EP1735765A1 - Procede et dispositif de transmission entre un appareil de commande et un module de roue - Google Patents

Procede et dispositif de transmission entre un appareil de commande et un module de roue

Info

Publication number
EP1735765A1
EP1735765A1 EP04802968A EP04802968A EP1735765A1 EP 1735765 A1 EP1735765 A1 EP 1735765A1 EP 04802968 A EP04802968 A EP 04802968A EP 04802968 A EP04802968 A EP 04802968A EP 1735765 A1 EP1735765 A1 EP 1735765A1
Authority
EP
European Patent Office
Prior art keywords
antenna
wheel module
tire
transmission
transmission signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04802968A
Other languages
German (de)
English (en)
Inventor
Jakob Schillinger
Karl-Heinz Hahn
Jörg Lehmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental AG
Conti Temic Microelectronic GmbH
Original Assignee
Continental AG
Conti Temic Microelectronic GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental AG, Conti Temic Microelectronic GmbH filed Critical Continental AG
Publication of EP1735765A1 publication Critical patent/EP1735765A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0479—Communicating with external units being not part of the vehicle, e.g. tools for diagnostic, mobile phones, electronic keys or service stations

Definitions

  • the invention relates to a method and a device for wireless transmission between a wheel module arranged in a tire and a control device arranged outside the tire according to the preambles of claims 1 and 5, respectively.
  • the invention is therefore based on the object of specifying a method of the generic type in such a way that it can be flexibly adapted to the various requirements and also enables transmission to and from tires in existing vehicles.
  • this object is achieved by a method having the features of claim 1.
  • the ground antenna is preferably arranged at a point in the roadway that the tire passes regularly, for example daily becomes. Placement at the entrance / exit of a company site or hall is favorable.
  • the variant according to claim 2 can be operated independently. No separate energy source is required, for example in the form of a battery that only has a finite operating time.
  • the measure according to claim 3 prevents data transmission to the control unit too early, i.e. is started when the wheel module is not yet fully operational. This prevents false transmissions.
  • the variant according to claim 4 enables largely automated remote monitoring of the tire condition.
  • Another object of the invention is to provide a device of the generic type in such a way that it can be flexibly adapted to the various requirements and also enables transmission to and from tires in existing vehicles.
  • the measure according to claim 10 ensures that at least one coupling between the wheel module and the control unit occurs when the tire rolls over the ground antenna in this direction.
  • FIG. 1 shows an embodiment of a device for data transmission between a control unit with a floor antenna and a wheel module
  • Fig. 2 is a block diagram of the device of Fig. 1, and
  • Fig. 3 timing diagrams of signals while driving over the ground antenna.
  • the exemplary embodiment of a device 1 for data transmission shown in FIG. 1 is a sensor-transponder system used in a vehicle 2 for transmitting sensor data from a tire 3 of the vehicle 2 to a control device 4 arranged outside the vehicle 2 contains a stationary transmission / reception unit 5 with a floor antenna 7 integrated in a carriageway 6.
  • the external one Control device 4 is assigned a wheel module 8 fastened within tire 3 on the inside of the tread.
  • the floor antenna 7 is at least as long as the rolling circumference of the tire 3, at least in the direction in which the tire 3 rolls over it, so that there is at least a coupling to the wheel module 8 when it rolls over.
  • the wheel module 8 has an HF transmission antenna 11 and an LF reception antenna 12.
  • the LF reception antenna 12 designed for a lower frequency f 1 is designed as a wire-wound air coil, whereas the HF transmission antenna 11 designed for a higher frequency f2 is formed as a coil from at least one circuit board loop. In principle, however, the HF transmission antenna 11 can also be designed as a wound coil.
  • the connection via the transmission channels 13 and 14 is essentially based on magnetic coupling.
  • the LF and HF (ground) transmission antennas 9 and 11 as well as the LF and HF (ground) reception antenna 12 and 10 each have an effective range which is characteristic of them and into which they transmit and from which they receive can.
  • the LF ground transmitting antenna 9 and the HF ground receiving antenna 10 are constructed such that their effective ranges are largely identical despite their different operating frequencies, and the control device 4 has a control device effective range 15 which is essentially uniform for the transmission and reception direction.
  • the wheel module 8 It has a wheel module effective range 16 which is essentially uniform for the transmission and reception direction.
  • the effective ranges of the LF antennas and those of the HF antennas can differ.
  • the wheel module 8 also includes a transmission unit 17, a reception unit 18, a central control unit 19, an internal clock unit 20, an energy management unit 21 with an energy store 22 in the form of a buffer capacitor, a non-volatile data memory 23 in the form of an E 2 PROM and a pressure sensor 24, a temperature sensor 25 and possibly further sensors, of which a sensor 26 is shown as an example.
  • the other components of the wheel module 8 are preferably designed as an integrated component, for example as an ASIC.
  • the wheel module 8 is very flexible with regard to the possible use and operating modes. For example, it can be designed for different (transmission-reception) modulation methods, data transmission rates, data coding, transmission frequencies. This takes place partly during hardware production and partly only afterwards through the programming. Additional hardware and / or software functions can thus be easily provided.
  • two safety inputs (ports) can be provided on the wheel module 8, which, together with a short-circuit loop, serve to secure the wheel module 8 against unauthorized removal from the tire 3.
  • the mode of operation of the device 1 is also described below with reference to FIG. 3.
  • a transmission signal S1 with the frequency fl of 125 kHz is generated by the transmission / reception unit 5 of the control device 4 and transmitted to the wheel module 8 by means of the transmission channel 13. There it is received by the receiving unit 18 as a received signal E2 when an effective range of the LF ground antenna 9 and an effective range of the LF receiving antenna 12 overlap at least partially.
  • the LF ground transmitting antenna 9 and the LF receiving antenna 12, viewed over the circumference of the tire 3, have only a limited low-frequency coupling area.
  • the LF ground transmitting antenna 9 and the LF receiving antenna 12, viewed over the circumference of the tire 3, have only a limited low-frequency coupling area.
  • the coupling area can be characterized by means of an angle segment with respect to a tire revolution, by means of a corresponding part of the circumferential length of the tire 3 or by means of the coupling period TK, the two first-mentioned variables not being dependent on the tire speed, in contrast to the coupling period TK.
  • the wheel module 8 is primarily supplied with energy via the transmission signal S1, although in principle data transmission is also possible.
  • the energy management unit 21 obtains energy from the received signal E2 then received and charges the energy store 22, from which all components of the wheel module 8 are supplied with energy when the charge state L is sufficient.
  • the supply lines are shown in Fig. 2 with dashed lines.
  • the internal clock unit 20 is also fed from the received signal E2, which derives a frequency f0 for clocking the control unit 19 and a frequency f2 for returning a transmit signal S2 from the wheel module 8 to the control unit 4 from the frequency f 1 of the received signal E2.
  • the frequency f2 which in the example has a value of 13.56 MHz, is generated by frequency multiplication. Another frequency value for f2 is possible, for example 433.92 MHz.
  • the transmission signal S2 comprises at least data about the current tire condition, which is detected by means of the sensors 24 to 26. In addition, information about the target pressure of the tire 3 and / or for identification can also be included.
  • the transmission signal S2 is transmitted back to the control unit 4 via the transmission channel 14 and is received there as a reception signal El.
  • the device 1 and in particular its transmission channels 13 and 14 are thus designed for communication between the wheel module 8 and the control device 4 and for an energy supply of the wheel module 8 by the control device 4.
  • the amount of data that is transmitted to the control unit 4 by means of the transmission signal S2 can be based on various operating parameters, such as the state of charge L of the energy store 22, the duration of the coupling period TK or the speed of the tire 3.
  • an extended data telegram with a length of approximately 2.4 ms is usually sent, which in addition to the current measured values for tire pressure and temperature also contains the aforementioned additional information. Otherwise it is also possible to send a shorter data telegram that only contains information on the current measured values.
  • the extended data telegram is only sent after the energy store 22 has been fully charged, since the functionality of the wheel module 8 is then ensured.
  • the associated signals are shown in Fig. 3. Different signal profiles over time t are shown.
  • the control device 4 sends a transmission signal S1 over a longer period of time, which has short signal interruptions of the low-frequency permanent carrier in the order of 2 to 5 ms. If the tire 3 rolls over the ground antenna 7, the coupling area is entered at least once, and a reception signal E2, which contains a reception pulse with a duration corresponding to the coupling period TK, is received in the wheel module 8. In the example, the vehicle 2 passes the ground antenna 7 at a speed v of approximately 17 km / h, so that the receiver catch pulse has a duration of about 53 ms. Entry into the low-frequency coupling area can be recognized in the wheel module 8 on the basis of the rising edge of the reception pulse.
  • the reception signal E2 has short signal interruptions, as a result of which the reception pulse is divided into three sections (see enlarged section I).
  • the initially fully discharged energy store 22 is charged.
  • the state of charge L has not yet reached the predetermined maximum value LMAX at the end of the first section. This only happens in the course of the second section.
  • the wheel module 8 is designed for a triggered transmission of the data telegram. This means that a transmission signal S2 comprising the extended data telegram is only transmitted on a rising edge in the reception signal E2.
  • the short signal interruptions cause exactly such edges that are required for a triggered transmission.
  • a current measured value acquisition M by the sensors 24 to 26 is generated with the falling edge of the next short signal interruption and an oscillation A of a transmission oscillator in the transmission unit 17 with the rising edge of the short signal interruptions causes.
  • the measured value acquisition M takes about 1 to 2 ms and the oscillation A of the transmit oscillator takes about 0.3 ms.
  • the send signal S1 is then sent with an extended data telegram (see section 11).
  • an untriggered transmission of the transmission signal S2 is also possible immediately after the energy store 22 has been fully charged. Since there are then no waiting times for a rising edge in the received signal E2, the vehicle 2 can also drive over the ground antenna in this operating mode at a higher speed, for example at v ⁇ 35 km / h. In this operating mode, the transmission signal S1 sent by the control unit 4 does not contain any short signal interruptions.
  • the floor antenna 7 has a coupling length in the direction in which it is rolled over by the tire 3, which coupling length at least enables the energy store 22 to be fully charged and data to be transferred within a coupling period TK.
  • the floor antenna 7 is preferably arranged at a point within the carriageway 6 that is regularly passed by the vehicle 2, such as the entry / exit of an operating site or a garage.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)

Abstract

L'invention concerne un procédé et un dispositif de transmission sans fil entre un module de roue (8) logé dans un pneu (3) et un appareil de commande externe (4) comportant une antenne de sol (7) située dans la voie (6). Un premier signal d'émission (S1) est transmis de l'antenne de sol (7) de l'appareil de commande (4) vers une antenne du module de roue (8). Des données sont transmises du module de roue (8) vers l'appareil de commande (4) par l'intermédiaire d'un deuxième signal d'émission, le premier signal d'émission (S1) présentant une fréquence (f1) différente de la fréquence du deuxième signal d'émission. Lorsque le pneu (3) roule sur l'antenne de sol (7), le premier signal d'émission (S1) est reçu dans le module de roue (8) et le deuxième signal d'émission est reçu dans l'appareil de commande (4).
EP04802968A 2004-04-01 2004-12-21 Procede et dispositif de transmission entre un appareil de commande et un module de roue Withdrawn EP1735765A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102004016833 2004-04-01
DE102004052736 2004-10-30
PCT/DE2004/002782 WO2005101344A1 (fr) 2004-04-01 2004-12-21 Procede et dispositif de transmission entre un appareil de commande et un module de roue

Publications (1)

Publication Number Publication Date
EP1735765A1 true EP1735765A1 (fr) 2006-12-27

Family

ID=34960119

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04802968A Withdrawn EP1735765A1 (fr) 2004-04-01 2004-12-21 Procede et dispositif de transmission entre un appareil de commande et un module de roue

Country Status (3)

Country Link
EP (1) EP1735765A1 (fr)
DE (1) DE112004002765A5 (fr)
WO (1) WO2005101344A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4067235A (en) * 1974-11-27 1978-01-10 Consolidated Freightways, Inc. Method and apparatus for measuring air pressure in pneumatic tires
GB2016701B (en) * 1978-03-04 1982-08-25 Dunlop Ltd Devices for the measurement of the physical state of a pneumatic type
AU5431090A (en) * 1989-03-31 1990-11-05 Destron/Idi, Incorporated Vehicle tire identification system
DE19630302A1 (de) * 1995-10-10 1997-04-17 Daimler Benz Aerospace Ag Fahrortabhängige Geschwindigkeitssteuerung von Fahrzeugen mit Drehstromantrieb durch frequenzgesteuerte Umrichter
US6710708B2 (en) * 1999-02-05 2004-03-23 Schrader-Bridgeport International, Inc. Method and apparatus for a remote tire pressure monitoring system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2005101344A1 *

Also Published As

Publication number Publication date
WO2005101344A1 (fr) 2005-10-27
DE112004002765A5 (de) 2007-05-24

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