Abstract: It has been found that certain silica/cellulose hybrid compositions can be incorporated into rubber formulations with excellent compatibility between the filler and the rubber being attained. These rubber formulations also offer excellent rubber performance characteristics for utilization in tires and other rubber products. These silica/cellulose compositions are made by (1) dispersing sodium silicate or an alkoxy silane into an aqueous cellulose slurry to make an aqueous cellulose dispersion; (2) maintaining the aqueous cellulose dispersion under agitation for a time which is sufficient to allow the sodium silicate or the alkoxy silane to react with the cellulose; (3) adding an acid to the cellulose dispersion in an amount which is sufficient to reduce the pH of the cellulose dispersion to no more than about 8 to produce the silica/cellulose hybrid; and (4) recovering the silica/cellulose hybrid from the water.

Abstract: Disclosed are examples for detecting a displacement of a sensor within a tire. A baseline signal strength is compared to a measured signal strength. When a calculated comparison value (e.g., delta standard deviation) meets or exceeds a threshold value, the sensor is determined to be displaced from the expected location in the tire. When a sensor is determined to be displaced or otherwise loose from the expected location within the tire, an alert can be generated to provide notice to the vehicle driver or other entity of the issue so that the issue can then be remedied.

Abstract: The invention provides a method and system for automatically detecting a swap of tires on a vehicle using RSSI levels obtained from tires equipped with transmitters. The obtained RSSI level distributions are used to artificially generate a set of training records, allowing for robust training of a machine learning algorithm. The machine learning algorithm is thereby enabled to provide efficient detection of tire swaps, and to generate a corresponding output signal.

Abstract: An auto-location system locates a position of a tire. A tire sensor unit is mounted on the tire and measures a length of a footprint of the tire, and electronic memory capacity stores identification information for the tire sensor unit. A vehicle sensor unit is mounted on the vehicle and measures a lateral acceleration and a longitudinal acceleration. A processor is in electronic communication with the tire sensor unit and the vehicle sensor unit, and receives the measured footprint length, the identification information, the lateral acceleration, and the longitudinal acceleration. A virtual footprint length estimator employs the lateral acceleration and the longitudinal acceleration to estimate a virtual footprint length of the tire. A correlation module receives the virtual footprint length and the measured footprint length to generate correlation values. A decision arbitrator applies a set of decision rules to the correlation values to generate a wheel position indication.

Abstract: A method and apparatus for forming an apex or an apex in combination with a bead, the method comprising the steps of: winding a strip of rubber onto a rotatable platen to form an apex, wherein the rotatable platen may further include a radially expandable bead chuck for supporting a bead. The rotatable platen may optionally include a nonstick coating such as titanium nitride and optionally include one or more radially oriented bars. The optional one or more radially oriented bars may be movable into a first position flush with the outer surface of the platen, and movable into a second position that preferably is nonflush and protrudes from the outer surface of the platen. The rotatable platen is further optionally retractable from the bead chuck to facilitate removal of the apex from the apparatus.

Abstract: An auto-location system includes a first tire sensor unit that measures a footprint length of a first tire. A second tire sensor unit measures a footprint length of a second tire. A vehicle status determination module receives the measured footprint lengths and determines when the vehicle is in a static or cruising state. A mean calculation module receives the measured footprint lengths when the vehicle is in a static or cruising state, and determines a first mean footprint length corresponding to the first sensor unit and a second mean footprint length corresponding to the second sensor unit. A comparison module receives the mean footprint lengths and determines a longest and a shortest of the mean footprint lengths. A position determination module generates a position determination of the first sensor unit and the second sensor unit based on the longest and the shortest of the mean footprint lengths.

Abstract: A counter-deflection load estimation system for a tire is provided. The tire includes a pair of sidewalls extending to a circumferential tread and supporting a vehicle, and the vehicle includes a controlled area network bus. In the system, a sensor is mounted to the tire and measures a parameter of the tire. A counter-deflection of the tire is determined from the measured parameter, and a linear vehicle speed signal is received through the controlled area network bus. A processor is in electronic communication with the sensor and with the controlled area network bus. A load estimation module is in electronic communication with the processor, receives the linear vehicle speed signal and the counter-deflection of the tire, and determines a load on the tire.

Abstract: An irregular wear detection system for a tire supporting a vehicle includes a sensor unit mounted on the tire. The sensor unit includes a footprint centerline length measurement sensor to measure a centerline length of a footprint of the tire. A processor is in electronic communication with the sensor unit and receives a plurality of measured centerline lengths over time. An analysis module is stored on the processor and receives the measured centerline lengths as inputs. The analysis module detects irregular wear of the tire from the measured footprint centerline lengths. An irregular wear determination is generated by the analysis module when the measured footprint centerline lengths remain the same or increase.

Abstract: Path specific rolling resistance is determined in a method including: receiving, from a first source, first rolling resistance data of a first set of road surface portions of a corresponding first set of times; receiving, from a second source, second rolling resistance data of a second set of road surface portions of a corresponding second set of times; determining, using any of the first rolling resistance data and the second rolling resistance data, a path specific rolling resistance for a given path including one or more of the road surface portions selected from the first and second set of road surface portions; and providing at least one target vehicle with the path specific rolling resistance or a derivative of the path specific rolling resistance.