FORM 2
THE PATENTS ACT, 1970 (39 of 1970) & THE PATENTS RULES, 2003
COMPLETE SPECIFICATION (See section 10, rule 13) 1. Title of the invention: TYRE FAULT MONITORING
2. Applicant(s)
NAME NATIONALITY ADDRESS
CEAT LIMITED Indian RPG HOUSE, 463, Dr. Annie Besant
Road, Worli, Mumbai-Maharashtra 400 030, India
3. Preamble to the description
COMPLETE SPECIFICATION
The following specification particularly describes the invention and the manner in which it
is to be performed.

TECHNICAL FIELD
[0001] The present subject matter relates, in general, to monitoring of a tyre and, particularly but not exclusively, to fault monitoring of the tyre.
BACKGROUND
[0002] Various parameters of tyres such as, air pressure, temperature, affect fuel efficiency of a vehicle. However, faults in the tyre deteriorate the parameters of the tyre, as well as amounts to downtime of the vehicle. Various reasons for occurrence of the faults in the tyre include manufacturing defect, unfavourable road condition, faulty driving style, misalignment of tyres, wear and tear of the tyre, and the like. Some examples of fault in the tyre are abnormal tread wear, sidewall damage, beading, tyre separation, and puncture. Since, the faults affect vehicle performance, vehicle downtime and driving safety of the vehicle, monitoring and detections of the faults is crucial to maintain desirable health of the tyre.
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 schematic representations of an automated environment for pre-emptive monitoring of faults in a tyre, in accordance with an implementation of the present subject matter.
[0005] Fig. 1(b) illustrates a schematic representation of the automated fault monitoring system for pre-emptive monitoring of faults in the tyre, in accordance with another implementation of the present subject matter.
[0006] Fig. 1(c) illustrates configuration of a sensor assembly placed inside the tyre, in accordance with an implementation of the present subject matter.
[0007] Fig. 1(d) illustrates an exemplary implementation of pre-emptive fault monitoring, in accordance to an example of the present subject matter.

[0008] Fig. 2 discloses systematic steps performed for pre-emptive monitoring of the fault in the tyre, in accordance with an implementation of the present subject matter.
[0009] Fig. 3 discloses method steps performed for pre-emptive monitoring of faults in the tyre, in accordance with another implementation of the present subject matter.
[0010] Fig. 4(a) illustrates exemplary acceleration profiles under varying tyre parameters and pre-emptive fault, in accordance with an implementation of the present subject matter.
[0011] Fig. 4(b) illustrates exemplary acceleration profiles under varying tyre parameters and pre-emptive fault, in accordance with another implementation of the present subject matter.
DETAILED DESCRIPTION
[0012] The present subject matter relates to monitoring of faults in a tyre of a vehicle. Monitoring of faults in a tyre is crucial for health of the tyre. Accordingly, timely awareness of faults in the tyre may amount to increase in lifetime of tyre along with better vehicle performance. Conventional mechanisms of fault detection identify faults in the tyre after occurrence of the fault. Upon occurrence of the fault, the tyre demonstrates lower performance and frequent change in properties of the tyre. For example, a tyre pressure monitoring system (TPMS) is conventionally used as a mechanism to detect variation in pressure within the tyre. Variation in pressure within the tyre may happen due to occurrence of any fault, such as a puncture in the tyre. In such situations, the TPMS measures value of change of pressure in the tyre and monitors if the measured tyre pressure is within a predefined range. If the tyre pressure drops below a threshold of tyre pressure, the TPMS may generate a notification, indicating presence of a fault. However, an early fix may not always be available amounting to a downtime of the vehicle. Additionally, due to affect to the parameters of the tyre, as a result of the fault, fuel efficiency and drivability of the vehicle may also be compromised if the tyre with a fault is used after the fault. In some cases, continued use of the tyre with the fault may cause excessive damage to the tyre, such as bursting of the tyre, leading to safety concerns. Thus, detection of fault after occurrence of the fault fails to prevent vehicle downtime and causes reduction in lifetime of the tyre.

[0013] According to an example implementation of the present subject matter, techniques for pre-emptive monitoring of fault in a tyre of a vehicle are described. The techniques described in the present subject matter determine the state of the tyre in real time, and do not require manual intervention for such determination. In an example of the present subject matter, a sensor assembly may be coupled to the tyre to collect data corresponding to various properties related to the tyre. The sensor assembly may further send data related to properties of the tyre to the automated fault monitoring system.
[0014] Upon receiving the data, in an example implementation of the present subject matter, the automated fault monitoring system may determine a first acceleration profile, based on the data received. In an example, an acceleration profile is a plot of acceleration of tyre with respect to time. Thus, measure of the acceleration over time generates the acceleration profile. The first acceleration profile may be current acceleration of profile of the tyre. After generation of the first acceleration profile, the automated fault monitoring system may compare the first acceleration profile with a second acceleration profile. In an example, the second acceleration profile may be an ideal acceleration profile. The ideal acceleration profile may be acceleration profile of the tyre, when the tyre operates in ideal conditions without any fault in the tyre. Further, the automated fault monitoring system may pre-emptively determine fault details that would occur in the tyre based on the comparison of the first acceleration profile and the second acceleration profile. The fault details 132 are indicative of type of the fault and location of the fault that would occur in the tyre repairing puncture in a tyre of a two-wheeled vehicle.
[0015] Thus, the present subject matter discloses techniques for pre-emptively determining a fault that would occur in the tyre. Since, the fault is identified before occurrence of the fault, occurrence of the fault may be avoided by utilizing the automates system and method of the present subject matter. Additionally, downtime of vehicle due to fault in the tyre is obviated, along with enhancement in fuel efficiency of the tyre vehicle. Further, pre-emptive fault monitoring may allow increase in lifetime of the tyre. Further, the described techniques may determine a location and type of the fault that may occur in the tyre, and therefore, such a determination may reduce the time and effort spent in conventional mechanisms for maintenance of such faults in 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 pre-emptive fault 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 schematic representation of an automated environment for pre-emptive monitoring of fault in a tyre 102, 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, 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 parallel to the centre plane of the tyre 102, such that the projecting arms of the enclosure are parallel to the centre plane of the tyre 102. In an example, the centre plane of the tyre 102 is a horizontal plane, bisecting the tyre 102 in equal upper part and a lower part.
[0019] In an implementation of the present subject matter, the sensor assembly 104 may include a transceiver. The transceiver may transmit relevant parameters captured by the sensors. 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 automated environment may also include an automated fault monitoring system 108. In an example, the automated fault monitoring system 108 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, a Personal Digital Assistant (PDA), and alike.
[0021] In an example implementation of the present subject matter, the automated fault monitoring system 108 may be communicatively coupled to the sensor assembly 104 through the communication network 106. In an implementation of the present subject matter, the transceiver may transmit the data corresponding to the various parameters of the tyre to the automated fault monitoring system 108. [0022] The automated fault monitoring system 108 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 fault monitoring system 108 may implement a pre-fed machine learning algorithm for pre-emptive monitoring of faults of the tyre 102. [0023] Fig. 1(b) illustrates schematic representations of the automated fault monitoring system 108. In one implementation, the automated fault monitoring system includes processor(s) 110 coupled to a memory 114. The automated fault monitoring system 108 further includes interface(s) 112, for example, to facilitate communication with other devices. The interface(s) 112 may include a variety of software and hardware interfaces, for example, interfaces for peripheral device(s). Further, the interface(s) 112 enables the automated fault monitoring system 108 to communicate with other devices, such as web servers and external repositories. The interface(s) 112 can also facilitate multiple communications within a wide variety of networks and protocol types, including wired networks, for example LAN, cable, etc., and wireless networks such as WLAN, cellular, or satellite. For the purpose, the interface(s) 112 may include one or more ports for connecting a number of computing devices to each other or to other server computers.
[0024] The processor(s) 110 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) 110 are configured to fetch and execute computer-readable instructions stored in the memory 114. [0025] 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), dynamic random access memory (DRAM), etc., and/or non-volatile memory, such as erasable program read only memory (EPROM), flash memory, etc.

[0026] Further, the automated fault monitoring system 108 includes engine(s) 116 and data 118. The engine(s) 116 include, for example, a plotting engine 120, a comparison engine 122, an analysis engine 124, and other engine(s) 126. The other engine(s) 126 may include programs or coded instructions that supplement applications or functions performed by the automated fault monitoring system 108. [0027] The data 118 includes a sensor data 128, ideal acceleration profile 130, fault details 132, and other data 134. In one implementation, the sensor data 128, ideal acceleration profile 130, fault details 132 are stored in the memory 114 in the form of look-up tables. Further, the other data 134, 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) 116. Although the data is shown internal to the automated fault monitoring system 108, it may be understood that the data may reside in an external repository (not shown in the figure), which is coupled to the automated fault monitoring system 108. The automated fault monitoring system 108 may communicate with the external repository through the interface(s) 112 to obtain information from the data. The operation of the automated fault monitoring system 108 has been further explained in detail in the following description. [0028] Referring to Fig. 1(c), the sensor assembly 104 placed inside the tyre 102 is depicted. The sensor assembly 104 captures data corresponding to parameters of the tyre 102. The data may correspond to a contact patch area (CPA) of the tyre 102. A contact patch may be understood as a portion of the tyre 102 that is in contact with a surface, such as surface of a road. Further, portion of circumference of the tyre 102 in contact with the surface may be understood as contact patch length. Further, triangular area formed by the contact patch length with respect to center of the tyre 102 is referred to as the CPA. The contact patch areas may be a function of multiple tyre 102 parameters such as tyre pressure, load on the tyre 102, tyre structure, tyre design, tyre temperature, 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, angle imparted by the contact patch length on the center of the tyre 102 may be understood as contact patch angle. In an example, the contact patch length may be proportional to the contact patch area, such as higher contact patch area may have higher contact patch angle, amounting to longer contact patch length. Fig. 1(c) illustrates contact patch length L, contact patch angle θ, and contact patch areas as 'CPA 1'.

[0029] In an implementation, the sensor assembly 104 may periodically capture relevant parameters of a contact patch of the tyre 102. In an example, the relevant parameters may be captured when a vehicle is in transit. In another example, the sensor assembly 104 may continuously capture relevant parameters of the contact patch of the tyre 102.
[0030] Fig. 1(c) illustrates configuration of the sensor assembly 104 placed inside the tyre 102, during rotation of the tyre 102, according to an implementation of the present subject matter. For example, 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. [0031] The operation of the automated system 108 is further explained in detail with the help of following implementations. For example, the sensor assembly 104 may capture the sensor data 128 of the contact patch of the tyre 102. Further, the transceiver may transmit the sensor data 128 to the automated fault monitoring system 108. [0032] In an example implementation of the present subject matter, the plotting engine 120 of the automated fault monitoring system 108 may receive the sensor data 128. Further, the plotting engine 120 may generate a first acceleration profile based on the sensor data received. In an example, the first acceleration profile may be generated based on contact patch area, contact patch angle, contact patch length tyre temperature, tyre pressure, frequency of contact with surface of the road. Further, the first acceleration profile may be generated for complete circumferential surface of the tyre 102 i.e. for 360 degrees of the tyre 102 in a revolution. Next, the comparison engine 122 compares the first acceleration profile with a second acceleration profile. In an example, the second acceleration profile may be an ideal acceleration profile of a new tyre 102, where the new tire does not have any faults or in ideal conditions and is in transit on an ideal surface. In another example, the second acceleration profile may be fed to the comparison engine by the memory 114.
[0033] Further, the analysis engine 124 may pre-emptively determine fault details that may occur in the tyre 102 based on the comparison of the first acceleration profile with the second acceleration profile. In an example, the analysis engine 124 may consider surface of the road, load on the tyre 102, speed of vehicle, tyre design, and tyre state in addition to the result of the comparison to pre-emptively determine fault details 132. In another example, the fault details 132 may be indicative of type of fault and location of fault that may occur on the tyre 102.

[0034] Fig. 1(d) illustrates an exemplary implementation of pre-emptive fault monitoring, in accordance to an example of the present subject matter. Fig. 1(d) illustrates an ideal acceleration profile 'P2' with acceleration of the tyre 102 plotted along Y-axis and time instance of measurement of the acceleration profile plotted along X-axis. It would be noted that since, the ideal acceleration profile P2 corresponds to an ideal tyre, that is without a fault and operating in ideal conditions, the pattern of the ideal acceleration profile P2 is constant along complete circumferential surface of the tyre 102 for a revolution.
[0035] In an implementation of the present subject matter, a fault that may occur in the tyre 102 is indicated with a mark 136. Arrow A illustrates a scenario when the pre-emptive fault 136 is outside the contact patch and approaching the contact patch. In an example, when the pre-emptive fault 136 is outside the contact patch, a contact patch area CPA 2 is measured by the sensor assembly 104. Further, the sensor assembly 104 may measure tyre properties when the pre-emptive fault 136 is outside the contact patch. Based on sensor data captured by the sensor assembly 104 when the pre-emptive fault is positioned in accordance with arrow A, acceleration profile A` may be plotted by the plotting engine for the tyre 102.
[0036] In another implementation, arrow B illustrates a scenario when the pre¬emptive fault 136 is in the contact patch. In an example, when the pre-emptive fault 136 is inside the contact patch, a contact patch areas CPA 3 is measured by the sensor assembly 104, such that the contact patch area CPA 2 and the contact patch area CPA 3 are different. Further, the sensor assembly 104 may measure tyre 102 properties when the pre-emptive fault 136 is inside the contact patch. Based on sensor data captured by the sensor assembly 104 when the pre-emptive fault is positioned in accordance with arrow B, acceleration profile B` may be plotted by the plotting engine for the tyre 102. [0037] In an implementation of the present subject matter, arrow C illustrates a scenario when the pre-emptive fault 136 is outside the contact patch and moving away from the contact patch. In an example, when the pre-emptive fault 136 is outside the contact patch, a contact patch area CPA 2 is measured by the sensor assembly 104. Hence, the contact patch area of the tyre 102 remains same for portion of tyre 102 without the pre-emptive fault 136. Further, the sensor assembly 104 may measure tyre 102 properties when the pre-emptive fault 136 is outside the contact patch. Based on sensor data captured by the sensor assembly 104 when the pre-emptive fault is positioned in accordance with arrow C, acceleration profile C` may be plotted by the

plotting engine for the tyre 102. Monitoring of the pre-emptive fault 136 elaborated with respect to the acceleration profiles A` and B` have been illustrated for specific positioning of the pre-emptive fault outside the contact patch for sake of brevity and may be understood to be applicable to other positions of the pre-emptive fault 136 outside the contact patch.
[0038] In an implementation, the acceleration profiles A`, B`, and C` may form the first acceleration profile P1. Upon comparison of the first acceleration profile P1 and the ideal acceleration profile P2 the comparison engine 122 may compare crest and trough of the first acceleration profile P1 and the second acceleration profile P2 for whole circumferential surface of the tyre 102 for one revolution of the tyre 102. Further, the comparison engine may identify difference between the crest and trough of the first acceleration profile and the ideal acceleration profile i.e. the second acceleration profile at B`. In an implementation, the identified difference is used by the analysis engine 124 to identify location of the pre-emptive fault 136 along with type of the pre-emptive fault 136. Location of the pre-emptive fault 136 may be identified based on 360 degree mapping of the acceleration profile with the tyre circumference. In an example, distance between two consecutive peaks of the acceleration profile may represent one complete rotation of the tyre 102, corresponding to 360 degree movement. In an exemplary scenario, if the pre-emptive fault 136 occurs at half of length of the acceleration profile, then the pre-emptive fault 136 may correspond to 180 degree movement of the tyre 102 and accordingly location of the pre-emptive fault 136 may be detected. [0039] Thus, the automated fault monitoring system 108 along with the sensor assembly 104 pre-emptively monitor the tyre 102 to determine if a fault may occur in the tyre 102 based on acceleration profile of the tyre 102. The pre-emptive monitoring and identification of the fault that may occur in the tyre 102 reduces downtime of the tyre 102 that may occur upon the occurrence of the fault, improves health of the tyre 102 and enhances performance of the vehicle.
[0040] Method for pre-emptive monitoring of fault in the tyre 102 are described in Figs. 2 and 3, 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.

[0041] Fig. 2 discloses systematic steps performed for pre-emptive monitoring of the fault in the tyre 102. Referring to block 202, sensor data 128 related to properties of a tyre 102 are received. In an example, the sensor data 128 may be received by the plotting engine 120. In another example, the sensor data 128 may be captured by the sensor assembly 104 mounted on the tyre 102. In an implementation, the properties of the tyre 102 may include tyre pressure, angle of contact patch with center of the tyre 102, tyre temperature, and frequency of contact of the contact patch with surface of road during transition.
[0042] At block 204, a first acceleration profile is generated based on the sensor data 128 received at block 202. In an example, the first acceleration profile may be generated by the plotting engine 120.
[0043] At block 206, the first acceleration profile is compared with a second acceleration profile. In an example, the comparison may be executed by the comparison engine 122. In another example, the second acceleration profile may be an ideal acceleration profile 130. In an implementation crest and trough of the first acceleration profile may be compared with crest and trough of the second acceleration profile. In an example, one complete revolution of the tyre 102 is considered for the comparison. In another example, multiple of complete revolutions of the tyre 102 may be considered for the comparison. Further, based on comparison of the crest and trough of the first acceleration profile and the second acceleration profile, difference between the first acceleration profile and the second acceleration profile may be identified. [0044] At block 208, fault details that would occur in the tyre 102 based on result of the comparison at block 206 is determined. In an example, the determination may be executed by an analysis engine 124. In another example, the fault details 132 may be indicative of type of the fault and location of the fault that would occur in the tyre 102. In an implementation of the present subject matter, surface of road, load on the tyre 102, speed of vehicle, tyre design and tyre state may also be considered for determining the fault details 132.
[0045] In an implementation of the present subject matter, fault details determined by the analysis engine 124, may be displayed by the output engine. [0046] Fig. 3 discloses method steps performed for pre-emptive monitoring of faults in the tyre 102. Referring to block 302, sensor data 128 is captured by the sensor assembly 104. In an example, the sensor data 128 related to properties of the tyre 102 are received. In an implementation, the properties of the tyre 102 may include tyre

pressure, angle of contact patch with center of the tyre 102, tyre temperature, and frequency of contact of the contact patch with surface of road during transition. [0047] At block 304, the sensor data 128 is transmitted by the transceiver to the automated fault monitoring system 108 over the communication network 106. In an example, the sensor data 128 may be received by the plotting engine 120. [0048] At block 306, the first acceleration profile is generated based on the sensor data 128. In an example, the first acceleration profile may be a plot of acceleration of the vehicle with respect to time. In another example, the first acceleration profile may have a first pattern of the plot.
[0049] At block 308, the first pattern of the first acceleration profile is mapped with a second pattern. In an example, the second pattern may be associated with the second acceleration profile. In another example, the second acceleration profile may an ideal acceleration profile 130.
[0050] At block 310, it is determined if the first pattern completely maps to the second pattern. Thus, the first acceleration profile and the second acceleration profile are compared to ascertain if there is a difference between the first acceleration profile and the second acceleration profile.
[0051] If it is determined at block 310 that the first pattern completely maps with the second pattern, the procedure moves to block 312. At block 312, it is confirmed that the tyre 102 is in ideal condition and a fault may not occur in near future. [0052] Alternatively, if it is determined at block 310 that the first pattern does not completely maps with the second pattern, the procedure moves to block 314. At block 314, difference between the first pattern and the second pattern is identified by the automated fault monitoring system 108.
[0053] Upon identification of the difference at block 314, it is ascertained at block 316 that a fault may occur as a result of the difference. Thus, the procedures disclosed in Fig. 2 and 3 of the present subject matter provides accurate, fast, simple, and easy mechanism of pre-emptively determining faults in the tyre 102. [0054] Fig. 4(a) and fig. 4(b) illustrate exemplary acceleration profiles under varying tyre parameters and pre-emptive fault 136. Fig. 4(a) illustrates acceleration profile the tyre 102 with a pre-emptive fault of belt separation under different test conditions. Acceleration profiles on left side of the fig. 4(a) represent signal coming from the sensor assembly 104 (TMU in fig. 4(a)) placed opposite to location of the pre¬emptive fault 136. Additionally, acceleration profiles on right side of the fig. 4(a)

represent signals coming from the sensor assembly 104 (TMU in fig. 4(a)) placed on the location of the pre-emptive fault 136. As illustrated in Fig. 4(a), deviation from baseline signal in the acceleration become more prominent when load is increased. [0055] Fig. 4(b) illustrates acceleration profile the tyre 102 with a pre-emptive fault of chipping defect under different test conditions. Acceleration profiles on left side of the fig. 4(b) represent signal coming from the sensor assembly 104 (TMU in fig. 4(a)) placed opposite to location of the pre-emptive fault 136. Additionally, acceleration profiles on right side of the fig. 4(b) represent signals coming from the sensor assembly 104 (TMU in fig. 4(a)) placed on the location of the pre-emptive fault 136. As illustrated in Fig. 4(b), the acceleration profile with the chipping defect is noisier compared to the belt separation defect.
[0056] Although implementations for pre-emptive fault monitoring 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 pre-emptive fault monitoring.

I/ We Claim:
1. An automated fault monitoring system (108) for pre-emptive monitoring of fault in
a tyre (102), the automated fault monitoring system (108) comprising:
a plotting engine (120) to:
receive sensor data (128) related to properties of the tyre (102) captured
by a sensor assembly (104), wherein the sensor assembly (104) is coupled to the
tyre (102); and
determine a first acceleration profile based on the sensor data (128)
received;
a comparison engine (122) to compare the first acceleration profile with a second acceleration profile, wherein the second acceleration profile is an ideal acceleration profile (130); and
an analysis engine (124) to pre-emptively determine fault details (132) that would occur in the tyre (102) based on result of the comparison of the first acceleration profile and the second acceleration profile, wherein the fault details (132) are indicative of type of the fault and location of the fault that would occur in the tyre (102).
2. The automated fault monitoring system (108) as claimed in claim 1, wherein the sensor assembly (104) periodically captures the sensor data (128) related to the properties of the tyre (102) and wherein the properties of the tyre (102) include tyre (102) temperature, tyre (102) pressure, angle of the contact patch with centre of the tyre (102) and frequency of contact of the contact patch with surface during transition.
3. The automated fault monitoring system (108) as claimed in claim 1, wherein the second acceleration profile corresponds to ideal profile of the tyre (102) and is fed to the comparison engine (122) by a memory (114).
4. The automated fault monitoring system (108) as claimed in claim 1, the comparison engine (122) is further to:
compare crest and trough of the first acceleration profile with crest and trough of the second acceleration profile, wherein at least one revolution of the tyre (102) is considered for the comparison; and
identify difference between the crest and trough of the first acceleration profile and the second acceleration profile.
5. The automated fault monitoring system (108) as claimed in claim 4, the analysis
engine (124) is to utilize the differences identified by the comparison engine (122), to

determine the location of the fault, wherein the determination of the location of the fault is based on properties of the contact patch at the instant of the difference occurred.
6. The automated fault monitoring system (108) as claimed in claim 1, wherein the sensor assembly (104) includes an acceleration sensor, a pressure sensor, and a temperature sensor.
7. The automated fault monitoring system (108) as claimed in claim 1, wherein the analysis engine (124) considers surface condition, load on the tyre, speed of vehicle, tyre design, and tyre state in addition to acceleration profiles of the tyre (102) and properties of the tyre (102) for the determination of the fault details (132).
8. An automated method for pre-emptive monitoring of fault in tyre (102), the automated method comprising:
receiving, by a plotting engine (120) communicatively coupled to an automated fault monitoring system (108), sensor data (128) related to properties of the tyre (102), wherein the sensor data (128) is captured by a sensor assembly (104) mounted on the tyre (102);
generating, by the plotting engine (120), a first acceleration profile based on the sensor data (128) received;
comparing, by a comparison engine (122) operationally coupled to the automated fault monitoring system (108), the first acceleration profile with the second acceleration profile; and
determining, by an analysis engine (124) communicatively coupled to the automated fault monitoring system (108), fault details (132) that would occur in the tyre (102) based on result of the comparison of the first acceleration profile and the second acceleration profile, wherein the fault details (132) are indicative of type of the fault and location of the fault that would occur in the tyre (102).
9. The automated method of claim 8, displaying the fault details (132) determined by
the analysis engine (124).
10. The automated method of claim 8, wherein the properties of the tyre (102) captured by the sensor assembly (104) include tyre temperature, tyre pressure, angle of the contact patch with centre of the tyre (102) and frequency of contact of the contact patch with surface during transition.
11. The automated method of claim 8, the determining of the fault details (132), by the analysis engine (124), further considers surface condition, load on the tyre, speed of vehicle, tyre design, and tyre state.

12. The automated method of claim 8, the comparing further includes:
comparing crest and trough of the first acceleration profile with crest and trough of the second acceleration profile, wherein at least one revolution of the tyre (102) is considered for the comparing; and
identifying difference between the crest and trough of the first acceleration profile and the second acceleration profile.