EP2271508A1 - Procédé, système et éléments de système pour la surveillance sans fil d'une pression de pneumatique - Google Patents

Procédé, système et éléments de système pour la surveillance sans fil d'une pression de pneumatique

Info

Publication number
EP2271508A1
EP2271508A1 EP09737733A EP09737733A EP2271508A1 EP 2271508 A1 EP2271508 A1 EP 2271508A1 EP 09737733 A EP09737733 A EP 09737733A EP 09737733 A EP09737733 A EP 09737733A EP 2271508 A1 EP2271508 A1 EP 2271508A1
Authority
EP
European Patent Office
Prior art keywords
data
mode
vehicle
control unit
stg
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Withdrawn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
EP09737733A
Other languages
German (de)
English (en)
Inventor
Markus Wagner
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.)
BorgWarner Ludwigsburg GmbH
Original Assignee
BorgWarner Beru Systems 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 BorgWarner Beru Systems GmbH filed Critical BorgWarner Beru Systems GmbH
Publication of EP2271508A1 publication Critical patent/EP2271508A1/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Withdrawn legal-status Critical Current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
    • B60C23/0415—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels
    • B60C23/0416—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels allocating a corresponding wheel position on vehicle, e.g. front/left or rear/right

Definitions

  • the invention relates to a method for monitoring and wireless signaling of data containing information about the pressure conditions prevailing in pneumatic tires of wheels of a vehicle.
  • the invention relates to a system suitable for this purpose and system components, such as a control unit, which is arranged in the vehicle, and an electronic module, which is arranged in one of the wheels and sends the data wirelessly to the control unit.
  • a control unit which is arranged in the vehicle
  • an electronic module which is arranged in one of the wheels and sends the data wirelessly to the control unit.
  • the wheel electronics are powered by a miniature battery, usually a lithium battery, care must be taken that little power is consumed to maximize battery life.
  • the measuring cycles of the sensors are influenced as a function of the vehicle movement (see page 3, section 2.2).
  • the data is recorded and transmitted at shorter measuring intervals only when the vehicle is moving.
  • the transmission of the data preferably takes place in the form of a data telegram (see Table 2 there).
  • the control of sending the telegrams can also be done in certain systems by a query or a carrier transmitter. In this case, a trigger signal is sent by the control unit in order to activate the respective wheel electronics as required, so that these then acquire the data and send it back to the control unit.
  • a method for detecting the transition between standstill and driving uses the displacement of an acceleration sensor.
  • the centrifugal force determines the switching time.
  • Typical switching thresholds here are 25km / h to 35km / h, the roll-switch threshold is determined absolutely by the amplitude of the signal, a relatively high speed threshold is necessary, due to the measurement error of the acceleration sensor and the error due to earth gravity.
  • Object of the present invention is therefore to propose a method and a system or devices of the type mentioned, which overcome the disadvantages mentioned and yet can be realized with little effort.
  • a method for monitoring and wireless signaling of data and a system suitable for this purpose and the associated system components are proposed, with which a switching threshold can be achieved, which is independent of the speed.
  • the object is achieved by a method having the features of claim 1 and by a system, a control unit and an electronic module having the features of the respective independent claim.
  • This type of transmission is a bundled accumulation of multiple telegrams (also referred to here as burst mode), so that the required data only temporarily, but then sent in concentrated form to the control unit. This allows learning of the wheel position. As a result, the total transmission time is shortened overall, but the actual useful life is not or only insignificantly shortened for transmitting the data due to the accumulation of the telegrams, so that no data loss occurs.
  • the data is sent in the form of a first telegram
  • a third mode which is associated with a starting state of the vehicle
  • the Data are sent only in part in the form of a second telegram that is shorter than the first telegram.
  • the accumulation of the telegrams in turn ensures that all data of the multiple wheel electronics are reliably received by the control unit, which are used for example for axle differentiation.
  • This transmission is also referred to here as burst mode, it being made clear that this transmission is not to be confused with the burst radio transmission known from mobile communications.
  • the controller will be sent.
  • a bundle of several shortened telegrams is preferably transmitted in the startup state, it is possible to ensure that all the required data is transmitted within the relatively short startup phase on account of the higher user data density.
  • due to the shortness of the telegrams a reduction in the power requirement and thus a protection of the battery in the wheel electronics achieved, with simultaneous position assignment of the multiple wheel electronics.
  • the data in the second telegram at least or exclusively contain an indication of the direction of rotation of the respective wheel, and if the direction of rotation is evaluated to determine whether the respective wheel on the left side or on the right Side of the vehicle.
  • a very simple detection of the approximate wheel position is achieved, so that at least can be determined from which side of the vehicle, the data is sent.
  • no return channel or trigger transmitter is required. Only the direction of rotation must be recognized.
  • a movement and / or acceleration sensor accommodated in the electrical module is preferably used.
  • the second telegram can also be shortened to the extent that only those data are transmitted which are needed to determine the approximate or more accurate wheel position.
  • the data in the first telegram contain at least an indication of the respective pressure state in the wheel and / or the temperature prevailing there. This means that the longer telegram is used as extensively as possible in the drive mode.
  • the information about the pressure state is determined by means of a pressure sensor integrated in the wheel electronics or if the information about the temperature is determined by means of an integrated temperature sensor.
  • control unit and / or an associated wireless receiving means such as an antenna
  • the control unit and / or an associated wireless receiving means such as an antenna
  • the control unit and / or an associated wireless receiving means with respect to the distances to the wheel axles of the vehicle is located differently far away from it, and then in the control unit that of the respective Module received radio signals are compared based on their reception field strengths with each other to determine whether the respective wheel is located on one of the front or one of the rear wheel axles.
  • the information contained in the received data about the direction of rotation of the respective wheel is evaluated on the basis of the reception-amplifying received signals in order to determine at which point the respective wheel is located.
  • the control unit can be configured as a central data acquisition and evaluation device, which via a preferably standardized interface, its result data for other devices and / or modules, such as. Display devices, provides.
  • the result data is provided by the control unit in the form of a third data telegram via the data interface or the data bus.
  • This data telegram can be designed independently of the aforementioned radio data telegrams, and e.g. be a standardized data bus telegram, such as for the so-called CAN bus or the like.
  • the duty cycle is switched from 50% / 100% to 0% / 100% depending on the number of driving cycles - the change between standing and driving mode, for example, resulting in further energy savings. It is also advantageous to enable the wheel electronics after production in the stand mode with a duty cycle of 0% LF.
  • Fig. 1 shows the various operating modes defined for the method and system in the form of a state diagram
  • Fig. 2 shows the method according to the invention with its individual steps in the form of a flow chart
  • Fig. 3 shows a schematic representation of the arrangement of the various system components in a vehicle
  • Fig. 4 shows a schematic representation of the structure of an electronic module or the wheel electronics according to the invention.
  • Fig. 5 shows the different data telegrams applied in the method and system.
  • Fig. 6 shows the dependence of the transmission frequency of the travel time
  • FIGS. 1 and 2 Before discussing in more detail here the FIGS. 1 and 2 as well as the method according to the invention, the basic structure of the system according to the invention is first of all explained with reference to FIGS. 3 and 4:
  • Fig. 3 shows the basic structure and installation of a system in a vehicle FZ, wherein in the individual wheels R1 to R4 of the vehicle electronic modules or wheel electronics RE are used, the wireless their data D1 * to D4 * to a control unit STG, which is arranged as a central control unit in the vehicle.
  • the control unit STG is connected to a wireless receiving means in the form of an antenna A in order to receive the radio signals of the individual wheel electronics RE and to evaluate the data contained therein.
  • the control unit STG is connected via a data interface or a data bus BUS with other devices and / or modules (not shown) and delivers to this result data D ', which are obtained from the evaluation of the received data D1 * to D4 * and optionally further additional data .
  • the control unit STG or the antenna is not located in the middle of the vehicle FZ, but is preferably arranged asymmetrically to the transverse axis of the vehicle, ie either in the front or in the rear of the vehicle.
  • Fig. 4 shows in the form of a block diagram the structure of a wheel electronics RE, which is integrated in a wheel.
  • the wheel electronics essentially comprises a microcontroller CRT, which has an integrated timer or timer TM and is connected to various sensors S1 to S3.
  • the sensors are, for example, a pressure sensor S1, a temperature sensor S2 and at least one acceleration sensor S3.
  • the microcontroller CRT processes the data supplied by the sensors and transmits them to a transmission unit TX, which in turn sends the data D or D * to the control unit STG by radio.
  • the transmission of the data D * from the respective electronic module or the respective wheel electronics RE to the control unit STG takes place at least temporarily in the form of a plurality of telegrams DT *, which contain the same data D * and in be sent in a heap manner in a row.
  • This mode is designated as BM mode in FIG. 1 and is therefore referred to as a burst mode here.
  • this mode is operated only in the start-up phase, ie in the state in which the vehicle is transitioning from a standstill mode SM into a drive mode FM.
  • burst mode BM refers in particular to the start-up phase of the vehicle, in which the data D * are sent in heaped, preferably shortened, telegrams DT * to the control unit STG by the individual wheel electronics RE, which then uses the data, in particular also the respective ones Determine the wheel position. If the start-up phase of the vehicle has ended and the vehicle is in the actual drive mode FM, then data D is sent in the form of longer telegrams DT, wherein an accumulation, such as in burst mode, can be dispensed with.
  • the data D transmitted in the drive mode FM contains as far as possible all information that the wheel electronics RE can provide to the control unit STG.
  • burst mode BM only those data D * are transmitted which are required for the detection of the individual wheel position, such as information about the direction of rotation RL of the wheel and / or an identifier ID or the identity for the wheel itself.
  • the second mode FM is left and transferred to the standstill mode SM.
  • this mode SM preferably no data is transmitted from the wheel electronics RE.
  • the transition into the access mode or burst mode BM takes place.
  • the state of the vehicle is changed from a first mode SM describing the stationary state of the vehicle to a second mode FM describing the running state of the vehicle via an intermediate mode, the one another mode, namely the burst mode BM, corresponds, or
  • This third mode BM relates to the respective approach state of the vehicle.
  • the method 100 begins with a step 110, with which starting from the first mode SM in the third mode BM, the start-up mode, is switched. This is recognized for example by means of acceleration sensors (see sensor S3 in Fig. 4) and can also be controlled by a timer (see timer TM in Fig. 4) so that this mode BM persists only for a limited period of time.
  • a step 115 the data transmission is carried out for this mode BM, in which the respective module or the wheel electronics RE sends its data D * in several accumulated telegrams to the control unit STG. As shown in Fig.
  • the short telegram DT * is an example 9-byte-long telegram containing at least one unique identifier ID for each wheel electronics RE and thus also for the respective wheel, as well as an indication RL containing the direction of rotation of the respective Wheel indicates.
  • the control unit STG can then check whether all the wheel electronics RE are ready for operation or whether at least four different identifiers ID and thus wheels are detected.
  • the control unit SZG can recognize from the indication RL whether the respective wheel is located on the left or right side of the vehicle.
  • step 115 the received field strengths of the respective received signals are also evaluated by the control unit STG and compared with each other.
  • the fact that the control unit or the antenna A (see also FIG. 3) is closer to the vehicle front or to the rear of the vehicle, it can be easily determined on the basis of the received field strengths, whether the respective wheel electronics RE on a front axle V or on a rear axle H. of the vehicle FZ is located. Together with the previously determined side position and / or the direction of rotation of the wheel electronics (left or right side of the vehicle) thus results in an accurate position determination of the individual wheels.
  • step 115 a quick and unambiguous positioning of the individual wheels is already possible based on the short data telegrams DT *, and a current pressure display in the FZ is also possible by individual DT in step 115.
  • the shortened telegram DT * may contain, in addition to the above-mentioned information ID and RL, also other data, such as synchronization data and test data, such as e.g. CheckSum data.
  • the telegram DT * is significantly shortened in comparison to the conventional telegram DT.
  • the telegram DT * includes e.g. only 9 bytes, whereas the longer telegram DT e.g. 15 bytes.
  • the longer telegram DT which is sent in the later drive mode FM, may also contain information about the pressure state DRK and about the temperature T in the respective tire. These data are detected via the corresponding sensors, namely pressure sensor S1 or temperature sensor S2 (see FIG. 4).
  • the telegram DT may also contain an indication RZ about the remaining life of the battery.
  • the method proposed here uses the said burst mode BM for the transmission events during vehicle startup, which represents an accumulation of shortened telegrams DT *.
  • a short period of time for example 1 minute
  • many telegrams DT * are sent with the same or at least similar data content.
  • a very fast wheel allocation is possible, and due to the shortening of the telegram length of eg 15 bytes to 9 bytes and energy is saved.
  • the result of the shortening of the telegram DT * compared with the normal telegram DT is a reduction of the energy requirement by about 40%. This is achieved without any loss of information.
  • the system switches to the next mode, namely to the mode FM, which relates to the driving state of the vehicle.
  • the longer data telegram DT is then used in order to send as far as possible all the data D collected from the respective wheel electronics RE to the control device STG. In this mode FM too, but not necessarily, an accumulated transmission of the data telegram DT can take place.
  • the system switches to the standstill state, ie into the SM mode. As already described above, no data transmission takes place in this first mode SM.
  • the invention also comprises a further transmission of result data DT '(see FIG. 5) from the control unit STG to other devices or modules installed in the vehicle, such as display devices in FIG the instrument panel.
  • the control unit STG evaluates the received data D or D * and optionally supplements them by further data D + in order to form result data D 'therefrom.
  • These are transmitted, for example, by means of a standardized bus data telegram DT 'to the other devices or modules.
  • a status bit or byte ST can be considered, which relates to the received field strengths determined by the control unit STG and indicates for the respective wheel electronics RE, whether it is located on a front axle or rear axle of the vehicle.
  • the status bit ST can thus assume the state V or the state H (see FIG. 3).
  • the wheel electronics RL which can take the status L or R, then results in a unique Radzu elbow.
  • To determine the most accurate switching threshold for the time from which the tire is in motion as shown in Figures 7, 8 and 9, via the Z (or X) sensor detects the movement and additionally on the X (or Z) sensor determines the rotational frequency.
  • the rotational frequency is determined from the data of the X-sensor, since it receives measured values independently of the centrifugal force and thus enables a higher resolution.
  • TX transmitter (in wheel electronics)

Landscapes

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

Abstract

L'invention concerne un procédé de surveillance et de signalisation sans fil de données (D, D*) contenant des indications (DRK) sur des pressions de pneumatiques de roues (R1, R2, R3, R4) d'un véhicule (FZ). Selon l'invention, les données (D, D*) sont envoyées sans fil par des modules électroniques (RE) disposés dans les roues (R1, R2, R3, R4) à un appareil de commande (STG) monté dans le véhicule (FZ), aucune donnée n'étant envoyée dans un premier mode (SM) associé à un état d'immobilisation du véhicule (FZ). Dans au moins un autre mode (FM, BM) associé à un autre état du véhicule (FZ), les données (D, D*) sont envoyées sous forme de télégrammes (DT,DT*) par le module électronique (RE) correspondant à l'appareil de commande (STG), le passage du premier mode dans au moins un autre mode étant déterminé par au moins un capteur d'accélération.
EP09737733A 2008-04-29 2009-04-28 Procédé, système et éléments de système pour la surveillance sans fil d'une pression de pneumatique Withdrawn EP2271508A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008021469A DE102008021469A1 (de) 2008-04-29 2008-04-29 Verfahren, System und Systemkomponenten zur drahtlosen Reifendrucküberwachung
PCT/DE2009/000582 WO2009132625A1 (fr) 2008-04-29 2009-04-28 Procédé, système et éléments de système pour la surveillance sans fil d'une pression de pneumatique

Publications (1)

Publication Number Publication Date
EP2271508A1 true EP2271508A1 (fr) 2011-01-12

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP09737733A Withdrawn EP2271508A1 (fr) 2008-04-29 2009-04-28 Procédé, système et éléments de système pour la surveillance sans fil d'une pression de pneumatique

Country Status (4)

Country Link
US (1) US8576058B2 (fr)
EP (1) EP2271508A1 (fr)
DE (2) DE102008021469A1 (fr)
WO (1) WO2009132625A1 (fr)

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DE102008021466A1 (de) * 2008-04-29 2009-11-12 Beru Ag Verfahren, System und Systemkomponenten zur drahtlosen Reifendrucküberwachung
US8935956B2 (en) * 2012-02-07 2015-01-20 Cub Elecparts Inc. Touch-control tire pressure sensor device and its setting method
JP2018112901A (ja) * 2017-01-11 2018-07-19 太平洋工業株式会社 送信機、受信機、及び、送受信システム
AU2018201568A1 (en) * 2018-03-05 2019-09-19 Advanced Bearing Solutions Pty Ltd Advanced Wheel Bearing Heat Sensor. The heat sensor replaces a trailers dust cover or hub cap and monitors the wheel bearings for excessive heat. The sensor transmits the temperature via an RF device to a smart device in a car or truck providing information to the driver.
DE102019214060A1 (de) * 2019-09-16 2021-03-18 Continental Reifen Deutschland Gmbh Automatische Einrichtung eines Kontrollsystems eines Kraftfahrzeugs

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Also Published As

Publication number Publication date
US20110043353A1 (en) 2011-02-24
US8576058B2 (en) 2013-11-05
WO2009132625A1 (fr) 2009-11-05
DE112009001594A5 (de) 2011-03-31
DE102008021469A1 (de) 2009-11-05

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