Beru f1systems' infrared sensor, DigiTyre IR, measures tire-carcass temperature. Used for racecar tire tes?ting, it could also find applications within road-tire test programs.
Achieving accurate tire-carcass temperature measurement is a problem because other components and systems may distort readings.
But now Beru f1systems has revealed details of a new infrared (IR) sensor called DigiTyre IR that it claims can record accurate tire-carcass temperature, avoiding the effects of heat soak from the wheel rim and brakes. It also records air pressure and temperature.
Most tire-temperature sensors are fitted to the rim as part of the valve that risks being affected by heat soak from other sources, said Managing Director John Bailey.
"However, our new system uses IR sensors to measure the inside temperature of the tire carcass itself, not just air temperature. Engineers will now be able to correlate accurate tire-carcass temperature to wear, traction, and loading. This inside measurement is key as it identifies the true tire temperature, not just the surface that is in contact with the road."
The system has been used for tire testing by two Formula One race teams and is expected to be used by others, said Bailey. It is set to be used in races from 2009 when slick tires are introduced and testing is dramatically reduced. It could also find applications for road tire testing and development.
The earliest possible warning to a race driver—and vehicle monitoring team—of imminent tire deflation is a crucial issue, and information about the tire-carcass temperature could help to identify tire deflation more quickly.
"There is a chain of events when a tire deflates," explained Bailey. "If a tire develops a puncture, tire and air temperatures rise, with a short lag between the two. Traditional systems only measure air temperature; our new system will receive data about changes to the carcass temperature, so a puncture can be identified earlier."
He added that DigiTyre IR offers resolution of 0.25oC (0.45°F) and accuracy of 0.5oC (0.9°F) across an extended temperature range of -40oC to +215oC (-40°F to +419°F).
The wheel sensor transmits pressure, air, and tire temperature at 1 Hz, via antennae to the ECU. Existing Beru f1systems’ customers can upgrade their existing TPMS with new wheel electronics and software.
The system is also compatible with CAN bus, simplifying integration to loggers. The sensor includes an LF (low-frequency) receiver, allowing engineers using remote devices to receive data. The receiver also allows tire temperature and pressure to be monitored when wheels are being checked on dynamometers or test beds.
"DigiTyre IR is expected to appeal to motorsport users where cost-cutting measures and changes to technical regulations are posing new engineering challenges," said Bailey.
Changing F1 rules for 2009 means a very significant reduction in F1 testing together with the introduction of slick tires, driving demand for trusted data.
The new system was checked out by F1 teams in the first winter tests for the 2009 season as teams gained experience with slick tires.
"Engineers are discovering the new tires, which are the same width as outgoing grooved tires, are generating lots of front-end grip. With more data, they will be better armed to make setup decisions," stated Bailey.
"Testing reductions make track time valuable and engineers will want to acquire as much knowledge as possible."
Other scheduled F1 rule changes will affect tires. For 2010, they will include a ban on tire warmers (blankets used to preheat the tires), which will make the new sensor particularly relevant as race engineers require trusted data to help achieve the best possible qualifying and race performance.
Beru f1systems的紅外傳感器——DigiTyre IR可以測量輪胎胎體溫度。它用于賽車輪胎測試中，但也可以用于常用汽車的輪胎測試中。
測量輪胎胎體溫度的精確性是一個難點，因為除輪胎外的其它部件和系統(tǒng)可能會影響傳感器的讀數(shù)。
但是現(xiàn)在，Beru f1systems揭示了其新型紅外傳感器DigiTyre IR的一些細(xì)節(jié)，據(jù)稱該傳感器可以避免輪輞和制動器的熱浸效應(yīng)，能夠記錄下準(zhǔn)確的輪胎胎體溫度。它同時也可記錄充氣壓力和充氣溫度。
大多數(shù)的輪胎溫度傳感器都是作為閥體的一部分裝在輪輞上，這可能會受到其它熱源的影響，Beru f1systems的執(zhí)行總監(jiān)John Bailey稱。
“然而，我們新推出的紅外傳感器不僅僅測量充氣溫度，還直接測量輪胎胎體的內(nèi)部溫度。有了它，工程師現(xiàn)在可以分析胎體溫度和輪胎磨損、抓地力以及載荷之間的相互關(guān)系了。這種內(nèi)部溫度的測試十分關(guān)鍵，因為該傳感器測量的是真實的輪胎溫度，而不是輪胎與路面接觸面的溫度?！?/FONT>
Bailey說，該系統(tǒng)現(xiàn)已被兩家F1車隊?wèi)?yīng)用于輪胎測試，并且有望得到其它車隊的采用。它很有可能在2009年被采用，那時F1比賽采用熱熔胎，可以大幅降低輪胎的測試工作。它同樣可以用于常規(guī)車輛的輪胎測試和開發(fā)中。
對于賽車手及其車輛狀態(tài)監(jiān)測工作組而言，盡早地提示胎壓不足十分重要，而胎體溫度信息有助于更快地發(fā)現(xiàn)胎壓不足。
Bailey解釋說，“當(dāng)輪胎氣壓不足時，會有一連串的反應(yīng)。當(dāng)輪胎扎破后，輪胎和充氣溫度相繼升高，而兩者升溫之間有一個時間延遲。傳統(tǒng)的測試系統(tǒng)只檢測充氣溫度，我們的新系統(tǒng)則會獲得胎體溫度的變化數(shù)據(jù)，因此扎胎可以更早的被發(fā)現(xiàn)?！?/SPAN>
他補充說，DigiTyre IR系統(tǒng)的分辨率達(dá)0.25oC (0.45°F)，在-40oC~+215oC (-40°F~+419°F)的溫度范圍內(nèi)，其精度可達(dá)0.5oC (0.9°F)。
該傳感器通過天線以1Hz的頻率發(fā)送氣壓、充氣溫度以及胎體溫度信息。Beru f1systems的老客戶可用新的車輪電子系統(tǒng)和軟件對他們的現(xiàn)有TPMS(胎壓監(jiān)測系統(tǒng))進(jìn)行升級。
該系統(tǒng)也與CAN總線兼容，這使得其與數(shù)據(jù)記錄器的集成更簡便。該傳感器包括一個低頻接收器，允許工程師采用遠(yuǎn)程設(shè)備來接收數(shù)據(jù)。當(dāng)在測功機或測試臺架上檢測車輪時，該接收器同樣允許監(jiān)測胎體溫度和胎壓。
Bailey說，“賽車運動中的削減開支措施和技術(shù)規(guī)則的變化都是新的工程挑戰(zhàn)，而DigiTyre IR系統(tǒng)將有望吸引到這些賽車用戶。”
2009 F1賽季規(guī)則的變化意味著F1測試將得到大幅削減，而且將使用熱熔胎，這對可靠的數(shù)據(jù)測試提出了更高的要求。
該新系統(tǒng)已經(jīng)在2009F1賽季的第一輪冬季測試中通過了檢驗，在該測試中車隊對熱熔胎有了一定的經(jīng)驗。
Bailey說，“工程師們在不斷地認(rèn)識新輪胎，該輪胎與以往的有紋輪胎寬度相同，可產(chǎn)生較大的前端抓地力。有了更多的數(shù)據(jù)，工程師就可更好地進(jìn)行賽車設(shè)置。”
“測試開支的減少使得單圈耗時更顯寶貴，工程師們想獲得盡可能多的了解?！?/FONT>
F1規(guī)則的其它預(yù)定變化會影響到輪胎。到2010賽季，規(guī)則將禁止使用輪胎加熱器（預(yù)熱輪胎用的加熱毯），這將使DigiTyre IR傳感器更顯必要，因為賽車工程師們需要可靠的數(shù)據(jù)來獲得可能的最好賽車性能和比賽成績。
（轉(zhuǎn)載）
