally from the first wheel assembly 50. Generally, the ^ im ^ assembly ~ 3e ~ ^ wheel 50 can be called a rear axle and the second wheel assembly Wheel 52 may be referred to as a front axle.

The first wheel assembly 50 may include a first tire 60 mounted to a first wheel. The first wheel assembly 50 may include a second tire 62 mounted on a second wheel and laterally spaced from the first tire 60 mounted on the first wheel. The combination of the first tire 60 and the first wheel can be rotatably mounted on a vehicle chassis by a wheel hub assembly. The combination of the second tire 62 and the second wheel can also be rotatably mounted on a vehicle chassis by means of a wheel hub assembly.

The second wheel assembly 52 may include a first tire 70 mounted on a first wheel. The second wheel assembly 52 may include a second tire 72 mounted on a second wheel spaced laterally from the first tire 70. The combination of the first tire 70 and the first wheel may be rotatably mounted on a vehicle chassis by a mounting wheel hub. The combination of the second tire 72 and the second wheel can also be rotatably mounted on a vehicle chassis by means of a wheel hub assembly.

Transmission 42 may be drivably coupled or connected to engine 40. Transmission 42 may be of any suitable type, such as a multi-gear or step-ratio automatic or manual transmission. As used herein, the term transmission can include a gearbox or differential 78. Differential 78 can provide multi-wheel drive, four-wheel drive, front-wheel drive, or rear-wheel drive capability. The driveshaft assembly 44 may rotatably support the first wheel assembly 50. An output of the transmission 42 may be connected to an input of the differential 78 operatively connected to the driveshaft assembly 44 with a driveshaft 80. At al minus one embodiment, vehicle 10 may be provided with ₅ IΜ Τ '·' 7 a forward drive axle mount that can rotate through the second wheel mount 52. “- -----------—

The steering system 22 may be configured to articulate or pivot the second wheel assembly 52. ​​The steering system 22 may include a steering wheel 90 rotatably connected to the second wheel assembly 52 through a steering connection 92. The steering link 92 may be configured to pivot the first wheel and the second wheel of the second wheel assembly 52 about a pivot axis to vary a pivotal position of the wheels of the second wheel assembly 52.

The steering linkage 92 may be coupled to a steering gearbox 94. The steering gearbox 94 may be coupled to a steering gear 96. The steering gear may be connected to the first and second wheels of the second wheel mount 52. The steering mechanism 96 may be configured to pivot or articulate the first wheel and the second wheel of the second wheel assembly 52 about the pivot axis in response to the rotation of the steering wheel 90. The steering gear 96 may be a rack and pinion steering gear, a recirculating ball steering gear, a sector and worm gear steering gear, a variable ratio steering gear, an electric power steering gear or other. configuration that can pivot or articulate vehicle wheels. The pivotal position of the second wheel assembly 52 can be shown as a position of the wheel angle a and the corresponding rotational position of the steering wheel 90 can be shown as a position of the steering wheel angle β.

A power steering motor 98 may be coupled to the steering link 92 and / or the steering gearbox 94. The power steering motor 98 may be configured to apply motion or apply torque to the steering system 22 to rotate the steering gear. second wheel assembly 52. The power steering motor 98 may be an electronic power steering motor configured to provide assistance to help the driver turn the second wheel assembly 52 in response to the rotation of the steering wheel 90.

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Powertrain 20 and steering system 22 can communicate with controller 24. Controller 24 can ™ ..n¡ranion .___________ with a plurality of vehicle sensors. The plurality of vehicle sensors may include a steering sensor 120, tire pressure sensors 118, and wheel speed sensors 122. Controller 24 may be in communication with the plurality of sensors via wired connections, wireless connections, or may be in communication with the plurality of sensors via a CAN communication protocol network.

Steering sensor 120 may be configured as a steering wheel angle sensor. Steering sensor 120 may be disposed near steering wheel 90 or it may be disposed near steering gearbox 94 or steering gear 96. Steering sensor 120 may be configured to provide data indicating rotation of steering wheel 90. , such as the position of the steering wheel angle β.

Tire pressure sensors 118 may be disposed in or near vehicle tires 60, 62, 70, and 72. A tire pressure sensor 118 may also be disposed in or near a spare tire. Vehicle 128. Vehicle spare tire 128 may be attached to vehicle at any rigid location 130, including a vehicle body or chassis 10. The spare tire is configured to replace any of the vehicle's tires 60, 62, 70 or 72 in the event that one of the vehicle's tires experiences a failure. The spare tire 128 may have a tire geometry (eg, radius, diameter, circumference, width) that is less than that of the other vehicle tires 60, 62, 70, and 72. The tire pressure sensors 118 can communicate with the controller 24 to indicate the pressure status of each of the vehicle's tires 60, 62, 70 and 72, including the spare tire 128. The tire pressure sensors 118 can also communicate with controller 24 to indicate whether spare tire 128 has replaced any of the other vehicle tires 60, 62, 70, or 72. Communication between the tire pressure sensors ₇ IMPIL'BINSTITUTE MEXICANO>,::}

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tires 118 and controller 24 can be realized by a cWütílbaciún- · - · '' ina I ambri ca.

Wheel speed sensors 122 may be disposed near the wheels of the vehicle. For example, a wheel speed sensor 122 may be disposed near the first tire 60 and the second tire 62 of the first wheel assembly 50. A wheel speed sensor 122 may also be disposed near the first tire 70 and the second tire. 72 of the second wheel assembly 52. Wheel speed sensor 122 may be configured to provide rotational speed or angular speed to the tire and respective wheel.

Changes in tire radius may be due to tire wear, changes in tire air pressure, replacement of a tire with a spare tire, tire defects, or other issues that may affect the tire radius . Various methods, including yaw rate detection, relative learning, and GPS learning, can be used to determine or calculate tire radius changes. The methods can be used individually, in parallel or in sequential and iterative order, to provide an accurate calculation of the tire radii or tire circumference during a driving cycle, buy the calculation of the radii or the circumference of the tires during the current driving cycle and comparing them with the radii or circumference of the tires from a previous driving cycle, and updating the controller 24 with current information on the radii or circumference of the current driving cycle. The yaw rate detection method may be configured to calculate a reference tire radius, Rr. The radius of the reference tire, Rr, can be the radius of at least one of the tires related to the first wheel assembly 50 and the second wheel assembly 52. For example, the radius of the reference tire, Rr, can be the radius of the first tire 60 of the first wheel assembly 50 or the radius of the first tire 70 of the second wheel assembly 52. ​​The radius of the reference tire, Rr, can be based on changes with respect to a radius

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INLHlf. a1AL 'J-xJ; -. initial tire number or a predetermined tire radius obtained from a previous driving cycle stored in memory.

Then, the yaw rate detection method can learn the radius of a tire laterally spaced from the reference tire arranged near the same axis during the current driving cycle. Then the yaw rate detection method can learn the radius of the rest of the vehicle's tires by the relative learning method.

The rate of turn detection method may be configured to relate a vehicle rate of turn,,_ζ, the speed of the reference tire, a tire speed of a tire separated from the reference tire, and a vehicle track width, Ap, for calculating the radius of the reference tire, Rr. The rate of turn of the vehicle, ω_ζ, it may be provided to the controller 24 by another vehicle controller or autonomous rate of turn sensor 126.

The speed or angular velocity of the reference tire may be provided by a wheel speed sensor 122 disposed near the reference tire. The tire angular velocity or velocity of a tire separated from the reference tire may be provided by a wheel speed sensor 122 disposed near the tire separated from the reference tire. For example, the tire separated from the reference tire may be the second tire 62 of the first wheel assembly 50, if the reference tire is the first tire 60 of the first wheel assembly 50, or it may be one of the first tire 70 or the second tire 72 of the second wheel assembly 52, if the corresponding tire in the second wheel assembly 52 is the reference tire.

The vehicle track width, Ap, can be a lateral distance between a center line of the first tire 60 of the first wheel assembly 50 and the second tire 62 of the first wheel assembly 50. The vehicle track width, Ap, can be a lateral distance between a center line of the first tire 70 of the second wheel assembly 52 and the second tire 72 of the second wheel assembly 52. The vehicle track width, Ap, can be a predetermined value programmed into controller 24. In at least one embodiment, the vehicle track width, Ap, can be one half of the vehicle track width, Map. As the

<img file="MX352136B_D0001.tif" />

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The rate of turn detection method can be employed in response to the detection conditions being met. Detection conditions that can be met prior to employing the rate of turn detection method may include that a steering angle provided by the steering sensor 120 is greater than a threshold steering angle, than a vehicle speed, Vv, is less than a threshold vehicle speed, or a vehicle rate of turn, ω_ζ, is greater than a threshold vehicle turn rate. Detection conditions can be implemented to minimize errors in tire radius learning methods. Controller 24 can receive the radius of the reference tire, Rr, as a function of a measured steering angle, a rate of turn of the vehicle, ω_ζ, an angular velocity of the reference tire, cor, and an angular velocity of the tire that is laterally spaced from the reference tire and arranged on the same axis as it, a.

The rate of turn detection method can calculate the radius of the reference tire, Rr, based on equation (1):

„Ωζ · (2 ​​· Μ3ρ)

Rr = —--- ωΚ-γ · ωΝ (1)

In this way, the rate of turn detection method can be used to calculate! tire radius that is laterally separated from the reference tire, Nr, and arranged on the same axis as the reference tire, based on equation (2):

.. Rr-újR_r-ü) Z- (2-Map)

Nr = --- ~ ωΝ (2) and can be a learned radius ratio, Nr / Rr, learned while driving in a straight line using the relative learning method. The instantaneous values ​​of the radius of the reference tire, Rr, can be added and averaged. A final reference tire radius, Rr, can be updated periodically during the

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INDUSTRIAL t „driving cycle. The relative learning method may be configured to estimate a calculation of the radius of a first tire, Rp. Controller 24 may be configured to employ the relative learning method in response to vehicle 10 driving approximately in a straight line. Detection conditions that may be met prior to employing the relative learning method may include that a steering angle provided by the steering sensor 120 is less than a threshold steering angle and that a vehicle speed, Vv, is greater than a threshold vehicle speed. The detection conditions can confirm that the vehicle is driving approximately in a straight line with a low amount of wheel slip. Controller 24 may receive the calculation of the radius of the first tire, Rp, as a function of the radius of the reference tire, Rr, or as a function of the angular velocity of the reference tire, ωρ, and the angular velocity of the first tire, ωρ. The angular velocity or speed of the reference tire can be provided by the wheel speed sensor 122 disposed near the reference tire. The angular velocity or velocity of the first tire can be provided by the wheel speed sensor 122 disposed near the first tire.

The relative learning method can calculate a percentage difference in the radius size of a first tire, Rp, from the radius of the reference tire, Rr, during the current driving cycle. The relative learning method can calculate the percentage difference in size based on equation (3):

difference% = (3)

Instantaneous results for the percent difference in size can be added together, averaged, or filtered. A final value of the percentage difference in size can be updated periodically during a driving cycle. In this way, the relative learning method can determine the radius of the first tire, Rp, as a function of the percentage difference. The radios relation learned, institute mxxr'r.u · :,

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INÍW7JAL · Y, can be calculated as a relationship between the radius of the first tire, Rp, which can be the reference tire, and the radius of the reference tire, Rt LüéCfü, the ratio of radii learned, and can be fed back to the yaw rate detection, if the radius of the reference tire, Rr, and the radius of the first tire, Rp, are tires that are laterally spaced from each other and arranged on the same axis.

Any of the vehicle's tires can be designated as the reference tire by the relative learning method. The relative learning method can then be used to determine the radius of any of the remaining tires that are not designated as the reference tire, regardless of whether they are on the same wheel mount as the reference tire.

The relative learning method may be configured to estimate a calculation of the radius of a second tire, Rs, during the current driving cycle. The GPS learning method can be used in response to the detection conditions being met. The detection conditions that can be met before employing the GPS learning method may include that a vehicle speed, Vv, is greater than a threshold vehicle speed, that a steering angle is less than a threshold steering angle, that a vehicle acceleration is less than a threshold vehicle acceleration, or a vehicle rate of turn is less than a threshold vehicle rate of turn. These detection conditions can indicate that the vehicle 10 is driving in a straight line. Controller 24 may receive a second tire radius calculation, Rs, based on a GPS-derived vehicle speed, a tire angular velocity acquired during the driving cycle, or a wheel slip calculation. The vehicle speed obtained by GPS may be a vehicle speed data output obtained from a GPS module 108 (half-universe speed).

The GPS learning method can estimate the calculation of the second tire radius, Rs, based on equation (4):

_D _ Speed ​​obtained by GPS (s + 1) λ 5 -

<img file="MX352136B_D0002.tif" />

ωχ ω₃ is an angular velocity of at least one of the first tire 60 and the second tire 62 of the first wheel assembly 50, and of the first tire 70 and the second tire 72 of the second wheel assembly 52. ​​The angular velocity may be provided by a speed sensor wheel 122 disposed near the corresponding tire.

s is a calculation of the wheel slip of at least one tire obtained as a function of equation (5):

r λ ^Pxs (x) = ---— ^{v 7} rFC (p) (5)

Px is the net wheel torque of at least one tire of the first wheel assembly 50 and the second wheel assembly 52.

r is a nominal tire radius of at least one of the vehicle's tires stored in memory.

F is a calculated normal load applied to at least one of the vehicle's tires.

C is a longitudinal stiffness of at least one of the vehicle's tires as a function of calculating a coefficient of friction of the road surface, μ, and is assumed to be constant.

GPS-derived vehicle speed may experience lag during vehicle acceleration and deceleration episodes. The delay can be compensated for by the controller 24 to avoid a tire radius calculation error. It can be compensated! delay by implementing an interpolation method between two consecutive speed readings keeping the previous speed reading from a previous iteration in memory, e.g. eg EPROM.

Controller 24 may compare the results of the radius of the reference tire, Rr, of the calculation of the radius of the first tire, Rp, and of the calculation of the radius of the second tire, Rs, with each other. Controller 24 may take at least one of the

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INDUSTRIAL ^x 'k _______' * calculation of the radius of the first tire, Rp, and the calculation of the radius of the second tire, Rs, depending on the maturity of the calculation. A mature estimate could be a tire radius estimate that was taken more recently or that was sampled over longer periods during the driving cycle. In at least one embodiment, if the calculation of the radius of the first tire, Rp, and the calculation of the radius of the second tire, Rs, are applied to the same tire, the calculation of the radius of the first tire, Rp, can be merged with the calculation of the radius of the second tire, Rs, according to a least squares or other statistical method to provide a calculation of the radius of a tire, Re, with which the controller 24 can be updated.

Controller 24 may be in communication with a spare tire warning device 132 and may be programmed to transmit an output signal to spare tire warning device 132 indicating that spare tire 128 is currently in use. Once it has received the signal from the controller 24, the spare tire warning device 132 may be configured to issue a warning to a user of the vehicle that the spare tire 128 is in use. The warning issued to the vehicle user indicating that the spare tire 128 is in use may be visual, audible, or haptic in nature. For example, a visual warning can include a dashboard warning light that illuminates when the 128 spare tire is in use, an audible warning can be an audible alarm transmitted through a loudspeaker when the tire Spare 128 is in use, and a haptic warning may include a motor located in the steering wheel or vehicle seat that vibrates when spare tire 128 is in use.

Controller 24 may also be in communication with a spare tire speed limit warning device 134 and may be programmed to transmit an output signal to spare tire speed limit warning device 134 if vehicle 10 exceeds a recommended vehicle speed limit when spare tire 128 is in use. Once it has received the signal from the controller 24, the device

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INDUS '. _WaL Spare tire speed limit warning sign 134 can issue a warning to a vehicle user indicating that the vehicle speed, VvT ”has exceeded the recommended vehicle speed when the spare tire

128 is in use. The warning issued to the vehicle user indicating that the vehicle has exceeded the recommended speed when the spare tire 128 is in use can be visual, audible or haptic in nature, similar to the examples described above regarding the device spare tire warning sign 132.

In addition, the controller 24 may be in communication with an indicator 136 that displays the remaining recommended life (or predetermined maximum durability) of the spare tire 128. The controller 24 may be configured to track the use of the spare tire 128 once spare tire 128 has been determined to be in use. Then, the controller 24 can output a signal to the indicator 136 that indicates the remaining recommended life of the spare tire 128. The indicator 136 can then display the remaining recommended service life of the spare tire 128. The indicator 136 can display the life spare tire useful life 128 in miles, kilometers or any other suitable unit. Indicator 136 can be an analog (eg, dial) or digital (p. e.g., a digital numeric display). If indicator 136 is a digital indicator, the indicator may be color coded indicating that the spare tire is closer to the predetermined maximum durability. For example, the indicator may include the colors green, yellow, and red, which relate to the remaining life of the spare tire 128; green indicates low use of spare tire 128 and red indicates spare tire 128 is near its maximum recommended use.

Once the spare tire 128 has been used beyond its recommended useful life, the controller 24 may be configured to transmit an output signal to a spare tire overuse warning device 138. After receiving the signal from the controller 24, the spare tire overuse warning device 138 may issue a warning to a vehicle user indicating that the spare tire 128&gt; 1 t ή g INSTITUTE Mh; íí¿ ANr .. &lt;··· &lt;·. '. -&gt; j

.. INrUSÜlAL 'has been used beyond the recommended shelf life. The warning issued to the vehicle user indicating that the spare tire 128 has been used beyond its recommended service life may be visual, audible or haptic in nature, similar to the examples described above regarding the warning device spare tire 132.

Referring to FIG. 2, a method of monitoring the use of spare tire 128 on vehicle 10 is illustrated. Method 200 starts at start block 202. The method 200 can be initiated by placing the ignition of a vehicle in an "on" position, placing the transmission of vehicle 42 in a specific gear selection, when vehicle 10 exceeds a predetermined speed threshold, or by any other suitable condition in the one that is convenient to monitor if a spare tire is in use.

In step 204, the geometry of a first tire and the geometry of a second tire are determined. The geometry determined in step 204 may include, but is not limited to, tire circumference, tire diameter, tire radius, and tire width. In one embodiment, step 204 may include calculating a radius of the first tire, Ri, and a radius of the second tire, R2, using a method of calculating the radius of the tire. The tire radius calculation method may include the tire radius calculation methods described above, namely, the yaw rate detection method, the relative learning method, and the GPS learning method. These methods can be used alone, in various combinations, in series or in parallel. As already described, these methods can include calculating the radius of a tire as a function of a relationship between the radius of the first tire, R1, and the radius of the second tire, R2, an angular velocity of the first tire, ωι, a velocity angular of the second tire, ω2, a rate of turn of the vehicle, vehículo, a speed of the vehicle, Vs, a speed of the vehicle obtained by GPS (emitted by the GPS module 108), a calculation of the wheel slip, and a vehicle track width, Ap (or half track width, Map). However, this disclosure should not be construed as limited to tire radius calculation methods.

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FROM THE KO.'iq.v&gt; INDEXlAL described herein, but should be construed to include all methods of calculating tire radius and geometry known in the field.

In step 206, once the geometry of the first tire and the geometry of the second tire have been calculated, the method 200 determines whether the difference between the geometry of the first tire and the geometry of the second tire exceeds a threshold in step 206. If the difference between the geometry of the first tire and the geometry of the second tire does not exceed the threshold, method 200 returns to step 204. The method 200 may continuously monitor the geometries of the first tire and the second tire in step 204, or there may be a delay in time before the method 200 is restarted. The time delay may correspond to an event such as turning the vehicle's ignition off and back to "on", vehicle 42's transmission being placed in a specific gear selection, vehicle 10 turning off. come to a complete stop before moving again, etc. If the difference between the geometry of the first tire and the geometry of the second tire does exceed the threshold, the method 200 continues to step 208, where a signal is generated indicating the use of the spare tire 128. The signal, indicating the use of a spare tire 128, may be an output signal from the controller 24 which is communicated to the spare tire warning device 132, to inform a vehicle user that the spare tire 128 is is in use.

In step 210, once a signal has been issued indicating that the spare tire 128 is currently in use, the method 200 determines whether the vehicle 10 is exceeding a recommended vehicle speed limit while the spare tire 128 is in use. If vehicle 10 is not exceeding the recommended vehicle speed limit, step 210 will be repeated for as long as the data output indicating that spare tire 128 is currently in use remains. If vehicle 10 is exceeding the recommended vehicle speed limit while spare tire 128 is in use, method 200 continues to step 212, where a signal is generated indicating that vehicle 10 has exceeded the speed limit. recommended vehicle while spare tire 128 is in use. The

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7 imiTm 7.KUfKMZu) V '-; ·! NDU.: t, 1aL' signal, indicating that the vehicle has exceeded the recommended vehicle speed limit while the 128 spare tire was enctlETHiy a use, poede-r— be an output signal from the controller 24 that is communicated to the spare tire speed limit warning device 134, to inform a vehicle user that this vehicle speed limit has exceeded the recommended vehicle speed limit while spare tire 128 is in use.

In step 214, once a signal has been issued indicating that the spare tire 128 is currently in use, the method 200 also determines whether the use of the spare tire 128 has exceeded a recommended useful life (or maximum durability ) of the spare tire 128. If the recommended life for spare tire 128 has been exceeded, method 200 continues to step 216, where a signal is generated indicating that the use of the spare tire has exceeded the recommended life for spare tire 128. The signal, indicating that the use of the spare tire has exceeded the recommended service life, may be an output signal from the controller 24 that is communicated to the spare tire overuse warning device 138, to inform a user of the vehicle spare tire 128 has been used beyond the maximum recommended use. If the recommended life of the spare tire 128 has not been exceeded in step 214, the method 200 continues to step 218, where a signal is generated indicating the remaining life of the spare tire 128. The signal, which indicates the Remaining life of the spare tire 128, may be an output signal from the controller 24 that is communicated to the indicator 136, to display the remaining life of the spare tire to a user of the vehicle.

Terms used in the specification are descriptive and non-limiting terms, and it is understood that various changes can be made without departing from the nature and scope of the disclosure. As described above, the features of various embodiments may be combined to form more embodiments of the invention that may not be explicitly described or illustrated. While it could have been described that various embodiments provide advantages or are preferred over other prior art embodiments or implementations with

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^IO INSTITUTE Mr ?! KM '· - ·· *

DE LA PROHIJAD 1 '. ··,,. . , INDUSTRIAL .._K, regarding one or more desirable characteristics, people with training

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Common in the state of the art recognize that one or more raractenstrcas-ptiedefi—— commit to achieve generally desirable system attributes, which depends on the specific application and implementation. These attributes may include, but are not limited to, cost, strength, durability, life cycle cost, marketability, appearance, presentation, size, serviceability, weight, manufacturability, ease of assembly, etc. Thus, embodiments described as less convenient than other prior art embodiments or implementations with respect to one or more features are outside the scope of the disclosure and may be suitable for particular applications.

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