DE102020132114B3 - Method for signaling a discontinuous tire parameter of a wheel of a motor vehicle - Google Patents

Abstract

The invention relates to a method for signaling a discontinuous tire parameter of a wheel (12) of a motor vehicle (10) while the motor vehicle (10) is driving, the motor vehicle having a tire control system which is set up to compare the tire parameters of the wheels (12) with to monitor stored tire parameter limit values for a discontinuity and to output a warning message to the driver in the event of a discontinuity in a tire parameter. The invention is characterized in that a discontinuous tire parameter identified by means of the tire control system while driving the motor vehicle (10) is classified as a potentially damaging or non-damaging event and that in the case of classification as a potentially damaging event, an externally perceptible warning signal is output via output means (18) attached to the outside of the motor vehicle (10).

Description

The invention relates to a method for signaling a discontinuous tire parameter of a wheel of a motor vehicle according to the type specified in the preamble of claim 1.

Increasingly narrow traffic areas and cramped parking conditions, for example underground garages, multi-storey car parks or parking cabins, are increasingly leading to rim and / or tire damage. A supposedly slight contact with a curb, a pavement pavement, a small cut in the flank area of the tire and / or a sharp edge on the rim flange of the wheel can, however, have fatal consequences if the motor vehicle continues to be used. For example, a “burst tire” as a result of overheating of a tire due to insufficient air pressure at high speed on the motorway can seriously endanger the driver of the motor vehicle and other road users. It can also be the case that an incorrectly installed or damaged wheel cover, preferably a wheel cover or a wheel cover, is not correctly centered on the rim or the disc wheel and, as a result of the imbalance, is thrown into the windshield of another road user while driving on the motorway. In the worst-case scenario, improperly installed wheel bolts can cause an imbalance on the wheel, wheel bolts can be lost and ultimately a wheel can detach from the motor vehicle and be catapulted into a traffic area in an uncontrolled manner.

Corresponding tire control systems for monitoring tire-specific parameters are sufficiently known from the prior art. The DE 10 2007 007 135 A1 referenced. The known tire control systems contribute significantly to increasing road safety, since accidents can be prevented by corresponding warning messages to the driver. From November 2014, tire pressure monitoring systems will therefore be required by law for all newly registered vehicles.

A generic method, which has all the features of the preamble of claim 1, for signaling a discontinuous tire parameter of a wheel of a motor vehicle while the motor vehicle is in motion is disclosed in US Pat EP 3 238 964 B1 known.

The invention is based on the object of specifying a method for signaling a discontinuous tire parameter of a wheel of a motor vehicle while the motor vehicle is in motion, which method contributes to a significant increase in road safety.

This object is achieved by the features of claim 1.

The subclaims form advantageous developments of the method according to the invention.

According to the method for signaling a discontinuous tire parameter of a wheel of a motor vehicle while the motor vehicle is in motion, the motor vehicle has, in a known manner, a tire control system which is set up to monitor the tire parameters of the wheels for a discontinuity by means of a comparison with stored tire parameter limit values Issuing a warning message to the driver if there is a discontinuity in a tire parameter.

Merely for the sake of completeness, it is pointed out that the phrase "tire parameters of a wheel" means the wheel / tire parameters of an assembly, called a roller wheel set, consisting of rim, disc wheel, tire, valve unit, tire pressure control module and wheel cover.

According to the method, it is also provided that a discontinuous tire parameter identified by means of the tire control system while the vehicle is in motion is classified as a potentially damaging or non-damaging event and that, in the case of classification as a potentially damaging event, is applied to the outside of the vehicle Output means an externally perceptible warning signal is output.

The output of an additional warning signal via output means attached to the outside of the motor vehicle has the effect that other road users are warned at an early stage about a potentially dangerous traffic situation and are therefore given the opportunity to actively take appropriate countermeasures: For example, if a method according to the invention is encountered equipped motor vehicle A moves at high speed on the motorway, a driver of motor vehicle B behind and / or next to it is now warned by means of the warning signal about a potential "blown tire" of motor vehicle A, so that the driver of motor vehicle B adjusts his own driving behavior how to keep a greater distance, or the like, can actively react to this situation and prevent involvement in an accident caused by the "blown tire".

According to the method, it is also provided that the tire pressure is monitored as a tire parameter by means of the tire control system and the detected low tire pressure is calculated by forming the difference from a stored normal or target pressure, an absolute pressure loss value is determined and when a previously defined limit pressure loss value is exceeded, the pressure loss is classified as a potentially damaging event to the tire. The determination of the absolute pressure loss enables the detected low tire pressure to be classified quickly and easily as an event that could potentially damage the tire.

1. i) absoluter Druckverlust-Wert ≥ oberer Grenzwert ist, beispielsweise wenn der bestimmte absoluter Druckverlust-Wert ≥ 2bar ist, wird auf einen plötzlichen, schlagartigen Druckverlust geschlossen, und das Warnsignal wird unverzüglich ausgeben
2. ii) mittlerer Grenzwert ≤ absoluter Druckverlust-Wert < oberer Grenzwert ist, beispielsweise wenn 0,5bar ≤ absoluter Druckverlust-Wert < 2bar ist, wird auf einen mittleren Druckverlust geschlossen, und es wird ein vorgegebenes erstes Zeitintervall gestartet, wobei die Ausgabe des Warnsignals nach Ablauf des ersten Zeitintervalls erfolgt, sofern der Fahrer innerhalb des ersten Zeitintervalls ein passives Verhalten bzw. ein den mittleren Druckverlust ignorierendes Fahrverhalten zeigt
3. iii) unterer Grenzwert < absoluter Druckverlust-Wert ≤ mittlerer Grenzwert ist, wenn beispielsweise 0,2bar < absoluter Druckverlust-Wert ≤ 0,5bar ist, wird auf einen leichten, schleichenden Druckverlust geschlossen, und es wird ein zweites Zeitintervall gestartet, wobei die Ausgabe des Warnsignals nach Ablauf des zweiten Zeitintervalls erfolgt, sofern innerhalb des zweiten Zeitintervalls die Fahrgeschwindigkeit dauerhaft größer als eine hinterlegte Grenzgeschwindigkeit ist.

In order to unsettle other road users due to a possibly premature output of the warning signal, the invention now provides that a weighting is initially carried out using the determined absolute pressure loss value and the warning signal is output in a time-controlled manner, taking into account the weighting, the weighting being carried out by the certain absolute pressure loss value is compared with a predetermined upper limit value, a predetermined middle limit value and a predetermined lower limit value. If the comparison now shows that

1. i) the absolute pressure loss value is ≥ upper limit value, for example if the determined absolute pressure loss value is ≥ 2 bar, a sudden, sudden pressure loss is concluded and the warning signal is output immediately
2. ii) mean limit value absolute pressure loss value <upper limit value, for example if 0.5 bar absolute pressure loss value <2 bar, a mean pressure loss is concluded and a predetermined first time interval is started, the output of the warning signal after The first time interval expires if the driver shows passive behavior or driving behavior that ignores the mean pressure loss within the first time interval
3. iii) lower limit value <absolute pressure loss value ≤ middle limit value, if for example 0.2 bar <absolute pressure loss value ≤ 0.5 bar, a slight, creeping pressure loss is concluded and a second time interval is started, with the output of the warning signal takes place after the second time interval has elapsed, provided that the driving speed is permanently greater than a stored limit speed within the second time interval.

Merely for the sake of completeness, it is pointed out that the specified specific numerical values for the above-mentioned limit values, namely upper limit value = 2 bar, middle limit value = 0.5 bar and lower limit value = 0.2 bar, are only to be understood as exemplary orders of magnitude. An essential feature for the selection of the limit values is that the limit values enable a classification or weighting of the determined absolute pressure loss value in one of the three cases or categories i) to iii), namely sudden pressure loss, average pressure loss and slight pressure loss .

The first advantageous investigations have shown that the first time interval Δt1 mentioned in category ii), mean pressure loss, should be selected such that the following applies: $$\Delta \text{t1}>\text{5min}$$

und $$50\text{km/h}<{\text{v}}_{\text{G}}<{\text{v}}_{\text{max}}.$$

For the variables mentioned in category iii), creeping pressure loss, namely the second time interval Δt2 and the limit speed V _G , initial advantageous investigations have shown that these should be chosen so that the following applies: $$\Delta \text{t2}>\mathrm{15th}\text{min}$$

and $$50\text{km / h}<{\text{v}}_{\text{G}}<{\text{v}}_{\text{Max}}.$$

Another advantageous embodiment of the method according to the invention provides that the warning signal can be configured differently depending on the weighting or categorization. This has the effect that third parties or other road users can use the signal to assess whether immediate tire damage is to be expected. For example, by choosing a color, such as sudden pressure drop, dark red display, medium pressure drop light red display, slight pressure drop orange display, and / or type of display, such as permanently lit display in the event of sudden pressure drop, flashing display in the case of medium pressure drop, slowly flashing display in slight pressure drop, a corresponding prioritization - easily perceptible for other road users - can be achieved. It is also conceivable that an acoustic signal is also output as a support.

If case ii) is present, the data of the CAN bus, namely data on whether there is a noticeable delay and / or data on whether the motor vehicle has been deflected in the direction of the hard shoulder, is preferably used to determine or determine the passive behavior. Since appropriate evaluation units for evaluating the CAN bus data are generally available as standard in today's motor vehicles, a low-cost, low-cost determination of a passive behavior of the driver or a driving behavior that ignores the mean pressure loss is ensured. In particular, below a noticeable delay is one Understand delay where the speed is reduced by more than half.

In addition to tire pressure, tire temperature and / or imbalance of the wheel are preferably monitored as further tire parameters by means of the tire control system.

If the tire temperature has been identified as a discontinuous tire parameter, the method provides for the warning signal to be output immediately when a predetermined limit temperature is exceeded. Since overheating of a tire is the most common cause of "burst tires", this ensures that third parties or other road users can be warned in good time.

As initial experience shows, it is advantageous if the limit temperature is set at tLimit ≥ 110 ° C.

If a certain unbalance variable has been identified as a discontinuous tire parameter, the method provides for the warning signal to be output immediately. This advantageously ensures that other road users are warned at an early stage and they take appropriate measures, such as keeping a safe distance, or even in the event of a wheel cover and / or a wheel cover that is not properly attached to the rim or disc wheel, for example, is incorrectly installed or damaged can initiate the like. Thus, the risk of secondary damage, namely, for example, that a wheel cover loosening due to an imbalance while driving on the motorway, hits uninvolved motor vehicles, can be significantly reduced.

A motor vehicle for carrying out the method according to the invention comprises a tire control system and a regulating control unit which is set up to detect a discontinuous tire parameter of a wheel of the motor vehicle from the data of the tire control system.

The regulating control unit is in operative connection with output means mounted on the outside of the vehicle and is set up to cause the warning signal to be output via the output means mounted on the outside of the vehicle after a discontinuous tire parameter has been classified as a potentially damaging event.

In order to be able to reach as many of the neighboring road users as possible by means of the warning, the output means are attached in such a way that they are visible to the side and rear.

In particular, the lateral output means are arranged on the wheel side, i.e. the assembly of the wheel consisting of rim and / or disc wheel and / or wheel cover and / or wheel valve unit. This ensures or ensures that a wheel that is detected as being potentially at risk displays the warning signal itself.

For example, an active valve cover cap is conceivable: Active valve cover cap means that in the normal case, i.e. it is not classified as a potentially damaging event, it lights up in green or black, while in the case of classification as a potentially damaging event, the The cap lights up in a signal color, for example red, bright red, or orange and, if necessary, emits the warning light in pulses. Correspondingly, an active wheel cover or wheel cover is also conceivable.

Further advantages and possible applications of the invention emerge from the following description in conjunction with the exemplary embodiment shown in the drawing.

• 1 ein Kraftfahrzeug in einer Ansicht schräg von vorne.

In the drawing means:

• 1 a motor vehicle in a view obliquely from the front.

1 shows an overall with the reference number 10 designated motor vehicle. The car 10 has a tire control system in a known manner.

In the present case, it is an active tire control system, ie on the wheels 12th of the motor vehicle are pressure and temperature sensors 14th installed, whose measurement data are wirelessly transmitted to the - here only shown schematically - regulating control unit 16. The corresponding sensors are here 14th arranged directly on the tire valve.

The rule control unit 16 evaluates the received data in a known manner and initiates - if a corresponding discrepancy has been detected - the output of a warning message to the driver of the motor vehicle 10 .

Is the motor vehicle 10 For example, when traveling at high speed on a motorway, a tire damage can have fatal consequences: A tire damage often results in a sudden deceleration and / or a sideways swerving of the motor vehicle concerned. This in turn can lead to secondary damage or secondary accidents - often with personal injury - since drivers of neighboring motor vehicles and / or motor vehicles driving behind them are surprised by the event and therefore they do not have sufficient reaction time to slow down and / or evade.

• Vorliegend hat der Sensor 14 am linken Vorderrad 12 einen aktuellen Reifendruck p_aktuell = 1,3 bar gemessen und an die Regel-Steuereinheit 16 übermittelt. Nach Auswertung des gemessenen Reifendrucks wird der Parameter „Reifendruck“ als ein unstetiger Reifenparameter identifiziert und die Regel-Steuereinheit 16 veranlasst - in bekannter Art und Weise - die Ausgabe einer Warnmeldung im Cockpit des Kraftfahrzeugs 10.

This is exactly where the invention comes in. Taking up the above example, ie the motor vehicle 10 drives at high speed on the motorway, the method according to the invention is explained in more detail:

• In the present case, the sensor has 14th on the left front wheel 12th a current tire pressure p _current = 1.3 bar is measured and sent to the regulating control unit 16 transmitted. After evaluating the measured tire pressure, the parameter “tire pressure” is identified as a discontinuous tire parameter and the regulating control unit 16 causes - in a known manner - the output of a warning message in the cockpit of the motor vehicle 10 .

According to the method, it is now checked whether the detected pressure loss is attributable to the tire 12th potentially damaging or non-damaging event.

For this purpose, the actual absolute pressure loss value Δp, i.e. here Δp = 2.3 bar - 1.3 bar, is calculated by calculating the difference between the last measured current tire pressure, here p _current = 1.3 bar from a stored target value, in this case P _{target = 2.3 bar} = 1bar, determined and compared with a stored limit value, here p _limit = 0.2bar. Since the present absolute pressure loss value .DELTA.p is greater than the stored limit value p _limit , the detected pressure loss is considered to be the tire 12th classified as a potentially damaging event.

In a next method step, the determined absolute pressure loss value Δp is weighted.

• • Δp ≥ p1, der Druckverlust als ein schlagartiger Druckverlust, wenn
• • p2 ≤ Δp < p1, der Druckverlust als ein mittlerer Druckverlust, und wenn
• • p3 < Δp ≤ p2, der Druckverlust als leichter Druckverlust

eingestuft wird.For this purpose, the determined absolute pressure loss value Δp is compared with a predetermined upper limit value, here p1 = 2.0 bar, a predetermined middle limit value, here p2 = 0.5 bar, and a lower limit value, here p3 = 0.2 bar, where if

• • Δp ≥ p1, the pressure loss as a sudden pressure loss if
• • p2 ≤ Δp <p1, the pressure loss as a mean pressure loss, and if
• • p3 <Δp ≤ p2, the pressure loss as a slight pressure loss

is classified.

Taking into account the above exemplary values, namely Δp = 1 bar, p1 = 2.0 bar, p2 = 0.5 bar and p3 = 0.2 bar, the weighting results in an average pressure loss.

As a result, a first time interval .DELTA.t1 = 5min is now started and a check is made to determine whether the driver of the motor vehicle has adapted his driving style to the detected pressure loss in the left front wheel 12th has adjusted, or whether the driver shows driving behavior that ignores the pressure loss.

This check is carried out using data from the CAN bus. For this purpose, in the started interval of Δt1 = 5min, the data of the CAN bus are monitored with regard to a noticeable deceleration and / or a lateral deflection of the motor vehicle in the direction of the hard shoulder. If the monitoring results in the absence of a noticeable deceleration and / or a lateral deflection in the direction of the hard shoulder, a conclusion is drawn that the driver is passive or that he is driving behavior that ignores the pressure loss.

In the present example, the check shows that - the driver has neither reduced the driving speed nor carried out a driving maneuver in the direction of the hard shoulder - that the driver is driving behavior that ignores the pressure loss.

According to the method, the regulating control device then initiates this 16 the output of an additional warning signal on the outside of the motor vehicle 10 attached output means 18th . As 1 shows, are the output means in the present case 18th Attached to the side next to the wheel arches as well as on the rear.

In addition, the tire valves, which - as already stated - the pressure and temperature sensors 14th have, one by means of the regulating control unit 16 wirelessly controllable, active valve cap. Active valve cap means that appropriate lighting means, for example LED lighting means, are integrated so that the tire valves are also used as output means 18th act.

In the present case, the regulating control unit operates 16 that the output means 18th flashing bright red.

The bright red flashing lighting of the warning devices 18th is from the side next to the motor vehicle 10 vehicles in motion or the vehicles behind them are clearly visible, so that the drivers of these vehicles are aware of potential tire damage 12th of the motor vehicle 10 be informed. As a result, the drivers of these vehicles have sufficient time to take appropriate countermeasures, such as keeping their distance, so that if a "blown tire" occurs on the motor vehicle 10 Secondary damage or secondary accidents can be prevented.

Claims (5)

Method for signaling a discontinuous tire parameter of a wheel (12) of a motor vehicle (10) while the motor vehicle (10) is driving, the motor vehicle (10) having a tire control system which is set up to store the tire parameters of the wheels (12) by means of comparison Monitor tire parameter limit values for a discontinuity and, if a tire parameter is discontinuous, issue a warning message to the driver, whereby a discontinuous tire parameter identified by means of the tire control system while driving the motor vehicle (10) is classified as a potentially damaging or non-damaging event and in the case of the classification as an event potentially damaging the tire (12), an externally perceptible warning signal is output via output means (18) attached to the outside of the motor vehicle (10), the tire pressure being monitored as a tire parameter by means of the tire control system and by means of Differential formation of the detected low tire pressure (p _current ) from a stored normal pressure (p _setpoint ), an absolute pressure loss value (Δp) is determined, and when a previously defined limit _{pressure loss value (p limit} ) is exceeded, the pressure loss as a potential for the tire A damaging event is classified, characterized in that a weighting is carried out by means of the determined absolute pressure loss value (Δp), and in that the warning signal is output in a time-controlled manner taking into account the weighting, with the determined absolute pressure loss value (Δp) being used for weighting a predetermined upper limit value (p1), a predetermined mean limit value (p2) and a predetermined lower limit value (p3) are compared, with if i) pressure loss value (Δp) ≥ upper limit value (p1), the warning signal is output immediately, ii ) mean limit value (p2) ≤ pressure loss value (Δp) <upper limit value (p1), a specified first time interval l (Δt1) is started, and - if the driver shows passive behavior within the first time interval (Δt1) - the warning signal is issued after the first time interval (Δt1) has elapsed, iii) lower limit value (p3) <pressure loss value (Δp ) ≤ mean limit value (p2), a second time interval (Δt2) is started and - if the motor vehicle _{drives faster than a stored limit speed (v G} ) over the entire duration of the second time interval (Δt2) - the warning signal after the second time interval has elapsed ( Δt2) is output. Procedure according to Claim 1 , characterized in that the tire control system monitors the tire temperature and / or the imbalance of the wheel as additional tire parameters. Procedure according to Claim 1 , characterized in that if the case ii) is present, the data of the CAN bus are monitored with regard to a deceleration of the motor vehicle and / or lateral deflection of the motor vehicle in the direction of the hard shoulder, and that a lack of deceleration and / or a lack of lateral deflection of the motor vehicle is set as a passive behavior of the driver. Procedure according to Claim 2 , characterized in that, if the tire temperature has been identified as a discontinuous tire parameter, the warning signal is output immediately _{when a predetermined limit temperature (t limit) is exceeded.} Procedure according to Claim 2 , characterized in that if an imbalance has been identified as a discontinuous tire parameter, the warning signal is output immediately.

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