DE102020106755A1 - Method for the automatic assignment of tire pressure sensors to a respective wheel position of a vehicle - Google Patents

Abstract

The invention relates to a method for the automatic assignment of tire pressure sensors (TPS; 36-46, 48-58) to a respective wheel position (VL, VR, HL, HR, HL1, HR1, HL2, HR2, HL3, HR3) of a vehicle (1 ). The vehicle (1) has a wheel speed sensor (WSS; 16-22, 24-34) on the wheels of all vehicle axles (6-14), the wheel speed sensors (WSS; 16-22; 24-34) each via sensor cables a brake control device (60, 66) of the vehicle (1) are connected. The vehicle (1) also has a tire pressure sensor (TPS; 36-46; 48-58) on each of the tires of all wheels, each of the tire pressure sensors (TPS; 36-46, 48-58) being assigned an individual identification code. The tire pressure sensors (TPS; 36 - 46; 48 - 58) transmit an identification code of the respective tire pressure sensor (TPS; 36 - 46; 48 - 58) and a sensor-recorded tire pressure value by radio to a tire pressure control device (62, 68). The tire pressure sensors (TPS) are automatically assigned to the respective wheel position by evaluating sensor data from the tire pressure sensors (TPS) and the wheel speed sensors (WSS).

Description

The invention relates to a method for the automatic assignment of tire pressure sensors to a respective wheel position of a vehicle, which has a wheel speed sensor on the wheels of all vehicle axles, the wheel speed sensors being connected to a brake control device of the vehicle via sensor cables, and which is connected to the tires of all wheels has a tire pressure sensor, each of the tire pressure sensors being assigned an individual identification code, the tire pressure sensors transmitting an identification code of the respective tire pressure sensor and a sensor-recorded tire pressure value by radio to a tire pressure control device of the vehicle, and in which the tire pressure sensors are evaluated by Sensor data of the tire pressure sensors and the wheel speed sensors are automatically assigned to the respective wheel position.

The correct tire pressure in the tires of a vehicle, as prescribed by the vehicle manufacturer, is an important influencing factor on which the driving safety of the vehicle and the wear and tear of the tires largely depend. If the tire pressure is too high, the contact area of the tire in question is too small and therefore results in a reduced transfer of cornering, braking and acceleration forces between the tire and the roadway. In addition, if the tire pressure is too high, the tire profile in the center of the tread will wear out more quickly. On the other hand, if the tire pressure is too low, the contact area of the tire in question is too large and therefore has increased rolling resistance and, due to increased flexing work, the tire heats up, which in extreme cases can trigger a vehicle fire. In addition, if the tire pressure is too low, the tire profile on the side edges of the tread will wear more quickly.

To avoid the risk of accidents and increased fuel consumption of vehicles due to incorrect tire pressures, tire pressure monitoring systems are prescribed. In tire pressure monitoring systems, a distinction is made between indirect systems and direct systems. In the case of indirectly working tire pressure control systems, a tire pressure-dependent change in the rolling circumference of the tires and / or frequency effects of the vibrations of rim-tire combinations, which are each recorded by means of wheel speed sensors, indicate that the tire pressure is correct or incorrect. In the case of directly working tire pressure monitoring systems, the tire pressure is recorded directly by means of tire pressure sensors, which are attached to the respective rim inside or outside the tires in connection with the tire valve and an individual identification code and a sensor-recorded tire pressure value by radio at a fixed time interval of usually one minute transmitted to a tire pressure control unit of the vehicle.

Since different tire pressures are usually provided on the wheels of different vehicle axles of a vehicle, and the position of correct or incorrect tire pressures with respect to the vehicle axle and the side of the vehicle must be assigned to the wheel positions both for identification of the wheels in question and for correct representation on a display of an operating device It is necessary to assign the tire pressure sensors, which can be identified via their identification code, to the respective wheel position, for example in a vehicle with two vehicle axles, front left, front right, rear left or rear right.

With the tire pressure monitoring system called OptiTire ™ from WABCO GmbH, which is described in WABCO publication no. 815 020 229 3 “OptiTire ™ - Tire Pressure Monitoring for Commercial Vehicles, System Description”, three manual methods are currently available for assigning the tire pressure sensors to the wheel positions. According to the first method, it is provided that the identification codes of the tire pressure sensors are entered manually at the corresponding point in an operating device mounted in the vehicle and thus assigned to the wheel positions. In the second method, it is provided that barcode labels of the tire pressure sensors stuck on a form at the appropriate points are read in with a barcode scanner connected to the operating device and thus assigned to the wheel positions. In the third method, it is provided that the tire pressure sensors are stimulated in a predetermined sequence with a permanent magnet or an electronic hand-held device and are thereby assigned to the wheel positions semi-automatically.

Since such manual methods for assigning the tire pressure sensors to the wheel positions are relatively cumbersome and time-consuming, several methods have already been proposed with which the assignment of the tire pressure sensors to the wheel positions is at least partially automatic.

With one from the US 7 506 540 B1 In known methods for assigning tire pressure sensors, it is assumed that a tire pressure control device, to which tire pressure values detected by the tire pressure sensors are transmitted by radio, is arranged in a front or rear area of a vehicle. Based on the different signal strengths of the When the sensor signals received from the tire pressure control device are received, a decision is made as to whether the relevant tire pressure sensors are located on wheels of a vehicle axle arranged close to or remote from the tire pressure control device. To assign the tire pressure sensors to a left or right side of the vehicle and thus to the relevant wheel positions, the tire pressure sensors should be assigned corresponding identifiers, which are each sent to the tire pressure control device together with an identification code and the recorded tire pressure value.

In the US 8 332 103 B2 a method for assigning tire pressure sensors is described in which it is assumed that sensor modules which are arranged in or on tires of wheels of a vehicle also each contain a wheel phase angle sensor in addition to the tire pressure sensors. To assign the tire pressure sensors, it is provided that a sensor angle segment covered between these times is determined from wheel phase angles recorded by the wheel phase angle sensors at two points in time and compared with wheel angle segments covered between these points in time, which were determined from sensor signals from wheel speed sensors. The tire pressure sensors are then assigned to wheel positions of the relevant wheel speed sensors in accordance with the best correspondence between the sensor angle segments and the wheel angle segments.

In a method for assigning tire pressure sensors according to FIG US 2011/0 313 611 A1 it is assumed that sensor modules, which are arranged in or on the tires of vehicle axles of a vehicle, also each contain an angular velocity sensor in addition to the tire pressure sensors. The angular velocity sensors are arranged symmetrically with respect to a longitudinal center axis of the vehicle. As a result, the tire pressure sensors can be assigned to a respective side of the vehicle on the basis of the sign of an angular velocity value transmitted to a tire pressure control device together with a tire pressure value. An assignment of the tire pressure sensors to a front or rear axle is not possible with this method.

In one of the US 8 903 602 B2 known methods for assigning tire pressure sensors, it is assumed that the wheels of a vehicle have different rolling radii and consequently different rotational speeds during a journey due to different wheel loads, tire pressures and wear of their treads. In addition, it is assumed there that, in addition to the tire pressure sensors, sensor modules each also contain a rotation angle sensor, which can be an acceleration sensor, for example. To assign the tire pressure sensors, it is provided that sensor angle ranges recorded over several revolutions of the wheels via sensor signals from the rotation angle sensors are compared with the wheel rotation angle ranges determined from the sensor signals from the wheel speed sensors, and that the tire pressure sensors are assigned to wheel positions of the relevant wheel speed sensors according to the best correspondence between the wheel rotation angle ranges and the sensor angle ranges .

From the US 9 851 227 B2 a method for assigning tire pressure sensors is known in which it is provided that several transmitters with, for example, two antennas are arranged on a frame of a vehicle near the wheels of the vehicle, the antennas each being aligned with one of the wheels or a tire . The transmitters transmit a signal with a code characterizing the wheel position to the relevant tire pressure sensors at a fixed time cycle for each antenna via a carrier frequency with individual modulation frequencies assigned to the wheel positions. When their identification code and a recorded pressure value are sent to the tire pressure control device, the tire pressure sensors each also transmit the code received from the assigned transmitter. As a result, the assignment of the tire pressure sensors to the wheel positions is also transmitted to the tire pressure control device.

In view of the additional outlay in terms of equipment or sensors that are required for the application of the known methods, the present invention is based on the object of presenting a method for automatically assigning tire pressure sensors to a respective wheel position of a vehicle, which can be used without additional devices or sensors.

This object is achieved by the method mentioned in claim 1. Advantageous developments are defined in the dependent claims.

Accordingly, the invention relates to a method for the automatic assignment of tire pressure sensors to a respective wheel position of a vehicle. The vehicle has a wheel speed sensor on each of the wheels of all vehicle axles, the wheel speed sensors each being connected to a brake control device of the vehicle via sensor cables. The vehicle has a tire pressure sensor on each of the tires of all wheels, each of the tire pressure sensors being assigned an individual identification code. The tire pressure sensors transmit an identification code of the respective tire pressure sensor and one that is detected by sensors at a specified time interval Tire pressure value by radio to a tire pressure control unit in the vehicle. The tire pressure sensors are automatically assigned to the respective wheel position by evaluating sensor data from the tire pressure sensors and the wheel speed sensors.

In order to solve the problem, it is provided in this method that, within the framework of data acquisition, the respectively received signal strength for a predetermined minimum number of tire pressure values received consecutively from each of the tire pressure sensors RSS is captured. The current rotational angle position φ of the wheels is determined from the sensor signals from all wheel speed sensors. The measured signal strength RSS and the determined rotational angle position of the wheels φ are stored and assigned. A signal strength index is used as part of data processing RSSI formed by the signal strength RSS of the tire pressure value with a reference signal strength RSS _Ref is normalized (RSSI = RSS / RSS _Ref ). From the stored values for all possible combinations of tire pressure sensors TPS and wheel speed sensors WSS are value pairs consisting of the signal strength index RSSI and the current angle of rotation position φ of the wheels and sorted and stored in the order of increasing angle of rotation positions φ. As part of an evaluation, the courses of the sorted value pairs RSSI , φ for all possible combinations of tire pressure sensors TPS and wheel speed sensors WSS evaluated statistically or in some other way. Appropriate combinations of tire pressure sensors are determined on the basis of at least one decision criterion TPS and wheel speed sensors WSS determined and the tire pressure sensors TPS according to the combinations determined to be applicable TPS , WSS from tire pressure sensors ( TPS ) and wheel speed sensors ( WSS ) the wheel positions of the relevant wheel speed sensors WSS assigned.

The method according to the invention is therefore based on a vehicle which has a wheel speed sensor on the wheels of all vehicle axles, which is connected to a brake control device of the vehicle via a sensor cable, and which has a tire pressure sensor on the tires of all wheels, to which an individual identification code is assigned and that in a fixed time cycle ΔT _S transmits its identification code and a sensor-recorded tire pressure value by radio to a tire pressure control device in the vehicle. The tire pressure sensors are automatically assigned to the respective wheel position by evaluating sensor data from the tire pressure sensors and the wheel speed sensors.

This method is based on the knowledge that several data packets, which are sent in succession by the wheel speed sensors to the tire pressure control device and contain the identification code and the tire pressure value currently recorded by sensors, have an individual signal strength signature on the receiving tire pressure control device, sorted in the order of increasing rotational angle positions φ. This signal strength signature results from a variable distance between the transmitting wheel speed sensors and the receiving tire pressure control device and a variable shielding of the respective sensor signal to the tire pressure control device by the vehicle frame and by components mounted on the vehicle frame over the angle of rotation φ of the respective wheel.

Through the combination of the respective signal strength or the standardized signal strength indices when the data packets are received from the tire pressure sensors with the rotational angle positions of the wheels recorded simultaneously by all wheel speed sensors and the sorting of the pairs of values ( RSSI , φ) for all possible combinations of tire pressure sensors and wheel speed sensors, several signal strength signatures are available for evaluation. The relevant combinations of tire pressure sensors and wheel speed sensors have a sinusoidal curve with a period of around 180 ° and a relatively small spread of the signal strength index values ( RSSI ), which is used in the present case to identify the relevant combinations of tire pressure sensors and wheel speed sensors. The period of the sinusoidal curve of the signal strength index values of approximately 180 ° results from the fact that the tire pressure control device gets into the shielding shadow of a vehicle frame of the vehicle during one revolution of a vehicle wheel for the respective tire pressure sensor at this angle of rotation, whereby the minimum values are generated in the curve of the signal strength index values will. No additional devices or sensors are therefore required for the application of the method according to the invention.

Within the process, the data acquisition can be started as soon as the driving speed v _F of the vehicle a predetermined minimum driving speed v _F _ _min has reached or exceeded (v _F ≥ v _F _ _min ).

The data acquisition can be canceled as soon as the driving speed v _F the vehicle's minimum driving speed v _F _ _min has fallen below ( v _F < v _F min), and restarted as soon as the driving speed v _F the vehicle's minimum driving speed v _F _ _min has reached or exceeded again (v _F ≥ v _F _ _min ).

The minimum _driving speed v F_min can be set to a speed value from which the wheel speed sensors ( WSS ) deliver usable sensor signals. For example, the minimum driving speed v _F _ _min = 1.8 km / h.

In order to shorten the period of data acquisition and thus the overall period of the process sequence, it can be provided that the tire pressure sensors are activated by the tire pressure control device before and after the data acquisition in such a way that the tire pressure sensors have their identification codes and the sensor-recorded tire pressure values in a shortened time cycle during the data acquisition AT _{s_red transmitted} to the tire pressure control unit. The shortened time _cycle ΔT S_rea for transmitting the sensor data from the tire pressure sensors can be set to a time interval between two seconds and ten seconds, including the range limits, depending on the sensor type.

In order to achieve sufficient accuracy when evaluating the courses of the sorted value pairs from signal strength index values and rotational angle positions of the wheels ( RSSI , φ) and the assignment of the tire pressure sensors to the wheel positions, the minimum number n _{S_min} the tire pressure values recorded during the data acquisition per tire pressure sensor must be set to a value between twenty and fifty, including the range limits.

Since the encoder wheels of the wheel speed sensors usually do not have any anomalies, such as a tooth gap or a wider tooth, it is possible that the rotational angle positions of the wheels are determined, for example, as relative rotational angle positions by the fact that at each wheel speed sensor, from any point in time, those passing the respective detector Teeth of the encoder wheel are counted, and that the current number of teeth n _{Z_akt} by the total number n _{Z_ges} of teeth divided and multiplied by 360 ° (φ = n _{Z_akt} / n _z _ _ges * 360 °). The counting of the teeth should start again at the value zero after a full revolution of the wheels. In a departure from this, the teeth moved past the wheel speed sensor after a tooth gap can also be counted and the respective sum value can be used as a unit-free relative position information.

According to one embodiment of the invention (method A) it is provided that in the data evaluation for all possible combinations of tire pressure sensors and wheel speed sensors a polynomial of the nth order RSSI (φ) = a ₀ + a ₁ φ + a ₂ φ ² + a ₃ φ ³ + ... + at φ ⁿ as a regression curve for the value pairs ( RSSI , φ) is determined. Coefficients of the nth order polynomial (a ₀ , a ₁ , a ₂ , a ₃ , ..., an) can be determined using the least squares method. A correlation coefficient then results for each best-fit curve R ² , which is a measure of the correspondence between the best-fit curve and the value pairs ( RSSI , φ). Each tire pressure sensor can then be assigned to the wheel position of the wheel speed sensor of that combination of tire pressure sensor and wheel speed sensor in which the compensation curve RSSI (cp) has the highest correlation coefficient R ² and thus the best match with the value pairs ( RSSI , φ).

To ensure a relatively good correspondence between the RSSI (φ) regression curves and the courses of the value pairs ( RSSI , φ), the nth order polynomial determined as the compensation curve RSSI (φ) can have at least the sixth order (order n = 6).

Since it is known that a sine curve can be reproduced relatively well by a polynomial without terms with even exponents, a further embodiment of the invention (method B) provides that a polynomial is used in the data evaluation for all possible combinations of tire pressure sensors and wheel speed sensors nth order without terms with even exponents RSSI (φ) = a ₀ + a ₁ φ + a ₃ φ ³ + ... + an φ ⁿ as a regression curve for the value pairs ( RSSI , φ) is determined. Coefficients of the nth order polynomial (a ₀ , a ₁ , a ₃ , ..., an) can be determined using the least squares method. A correlation coefficient then results for each best-fit curve R ² , which is a measure of the correspondence between the best-fit curve and the value pairs ( RSSI , φ). Each tire pressure sensor can then be assigned to the wheel position of the wheel speed sensor of that combination of tire pressure sensor and wheel speed sensor in which the compensation curve RSSI (φ) has the highest correlation coefficient R ² and thus the best match with the value pairs ( RSSI , φ).

In order to achieve a relatively good correspondence between the regression curves RSSI (φ) and the courses of the value pairs ( RSSI , φ), the nth order polynomial determined as the best fit curve RSSI (φ) without terms with even exponents can have at least the fifth order (order n = 5).

According to a further embodiment of the invention (method C) it is provided that in the data evaluation for all possible combinations of tire pressure sensors and wheel speed sensors a sinusoidal curve RSSI (φ) = RSSI _M + RSSIA · sin (n _p · φ-φ ₀ ) as a compensation curve for the value pairs ( RSSI , φ) is determined. Sine waveform parameters (signal strength index mean RSSI _M , Signal strength index amplitude RSSIA , Number of periods per wheel revolution n _P , Phase shift φ ₀ ) can according to the least squares Method to be determined. A correlation coefficient then results for each best-fit curve R ² , which is a measure of the correspondence between the best-fit curve and the value pairs ( RSSI , φ). Each tire pressure sensor can be assigned to the wheel position of the wheel speed sensor of that combination of tire pressure sensor and wheel speed sensor in which the compensation curve RSSI (φ) has the highest correlation coefficient R ² and thus the best match with the value pairs ( RSSI , cp). Such a use of a sinusoidal curve as a compensation curve can advantageously require less computational effort than a use of a polynomial of the nth order.

As an alternative to the aforementioned least squares method, in which the parameters of the sinusoidal curve are determined in such a way that the squared deviations of the compensation curves RSSI (φ) from the sensor-recorded signal strength index values RSSI are minimized, characterized by the correlation coefficient R ² , in a further embodiment of the invention (method D) to reduce the computational effort, it is provided that in the data evaluation for all possible combinations of tire pressure sensors and wheel speed sensors a sinusoidal curve RSSI (φ) = RSSI _M + RSSIA · sin (n _P · φ - φ ₀ ) as a regression curve for the value pairs ( RSSI , φ) is determined at which the signal strength index mean value RSSI _M as the mean of all signal strength index values, the signal strength index amplitude RSSI _A as half the difference between the maximum values and the minimum values of the signal strength index values and the phase shift φ ₀ determined as the difference in the zero crossing between the first minimum value and the subsequent maximum value of the signal strength index values and the number of periods n _P per wheel revolution with n _P = 2 is assumed, and that each tire pressure sensor of the wheel position of the wheel speed sensor is assigned to that combination of tire pressure sensor and wheel speed sensor in which the compensation curve RSSI (cp) has the highest correlation coefficient R ² and thus the best match with the value pairs ( RSSI , φ).

In an extreme extension of the two last-mentioned method variants (method C and method D), a straight line could also be specified as a compensation curve whose parameters (initial value in the 0 ° position and slope) are derived from the least squares method or in some other way Course of the value pairs ( RSSI , φ) can be determined.

According to a further embodiment of the invention (method E), which requires a particularly low calculation effort, it is provided that, in the data evaluation for all possible combinations of tire pressure sensors and wheel speed sensors, all pairs of values ( RSSI , φ) are connected by a polygon, that the length of the polygon is determined, and that each tire pressure sensor of the wheel position of the wheel speed sensor is assigned to that combination of tire pressure sensor and wheel speed sensor in which the polygon has the shortest length. Such a use of a polygon as a compensation curve can advantageously require a particularly low computational effort.

In a further embodiment of the invention (method F), which can also advantageously require a relatively lower calculation effort, it is provided that the course of the value pairs ( RSSI , φ) is examined for a scatter of the smallest and largest signal strength index values in a rotation angle window Aφ with a maximum width of 15 °, and that each tire pressure sensor of the wheel position of the wheel speed sensor is assigned to that combination of tire pressure sensor and wheel speed sensor in which the distance between the minimum and maximum signal strength index value in the rotation angle window Δφ is the least.

According to a further embodiment of the invention (method G), which can also advantageously require a relatively lower calculation effort, it is provided that the course of the value pairs ( RSSI , φ) to an accumulation or non-accumulation of value pairs ( RSSI , φ) in certain rotation angle ranges Δφ is examined, and that each tire pressure sensor of the wheel position of the wheel speed sensor is assigned to that combination of tire pressure sensor and wheel speed sensor for which the value pairs ( RSSI , φ) are most unevenly distributed over the angle of rotation φ. With an uneven distribution of the value pairs ( RSSI , φ) over the angle of rotation φ it is to be understood that an accumulation of value pairs ( RSSI , φ) in certain rotation angle ranges Δφ occurs and a non-accumulation of value pairs ( RSSI , φ) in other rotation angle ranges Δφ occurs.

The designation of the embodiments as method A to method G is only used for easier reference to these embodiments and does not imply that the embodiments identified in this way are mutually exclusive and could only be used alternatively.

The evaluation of the courses of the sorted value pairs ( RSSI , φ) for all possible combinations of tire pressure sensors and wheel speed sensors with the determination of the assignment of the tire pressure sensors to the wheel positions can be carried out on a central computer of the vehicle. This can be particularly useful for those embodiments that require a relatively low computational effort, for example the methods D to G described above.

However, it is also possible that the courses of the sorted value pairs ( RSSI , φ) for all possible combinations of tire pressure sensors and wheel speed sensors are transmitted from the tire pressure control device of the vehicle via a radio network to a stationary mainframe computer, so that the evaluation of the courses of the sorted value pairs ( RSSI , φ) is carried out with the determination of the assignment of the tire pressure sensors to the wheel positions on the mainframe computer, and that the assignment of the tire pressure sensors to the wheel positions is transmitted from the mainframe computer via the radio network to the tire pressure control device of the vehicle. This can be particularly useful for those embodiments which, due to the determination of the coefficients or parameters of the regression curves according to the least squares method, require a relatively high calculation effort, for example the methods A to C described above.

The method can be activated by a manual input in an operating device arranged in the vehicle or in a hand-held device connected to the tire pressure control device.

As an alternative or in addition, the method can also be activated automatically every nth start-up of the vehicle, for example every tenth start-up of the vehicle. It is possible for the method to be automatically deactivated after the tire pressure sensors have been assigned to the wheel positions. Such an automatic deactivation of the method can be advantageous.

• 1 ein Diagramm mit einer Verteilung von Signalstärkeindexwerten eines mit einem Reifendrucksensor gemessenen Reifendruckwerts aufgetragen über einem Drehwinkel eines Fahrzeugrades sowie eine Ausgleichskurve für eine zutreffende Kombination des Reifendrucksensors mit einem Raddrehzahlsensor,
• 2a - 2d jeweils in einem Diagramm eine Verteilung von Signalstärkeindexwerten von mit einem Reifendrucksensor gemessenen Reifendruckwerten aufgetragen über einem Drehwinkel von Rädern sowie jeweils eine Ausgleichskurve für unterschiedliche Kombinationen von zwei Reifendrucksensoren mit zwei Raddrehzahlsensoren einer Fahrzeugachse, und
• 3 eine schematische Darstellung eines Fahrzeuggespanns mit Reifendrucksensoren und Raddrehzahlsensoren.

The invention is explained in more detail below with reference to an exemplary embodiment shown in the accompanying drawing. In the drawing shows

• 1 a diagram with a distribution of signal strength index values of a tire pressure value measured with a tire pressure sensor plotted against an angle of rotation of a vehicle wheel and a compensation curve for an appropriate combination of the tire pressure sensor with a wheel speed sensor,
• 2a - 2d each in a diagram a distribution of signal strength index values of tire pressure values measured with a tire pressure sensor plotted over an angle of rotation of wheels and a compensation curve for different combinations of two tire pressure sensors with two wheel speed sensors of a vehicle axle, and
• 3 a schematic representation of a vehicle combination with tire pressure sensors and wheel speed sensors.

So far, the tire pressure sensors have been generally abbreviated TPS and the wheel speed sensors with the abbreviation WSS designated. In the following description of the exemplary embodiment, these sensors are provided with individual reference numbers to make them easier to distinguish.

This in 3 vehicle shown schematically 1 consists of a motor vehicle 2 and a trailer vehicle coupled to it 4th . With the motor vehicle 2 it is a two-axle tractor unit with a single-tire front axle 6th and a rear axle with double tires 8th having. The trailer vehicle 4th is a semi-trailer and has three rear axles arranged one behind the other in tandem 10 , 12th , 14th on.

On the wheel hubs of the two axles 6th , 8th the tractor unit 2 is a wheel speed sensor each 16 , 18th , 20th , 22nd arranged, each having a sensor wheel attached to the wheel hub in question with, for example, one hundred teeth and a detector attached to the vehicle frame. The detectors can be Hall sensors, for example. The same is true of the wheel hubs of the axles 10 , 12th , 14th of the semi-trailer 4th a corresponding wheel speed sensor each 24 , 26th , 28 , 30th , 32 , 34 arranged. In addition, every tire is on the tractor unit 2 and the semi-trailer 4th one tire pressure sensor each 36 , 38 , 40 , 42 , 44 , 46 ; 48 , 50 , 52 , 54 , 56 , 58 assigned, each tire pressure sensor 36 , 38 , 40 , 42 , 44 , 46 ; 48 , 50 , 52 , 54 , 56 , 58 either inside or outside the tire is attached to the respective wheel rim. The tire pressure sensors 36 , 38 , 40 , 42 , 44 , 46 ; 48 , 50 , 52 , 54 , 56 , 58 record the respective tire pressure within the tires.

The wheel speed sensors 16 , 18th , 20th , 22nd the tractor unit 2 are connected to a first brake control unit via sensor lines 60 in connection, which in the tractor unit 2 or on the vehicle frame of the tractor unit 2 is arranged. In the brake control unit 60 are those of the wheel speed sensors 16 , 18th , 20th , 22nd transmitted wheel speed signals are evaluated and safety functions with brake actuation, such as ABS ( Anti-lock braking system), ASR (traction control) and ESP (electronic stability control).

The tire pressure sensors 36 , 38 , 40 , 42 , 44 , 46 the tractor unit 2 transmit their measured tire pressure values together with an individual identification code by radio to a first tire pressure control device 62 , which is also here in the tractor unit 2 or on the vehicle frame of the tractor unit 2 is arranged. The first tire pressure control unit 62 is used to record and evaluate the data from the tire pressure sensors 36-46 transmitted tire pressure values and emits an optical and / or acoustic warning signal if one of the tire pressures determined is too high or too low. The first brake control unit 60 and the tire pressure control unit 62 are connected to each other and to one in the tractor unit via data lines, which can be a CAN bus, for example 2 arranged central computer 64 in connection.

The wheel speed sensors 24 , 26th , 28 , 30th , 32 , 34 of the semi-trailer 4th are connected to a second brake control unit via sensor lines 66 in connection, which in the semi-trailer 4th or on the vehicle frame of the semi-trailer 4th is arranged. In the second brake control unit 66 are those of the wheel speed sensors 24 , 26th , 28 , 30th , 32 , 34 transmitted wheel speed signals are evaluated and safety functions are controlled with brake actuation. The mentioned safety functions can be, for example, an anti-lock braking system or a traction control system.

The tire pressure sensors 48 , 50 , 52 , 54 , 56 , 58 of the semi-trailer 4th transmit their measured tire pressure values together with an individual identification code by radio to a second tire pressure control device 68 , which is also in the semi-trailer 4th or on the vehicle frame of the semi-trailer 4th is arranged. The second tire pressure control unit 68 is used to record and evaluate the data from the tire pressure sensors 48-58 transmitted tire pressure values and emits an optical and / or acoustic warning signal if one of the recorded tire pressures is too high or too low. The second brake control unit 66 and the second tire pressure control device 68 are connected to each other and to the first brake control unit via data lines, which can be a CAN bus, for example 60 or with the first tire pressure control unit 62 the tractor unit 2 in connection. This also creates a connection to the second brake control unit 66 and the second tire pressure control device 68 of the semi-trailer 4th with the one in the tractor unit 2 arranged central computer 64 given.

In the following, without restricting the generality, a method variant of a method according to the invention is described by means of which the assignment of the tire pressure sensors 36 , 38 , 40 , 42 , 44 , 46 ; 48 , 50 , 52 , 54 , 56 , 58 to the front left wheel positions VL , front right VR , back left HL and back right MR on the tractor unit 2 , as well as regarding the semi-trailer 4th on the first rear axle 10 Left HL1 , on the first rear axle 10 to the right HR1 , on the second rear axle 12th Left HL2 , on the second rear axle 12th to the right HR2 , on the third rear axle 14th Left HL3 and on the third rear axle 12th to the right HR3 takes place automatically without additional equipment or sensory expenditure.

The method according to the invention provides that during the data acquisition phase for a predetermined minimum number n _{S_min} of successively received tire pressure values of each of the tire pressure sensors 36-46 ; 48-58 their respective signal strength RSS is determined, and that from the sensor signals of all wheel speed sensors 16-22 ; 24 - 34 the current angle of rotation position φ of the wheels is determined and these values ( RSS , cp).

The minimum number n _{S_min} when collecting data for each tire pressure sensor 36-46 ; 48-58 recorded tire pressure values including the range limits is set to a value between twenty and fifty, for example, because in many cases the number of twenty measuring points is sufficient to generate a correct solution.

Then, within the framework of data processing, the stored values are used for all possible combinations of tire pressure sensors 36-46 ; 48-58 and wheel speed sensors 16-22 ; 24 - 34 Pairs of values, consisting of a signal strength index RSSI that comes from having a reference signal strength RSS _Ref normalized signal strength RSS of the tire pressure value is generated (RSSI = RSS / RSS _Ref ), and the current angle of rotation position φ of the wheels is formed, and sorted and stored in the order of increasing angle of rotation positions φ. Finally, the courses of the sorted value pairs ( RSSI , φ) for all possible combinations of tire pressure sensors 36-46 ; 48-58 and wheel speed sensors 16-22 ; 24 - 34 statistically evaluated as well as appropriate combinations of tire pressure sensors based on a decision criterion 36-46 ; 48-58 and wheel speed sensors 16 - 22; 24 - 34 determined and the tire pressure sensors 36-46 ; 48-58 according to the combinations determined to be applicable to the wheel positions VL , VR , HL , MR , HL1 , HR1 , HL2 , HR2 , HL3 , HR3 of the relevant wheel speed sensors 16-22 ; 24 - 34 assigned.

In the method variant described here, it is provided that in the data evaluation for all possible combinations of tire pressure sensors 36-46 ; 48-58 and wheel speed sensors 16-22 ; 24 - 34 a sixth order polynomial (RSSI (φ) = a ₀ + a ₁ φ + a ₂ φ ² + a ₃ φ ³ + a ₄ φ ⁴ + a ₅ φ ⁵ + a ₆ φ ⁶ ) as a compensation curve for the value pairs ( RSSI , φ) whose coefficients ( a ₀ - a ₆ ) according to the least squares method, i.e. according to the smallest square distance, and that the tire pressure sensors 36-46 ; 48-58 the wheel positions of the wheel speed sensors 16-22 ; 24 - 34 those combinations of tire pressure sensors and wheel speed sensors are assigned in which the compensation curves RSSt (φ) correspond to the highest correlation coefficients R ² the best match with the value pairs ( RSSI , φ).

In the in the 1 The diagram shown is for an appropriate combination of a tire pressure sensor TPS and a wheel speed sensor WSS , so for a correct assignment of the tire pressure sensor in question TPS to the wheel position of the wheel speed sensor WSS that are connected to the relevant brake pressure control unit 62 ; 68 registered signal strength indices RSSI shown over the wheel rotation angle φ. In addition, the best-fit curve determined as a sixth order polynomial according to the least squares method is drawn in, which with a correlation coefficient of R ² = 0.6149 reproduces the course of the RSSI measured values comparatively well.

Since in the presently assumed vehicle combination according to 3 for determining the correct assignment of the tire pressure sensors 36-46 ; 48-58 to the wheel positions VL , VR , HL , MR , HL1 , HR1 , HL2 , HR2 , HL3 , HR3 the calculation of the compensation curves RSSI (φ) for the tractor unit 2 for twenty-four combinations of tire pressure sensors 36-46 and wheel speed sensors 16-22 as well as for the semi-trailer for thirty-six combinations of tire pressure sensors 48-58 and wheel speed sensors 24 - 34 is required, the procedure is explained below using the 2a until 2 B explained using a simplified example with only one vehicle axle.

There is a wheel speed sensor on each of the wheel hubs of the vehicle axle WSS with the identifier h1 or h2 (i.e. WSS-h1 , WSS-h2 ), where the wheel position of each wheel speed sensor WSS-h1 , WSS-h2 are known due to the cabling with the associated brake control unit. There is a tire pressure sensor on the wheel rims of the wheels inside or outside the tires TPS with the identification code TPS-649 respectively TPS-594 attached, the wheel positions of the tire pressure sensors TPS-649 , TPS-594 are initially unknown.

In the diagram of the 2a are for the combination of the tire pressure sensor TPS-649 with the wheel speed sensor WSS-h1 the signal strength indices recorded over approximately forty to fifty tire pressure values received in succession RSSI plotted over the angle of rotation position φ determined at the same time. In addition, the best-fit curve determined as a sixth order polynomial according to the least squares method is shown there, the correlation coefficient of which is R ² = 0.0893 is relatively low.

In the diagram of the 2 B are for the combination of the tire pressure sensor TPS-594 with the wheel speed sensor WSS-h1 the signal strength indices recorded over approximately forty to fifty tire pressure values received in succession RSSI plotted over the angle of rotation position φ determined at the same time. In addition, the best-fit curve determined as a sixth order polynomial according to the least squares method is drawn in, the correlation coefficient of which of R ² = 0.5009 is comparatively high.

In the diagram of the 2c are for the combination of the tire pressure sensor TPS-649 with the wheel speed sensor WSS-h2 the signal strength indices recorded over approximately forty to fifty tire pressure values received in succession RSSI plotted over the angle of rotation position φ determined at the same time. In addition, the best-fit curve determined as a sixth order polynomial according to the least squares method is drawn in, the correlation coefficient of which of R ² = 0.6509 is relatively high.

In the diagram of the 2d are for the combination of the tire pressure sensor TPS-594 with the wheel speed sensor WSS-h2 the signal strength indices recorded over approximately forty to fifty tire pressure values received in succession RSSI plotted over the angle of rotation position φ determined at the same time. In addition, the best-fit curve determined as a sixth order polynomial according to the least squares method is drawn in, the correlation coefficient of which of R ² = 0.0854 is relatively low.

From the comparison of the correlation coefficients R ² for all tested combinations of tire pressure sensors TPS-649 , TPS-594 with the wheel speed sensors WSS-h1, WSS-h2 according to the 2a until 2d it results that the tire pressure sensor TPS-594 at the wheel position of the wheel speed sensor WSS-h1 and the tire pressure sensor TPS-649 at the wheel position of the wheel speed sensor WSS-h2 is located. The two tire pressure sensors are based on this result WSS-594 , WSS-649 then assigned to the wheel positions determined in this way.

The method according to the invention is used to assign the tire pressure sensors 36-46 ; 48-58 to the wheel positions VL , VR , HL , MR , HL1 , HR1 , HL2 , HR2 , HL3 , HR3 of the vehicles 2 , 4th without additional equipment or sensory effort. The exact assignment of the tire pressure sensors 40-46 on the rear axle with double tires 8th the tractor unit 2 with regard to the inner or outer tire, however, is not possible without additional sensors, such as acceleration sensors, since the signal strength signatures of the immediately adjacent tire pressure sensors 40 , 42 ; 44 , 46 on the tire pressure control unit 62 differ from each other only to a small extent. However, this is not critical because, for example, when the tire pressure is determined to be too low at one of the wheel positions HL , MR With double tires, the point for ventilation of the tire in question has to be visited anyway, and then confusing the two tires does not pose a major problem due to the diagonally opposing tire valves.

List of reference symbols

1

vehicle

2

Motor vehicle, tractor unit

4th

Trailer vehicle, semi-trailer

6th

Front axle of the tractor unit

8th

Rear axle of the tractor unit

10

First rear axle of the semi-trailer

12th

Second rear axle of the semi-trailer

14th

Third rear axle of the semi-trailer

16-22

Wheel speed sensors

24 - 34

Wheel speed sensors

36-46

Tire pressure sensors

48-58

Tire pressure sensors

60

First brake control unit

62

First tire pressure control unit

64

Central computer

66

Second brake control unit

68

Second tire pressure control unit

a0 - an

Coefficients of a polynomial of the nth order

HL

Wheel position "rear left" on the tractor unit

MR

Wheel position "rear right" on the tractor unit

HL1

Wheel position "on the first left rear axle" of the semitrailer

HR1

Wheel position "on the first right rear axle" of the semitrailer

HL2

Wheel position "on the second rear axle on the left" of the semi-trailer

HR2

Wheel position "on the second rear axle on the right" of the semi-trailer

HL3

Wheel position "on the third rear axle on the left" of the semi-trailer

HR3

Wheel position "on the third rear axle on the right" of the semi-trailer

n

Atomic number

nP

Number of periods per wheel revolution

nS_min

Minimum number of recorded tire pressure values

nZ_akt

Current number of teeth

nZ_ges

Total number of teeth

R2

Correlation coefficient

RSS

Received signal strength

RSSRef

Reference signal strength

RSSI

Signal strength index

RSSIA

Signal strength index amplitude

RSSIM

Signal strength index mean

TPS

Tire Pressure Sensor

TPS-594

First exemplary tire pressure sensor

TPS-649

Second exemplary tire pressure sensor

vF

Driving speed

vF_min

Minimum travel speed

VL

"Front left" wheel position on the tractor unit

VR

"Front right" wheel position on the tractor unit

WSS

Wheel Speed Sensor

WSS-h1

First exemplary wheel speed sensor

WSS-h2

Second exemplary wheel speed sensor

ΔTS

Timing

ATS_red

Shortened timing

φ0

Angle of rotation, angle of rotation position

φΔ

Phase shift of the signal strength index curve

Δφ

Rotation angle window, rotation angle range

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• US 7506540 B1 [0007]
• US 8332103 B2 [0008]
• US 2011/0313611 A1 [0009]
• US 8903602 B2 [0010]
• US 9851227 B2 [0011]

Claims (24)

Method for the automatic assignment of tire pressure sensors (TPS; 36-46, 48-58) to a respective wheel position (VL, VR, HL, HR, HL1, HR1, HL2, HR2, HL3, HR3) of a vehicle (1), - which each has a wheel speed sensor (WSS; 16-22, 24-34) on the wheels of all vehicle axles (6-14), the wheel speed sensors (WSS; 16-22, 24-34) each via sensor cables with a brake control device (60, 66 ) of the vehicle (1) are connected, and - which each has a tire pressure sensor (TPS; 36-46, 48-58) on the tires of all wheels, each of the tire pressure sensors (TPS; 36-46, 48-58) each having a individual identification code is assigned, the tire pressure sensors (TPS; 36-46, 48-58) an identification code of the respective tire pressure sensor (TPS; 36-46, 48-58) and a sensor-recorded tire pressure value by radio _{in a fixed time cycle (ΔT S)} to a tire pressure control device (62, 68) of the vehicle (1), and wherein the tire pressure sensors (TPS; 36 - 46, 48 - 58) by evaluating sensor data from the tire pressure sensors (TPS) and the wheel speed sensors (WSS; 36 - 46, 48 - 58) automatically of the respective wheel position (VL, VR, HL, HR, HL1, HR1, HL2 , HR2, HL3, HR3), characterized in that - within the scope of a data acquisition for a predetermined minimum number (n _{S_min) of each of the tire pressure sensors (TPS; 36-46, 48-58} ) successively received tire pressure values - in each case the received signal strength (RSS) records and - from the sensor signals of all wheel speed sensors (WSS; 16 - 22, 24 - 34) the current angle of rotation position (φ) of the wheels is determined and - the measured signal strength (RSS) and the determined angle of rotation position of the wheels (φ) are assigned - that a signal strength index (RSSI) is determined in the course of data processing by _{normalizing the signal strength (RSS) of the tire pressure value with a reference signal strength (RSS Ref} ) (RSSI = RSS / RSS _Ref ) - that from the stored values for all possible combinations of tire pressure sensors (TPS) and wheel speed sensors (WSS) pairs of values consisting of the signal strength index (RSSI) and the current angle of rotation position (φ) of the wheels - formed and - in the order of increasing angle of rotation positions (φ) sorted and - are stored, - that the courses of the sorted value pairs (RSSI, φ) for all possible combinations of tire pressure sensors (TPS) and wheel speed sensors (WSS) are evaluated statistically or in another way, and - that based on at least one Combinations (TPS, WSS) of tire pressure sensors (TPS) and wheel speed sensors (WSS) that apply to the decision criterion are determined and - the tire pressure sensors (TPS) according to the combinations (TPS, WSS) of tire pressure sensors (TPS) and wheel speed sensors (WSS) determined to be applicable to the wheel positions ( VL, VR, HL, HR, HL1, HR1, HL2, HR2, HL3, HR3) of the relevant wheel speed dial sensors (WSS). Procedure according to Claim 1 Characterized in that the data acquisition is started as soon as a driving speed (v _F) has reached a predetermined minimum vehicle speed (v _F _ _min) or exceeded the vehicle (2, 4) (v _F ≥ v _F _ _min). Procedure according to Claim 1 or 2 , characterized in that the data acquisition is aborted as soon as the or a driving speed (v _F ) of the vehicle (2,4) has _{fallen below} the or a predetermined minimum driving speed (v F_min) (v _F <v _{F_} min), and that the data acquisition is restarted as soon as the driving speed (v _F ) of the vehicle (2, 4) has reached or exceeded _{the minimum driving speed (v F_min ) again (V F} ≥ V _F _ _min ). Procedure according to Claim 2 or 3 , characterized in that the minimum travel speed (v F_min) is set to a speed value from which the wheel speed sensors (WSS; _{16-22, 24-34) deliver usable sensor signals.} Method according to one of the Claims 2 until 4th Is characterized in that the minimum driving speed (v _{F_min)} to a speed value of V _F _ _min = 1.8 km / h set Method according to one of the Claims 1 until 5 , characterized in that the tire pressure sensors (TPS; 36-46, 48-58) are controlled by the tire pressure control device (62, 68) before and after the data acquisition in such a way that the tire pressure sensors (TPS) acquired their identification codes and the sensors during the data acquisition Tire pressure values are transmitted to the tire pressure control device (62, 68) in a shortened time cycle (ΔT _s _ _red). Procedure according to Claim 6 , characterized in that the shortened time cycle (ΔT _s _ _red ) for transmitting the sensor data from the tire pressure sensors (TPS; 36-46, 48-58) is set to a time interval between two seconds and ten seconds. Method according to one of the Claims 1 until 7th , characterized in that the minimum number (n _{S_min) the tire pressure values received during the data acquisition per tire pressure sensor (TPS; 36-46, 48-58} ) including the range limits is set to a value between twenty and fifty. Method according to one of the Claims 1 until 8th , characterized in that the rotation angle positions (φ) of the wheels are each determined as relative rotation angle positions in that the teeth of the encoder wheel passing the respective detector are counted at each wheel speed sensor (WSS; 16 - 22, 24 - 34) from any point in time, and in that the respective current number of teeth n _{Z_akt} divided by the total number n of the teeth _{Z_ges} and multiplied by 360 ° (φ = n _{Z_akt} / n _ _{Z ges} · 360 °). Method according to one of the Claims 1 until 9 , characterized in that, in the data evaluation, a polynomial of the nth order (RSSI (cp ) = a ₀ + a ₁ φ + a ₂ φ ² + a ₃ φ ³ + ... + a _n φ ⁿ ) is determined as a compensation curve for the value pairs (RSSI, φ), with coefficients (a ₀ , a ₁ , a ₂ , a ₃ , ..., an) of the compensation curve can be determined according to the least squares method and a correlation coefficient (R ² ) results for each compensation curve, and - that the tire pressure sensors (TPS) correspond to the wheel positions of the wheel speed sensors ( WSS) are assigned to those combinations of tire pressure sensors (TPS) and wheel speed sensors (WSS) in which the compensation curves RSSI (cp) correspond to the highest correlation coefficients (R ² ) with the best agreement with the value pairs (RSSI, φ). Procedure according to Claim 10 , characterized in that the nth order polynomial determined as the compensation curve RSSI (φ) has at least the sixth order (order n = 6). Method according to one of the Claims 1 until 9 , characterized in - that in the data evaluation for all possible combinations of tire pressure sensors (TPS; 36 - 46, 48 - 58) and wheel speed sensors (WSS; 16 - 22, 24 - 34) a polynomial of the nth order without terms with even Exponents (RSSI (φ) = a ₀ + a ₁ φ + a ₃ φ ³ + ... + an φ ⁿ ) is determined as a compensation curve for the value pairs (RSSI, φ), with coefficients (a ₀ , a ₁ , a _3, an) of the compensation curve by the least squares method are ... determined and wherein a correlation coefficient (R results for each fitted curve ^2), and - in that the tire pressure sensors (TPS) the wheel positions of the wheel speed sensors (WSS) of those combinations from tire pressure sensors (TPS) and wheel speed sensors (WSS) are assigned, in which the compensation curves RSSI (φ) according to the highest correlation coefficient (R ² ) have the best agreement with the value pairs (RSSI, φ). Procedure according to Claim 12 , characterized in that the nth order polynomial determined as the compensation curve RSSI (φ) has at least the fifth order (order n = 5) without terms with even exponents. Method according to one of the Claims 1 until 9 , characterized in , - that in the data evaluation for all possible combinations of tire pressure sensors (TPS; 36 - 46, 48 - 58) and wheel speed sensors (WSS; 16 - 22, 24 - 34) a sinusoidal curve (RSSI (φ) = RSSI _M + RSSI _A sin (n _P. Φ - φ ₀ ) is determined as a compensation curve for the value pairs (RSSI, φ), with parameters (signal _{strength index mean RSSI M} , signal strength index amplitude RSSIA, number of periods per wheel revolution n _P , phase shift φ ₀ ) according to the compensation curve the least squares method and with a correlation coefficient (R ² ) for each compensation curve, and - that the tire pressure sensors (TPS) are assigned to the wheel positions of the wheel speed sensors (WSS) of those combinations of tire pressure sensors (TPS) and wheel speed sensors (WSS) in which the regression curves RSSI (φ) correspond to the highest correlation coefficient (R ² ) have the best agreement with the value pairs (RSSI, φ). Method according to one of the Claims 1 until 9 , characterized in , - that in the data evaluation for all possible combinations of tire pressure sensors (TPS; 36 - 46, 48 - 58) and wheel speed sensors (WSS; 16 - 22, 24 - 34) a sinusoidal curve (RSSI (φ) = RSSI _M + RSSIA sin (n _P. Φ - φ ₀ ) is determined as a compensation curve for the value pairs (RSSI, φ), in which a signal _{strength index mean value RSSI M} is the mean value from all signal strength index values, a signal strength index amplitude RSSIA is half the difference between maximum values and minimum values of the signal strength index values and a phase shift φ _{0 is determined} as the difference of the zero crossing between the first minimum value and the subsequent maximum value of the signal strength index values and a number of periods n _P per wheel revolution is _{assumed with n P} = 2 and a correlation coefficient (R ² ) results for each compensation curve, and - that the tire pressure sensors (TPS) match the wheel positions of the wheel speed sensors (WSS) of those combinations of Rei Pressure sensors (TPS) and wheel speed sensors (WSS) are assigned, in which the compensation curves RSSI (φ) have the best correspondence with the value pairs (RSSI, φ) ^{according to the highest correlation coefficient (R 2).} Method according to one of the Claims 1 until 9 , characterized in - that in the data evaluation for all possible combinations of tire pressure sensors (TPS; 36 - 46, 48 - 58) and wheel speed sensors (WSS; 16 - 22, 24 - 34) all pairs of values (RSSI, φ) are represented by a polygon are connected to each other as a compensation curve, - that the length of the polygons is determined, and that the tire pressure sensors (TPS) are assigned to the wheel positions of the wheel speed sensors (WSS) of those combinations of tire pressure sensors (TPS) and wheel speed sensors (WSS) in which the polygons are assigned to have the smallest length. Method according to one of the Claims 1 until 9 , characterized in , - that in the data evaluation for all possible combinations of tire pressure sensors (TPS; 36 - 46, 48 - 58) and wheel speed sensors (WSS; 16 - 22, 24 - 34) the course of the value pairs (RSSI, φ) a scatter of the smallest and largest signal strength index values in a rotation angle window (Δφ) with a maximum width of 15 ° is examined and - that the tire pressure sensors (TPS) are assigned to the wheel positions of the wheel speed sensors (WSS) of those combinations of tire pressure sensors (TPS) and wheel speed sensors (WSS) at which a distance between the minimum and maximum signal strength index values in the rotation angle windows (Δφ) is smallest. Method according to one of the Claims 1 until 9 , characterized in , - that in the data evaluation for all possible combinations of tire pressure sensors (TPS; 36 - 46, 48 - 58) and wheel speed sensors (WSS; 16 - 22, 24 - 34) the course of the value pairs (RSSI, φ) an accumulation or non-accumulation of pairs of values (RSSI, φ) in certain rotational angle ranges (Δφ) is examined, and - that the tire pressure sensors (TPS) are assigned to the wheel positions of the wheel speed sensors (WSS) of those combinations of tire pressure sensors (TPS) and wheel speed sensors (WSS), in which the pairs of values (RSSI, φ) are distributed most unevenly over the angle of rotation (φ). Method according to one of the Claims 1 until 18th , characterized in that the evaluation of the courses of the sorted value pairs (RSSI, φ) for all possible combinations of tire pressure sensors (TPS; 36 - 46, 48 - 58) and wheel speed sensors (WSS; 16 - 22, 24 - 34) with the determination the assignment of the tire pressure sensors (TPS) to the wheel positions (VL, VR, HL, HR, HL1, HR1, HL2, HR2, HL3, HR3) is carried out on a central computer (64) of the vehicle (1). Method according to one of the Claims 1 until 18th , characterized in - that the courses of the sorted value pairs (RSSI, cp) for all possible combinations of tire pressure sensors (TPS; 36 - 46, 48 - 58) and wheel speed sensors (WSS; 16 - 22, 24 - 34) from the tire pressure control device ( 62, 68) of the vehicle (1) are transmitted via a radio network to a stationary mainframe computer, - that the evaluation of the courses of the sorted value pairs (RSSI, φ) with the determination of the assignment of the tire pressure sensors (TPS) to the wheel positions (VL, VR , HL, HR, HL1, HR1, HL2, HR2, HL3, HR3) is carried out on the stationary mainframe computer, and - that the assignment of the tire pressure sensors (TPS) to the wheel positions from the stationary mainframe computer via the radio network to the tire pressure control device (62, 68) of the vehicle (1) is transmitted. Method according to one of the Claims 1 until 20th , characterized in that the method is activated by a manual input in an operating device arranged in the vehicle (1) or in a hand-held device connected to the tire pressure control device (62). Method according to one of the Claims 1 until 21 , characterized in that the method is activated automatically every nth start-up of the vehicle (2). Procedure according to Claim 22 , characterized in that the method is activated automatically every tenth start-up of the vehicle (2) (n = 10). Method according to one of the Claims 1 until 23 , characterized in that the method is automatically deactivated after the tire pressure sensors (TPS; 36-46, 48-58) have been assigned to the wheel positions (VL, VR, HL, HR, HL1, HR1, HL2, HR2, HL3, HR3) .

Images