EP2451660A1

EP2451660A1 - Method and device for detecting an inadmissible degree of inflation of a tyre

Info

Publication number: EP2451660A1
Application number: EP10742195A
Authority: EP
Inventors: Arnaud Andrieux; Christian Chabanon
Original assignee: Renault SAS
Current assignee: Renault SAS
Priority date: 2009-07-10
Filing date: 2010-07-05
Publication date: 2012-05-16
Also published as: WO2011004109A1; FR2947760A1; FR2947760B1

Abstract

The invention relates to a method of detection (1), that can be run on an on-board processing unit (2), to detect an inadmissible degree of inflation of a pneumatic element of a vehicle (3) from among the available degrees of inflation of said pneumatic element. According to the invention, the pneumatic element consists of a tyre (4), and said method (1) involves steps consisting in: in a first phase (10) establishing (100) a current degree of inflation of the tyre (4), representing (101) the current degree in a space (S) of available degrees of inflation covering a nominal range (F₀) of permissible degrees of inflation, emitting (102) an alarm signal (Z) specific to the inadmissible degree of inflation when the current degree of inflation is outside of the nominal range (F₀). The invention also relates to a device suited to implementing said method (1) according to the invention.

Description

Method and device for detecting an inadmissible condition of inflating a tire

The present invention relates, in general, the equipment and safety techniques of motor vehicles.

More specifically, the invention relates, according to a first of its aspects, to a method of detection, capable of being executed on a computer on board a wheeled vehicle, of at least one inadmissible state of inflation of at least one pneumatic element of the vehicle. among available inflation states of said pneumatic element.

A method of this type is described in the French patent application FR 2,780,779. This known method makes it possible to process sensor signals linked to the pneumatic element such as an air chamber of a pneumatic damper. vehicle. Thus, real-time monitoring of the inflation states of said pneumatic element is possible at any time, even when the vehicle is traveling on a floor, for example on rough ground. This known method requires, for its implementation, a management equipment (for example, the computer) to be embedded on board the vehicle. However, the air chamber is housed at the bottom of a cavity arranged in the vehicle body, protected from projectiles from the ground. This makes unlikely a random failure of the pneumatic damper due to the inadmissible condition of inflation of its tube. This means that said onboard management equipment consumes volume, weight and energy with virtually no return in terms of current vehicle safety, which is unsatisfactory.

In this context, the present invention aims to propose a detection method aimed at at least reducing the aforementioned limitation.

For this purpose, the detection method, which moreover conforms to the generic definition given in the preamble above, is essentially characterized in that the pneumatic element consists of a tire installed on a wheel of the vehicle, and in that the detection method comprises the following steps:

^" Establishing, in a first phase, a current state of inflation of the tire, ^B representing the current state of inflation in a space of the available inflation states comprising at least one nominal range of the permissible inflation states,

"issue a warning signal specific to the inadmissible inflation state of the tire when the current state of inflation is disposed outside the nominal range.

Being directly exposed to the projectiles coming from the ground, the tire can present the inadmissible state of inflating which can put in danger the vehicle and its driver at any moment of rolling. Thanks to the method according to the invention, it is possible to continuously probe the inflation conditions of the tire and to alert the driver of the vehicle in time, as soon as the unacceptable state of inflation is detected by the computer. This increases the current safety of the vehicle.

According to a second of its aspects, the invention relates to a device, preferably on board the vehicle, suitable for implementing said detection method according to the invention.

Other characteristics and advantages of the invention will emerge clearly from the description which is given hereinafter, by way of indication and in no way limitative, with reference to the appended drawings, in which:

FIG. 1 schematically illustrates a first variant of a device according to the invention,

FIG. 2 schematically illustrates a second variant of a device according to the invention,

FIG. 3 schematically illustrates a succession of steps for implementing a first mode of operation of the method according to the invention by the first variant of the device according to the invention,

FIG. 4 schematically illustrates a succession of steps for implementing a second mode of operation of the method according to the invention by the second variant of the device according to the invention, FIG. 5 illustrates a diagram related to at least one representation step of the method according to the invention,

¹ Figure 6 illustrates a diagram in relation to at least the representation of the process step according to the invention.

As previously announced and illustrated in Figures 1 to 6, the invention relates, in a first aspect, a detection method 1 adapted to be executed on a computer 2. The latter is embedded on a wheeled vehicle 3 (by example, on a motor vehicle with two, three, four or more wheels) and is associated with measuring means 50. The computer 2 is preferably provided with:

A central processing unit called CPU (Central Processing Unit), for example, multitasking,

Storage means not shown for recording data and / or information, and

at least one man-machine interface arranged, preferably at least on a dashboard, and accessible to a driver of the vehicle 3 and / or to a mechanic.

The detection method 1 is adapted to detect at least one inadmissible state of inflation of at least one pneumatic element of the vehicle 3 among available states of inflation of said pneumatic element.

According to the invention, the pneumatic element is constituted by a tire 4 installed on a wheel 5 of the vehicle 3 (FIGS. 1-2). The tire 4 has an axis of rotation BC coinciding with an axis of rotation of the wheel 5. The detection method 1 comprises the following steps (FIGS. 3-4) consisting of:

To establish 100, in a first phase 10, by the measuring means 50, a current state of inflation of the tire 4,

• representing 101 (FIGS. 5-6), in the first phase 10, by the computer 2, the current state of inflation in a space S of the available inflation states comprising at least one nominal domain F ₀ of the allowable inflation states,

• transmit 102, in the first phase 10, by the computer 2, a signal Z warning proper to the inadmissible inflation state of the tire 4 when the current state of inflation is disposed outside the nominal range F ₀ .

With this mode of operation, it is possible to limit the needs of the computer 2 in terms of computing power in real time and, thereby, make the computer 2 more compact. It should be noted that the driver is relieved of the difficult and complex tasks of interpreting the results of the measurement. Indeed, the driver is instantly notified of the inadmissible condition of inflation of the tire 4 by the single warning signal Z. Thus, the detection method 1 according to the invention contributes to making the driving of the vehicle 3 safer.

The alert signal Z may excite visual means (adapted to emit light), and / or sound (adapted to emit sound), and / or sensory (adapted to emit vibrations), preferably arranged near the driver (For example, in a cabin of the vehicle 3 on a dashboard of the vehicle 3). Once warned of the unacceptable state of inflating the tire 4 by the warning signal Z, the driver can act, so as to make his driving safer, for example, by putting the vehicle

3 when stopped (in particular, when the inadmissible inflation condition is due to a tire puncture 4) or when unloading the vehicle 3 (in particular, when the unacceptable state of inflation is due to an overload of the vehicle 3 ).

According to a second of its aspects, the invention relates to a device (Figures 1-2), preferably on board the vehicle 3, suitable for implementing said detection method.

The vehicle 3 is adapted to move on a floor 6, for example, so that the axis of rotation BC of the tire 4 is perpendicular to the gravity G, as shown in FIGS. 1 and 2. The measuring means 50 include:

• at least one stopwatch 500,

At least a first sensor 501 adapted to determine a selective rotation state r of the wheel 5 (for example, acceleration or deceleration of the vehicle 3). The first sensor 501 may comprise, for example, a means accelerometer embedded on the vehicle 3, and / or braking means (brake pedal) and / or acceleration respectively.

At least one second sensor 502 adapted to determine an angular velocity Ω of the tire 4 around the axis of rotation BC,

at least one third sensor 503 adapted to determine an instantaneous speed Vi of the vehicle 3 with respect to the ground 6,

At least a fourth sensor 504 adapted to determine a longitudinal force L imposed on the wheel 5,

at least one fifth sensor 505 adapted to determine a torque N imposed on the wheel 5.

According to a first embodiment of the device according to the invention

(Figure 1), the measuring means 50 further comprise at least a sixth sensor 506 adapted to determine an instantaneous pressure Pj of the tire 4.

Alternatively, according to a second embodiment of the device according to the invention (FIG. 2), the measuring means 50 further comprise at least one seventh sensor 507 adapted to determine an instantaneous normal force Pj perpendicular to the tire 4.

Alternatively, according to a third embodiment of the device according to the invention (not shown), the measuring means 50 comprise both said sixth and seventh sensors 506 and 507.

Preferably, the first phase (FIGS. 3-6) of the detection method 1 includes at least:

A determination step 103, specific to a selective rotation state F of the wheel 5 (for example, when the vehicle 3 moves without acceleration or deceleration measured by the first sensor 501, which would exceed respective thresholds pre-recorded by the computer 2), at least a first current value Pi representing a pressure P of the tire 4 and at least a second current value R ₁ representative of a radius R of the tire 4,

"a combination step 104, by the computer 2, said first and second current values Pi, Ri at a current point A representative of said current state of inflation in the space S (represented in a simplified manner by a two-dimensional plane in FIGS. 5 and 6) of the available inflation states defined with the help of a first subspace OY representative of the pressure P (represented in a simplified manner by a first one-dimensional axis OY in FIGS. 5 and 6) and a second subspace OX representative of the radius R (represented in a simplified manner by a second one-dimensional axis OX in Figures 5 and 6).

Simultaneous determination of the first current value P ₁ representative of the pressure P of the tire 4 and the second current value Ri representative of a radius R of the tire 4 makes it possible to evaluate the inflation state of the tire 4 in a more This makes it possible to detect the inadvertent inflation condition of the tire 4 reliably, even under extreme conditions, for example, when the tire 4 is moving on the broken ground 6.

In addition, under these conditions, the detection method 1 is summed up in an identification (for example, graphical) of the presence of the current point A in the nominal domain Fo: {A (Ri, Pi) e Fo or A (Ri, Pi) i Fo}. The warning signal Z is issued only if the current point A is no longer in the nominal domain F ₀ : A (R ₁ , Pi) 0 F ₀ (FIGS. 5-6). Such a solution makes it possible to avoid random interpretations of the results and contributes to making the detection method 1 more reliable.

Preferably, the detection method 1 comprises, prior to the first phase 10, a preliminary phase 11 comprising at least one recording step 110, by the computer 2, of said nominal domain F ₀ depending, in the space S of the states available for inflating, both a first and a second nominal values P ₀ , Ro representative of the pressure P and the radius R (Figures 1-2, 5-6) respectively. The nominal domain F ₀ (comprising, for example, at least one point) is described in space S by at least one of the following equations: (a) equation polynomial; (b) exponential equation; (c) trigonometric equation; (d) differential equation.

This helps to speed up calculations in real time.

Advantageously, the space S of the available inflation states comprises, outside the nominal domain F ₀ (for example, disposed at a first distance, preferably Euclidean, predetermined (for example greater than a first pre-recorded reference threshold) of the nominal domain F ₀ ), at least a first plurality Mi of the points representative of the unacceptable state of inflation of the tire 4 due to the overload of the vehicle 3. The alert signal Z adopts a first active state Zi when the current point A belongs to the first plurality Mi (FIG. 5): {A (R ₁ , Pi) F F ₀ ; A (R ₁ , P ₁ ) Mi Mi}.

Thanks to this operation, the alert signal Z transmits a first selective information, specific to the first active state Z ₁ , which precisely indicates the type of the inadmissible inflation condition of the tire 4 and, ultimately, the nature of the anomaly detected (vehicle overload 3). This allows the driver to act faster (because a preliminary analysis of the possible causes of the inadmissible inflation state is no longer necessary) to make decisions to secure the vehicle 3, for example by unloading it.

Preferably, the space S of the available inflation states comprises, outside the nominal domain F ₀ (for example, disposed at a second distance, preferably Euclidean, predetermined (for example greater than a second pre-recorded reference threshold) of the nominal domain. F ₀ ), at least a second plurality M ₂ of the points representative of the inadmissible state of inflation of the tire 4 due to its puncture. The alert signal Z adopts a second active state Z ₂ when the current point A belongs to the second plurality M ₂ (FIG. 6): {A (Ri, P ₁ ) F F ₀ ; A (R ₁ , P ₁ ) and M ₂ ).

Thanks to this operation, the alert signal Z transmits a second selective information, specific to the second active state Z ₂ , which indicates precisely the type of the inadmissible inflation condition of the tire 4 and, ultimately, the nature of the abnormality detected (tire puncture 4). This allows the driver to act faster (because a preliminary analysis of possible causes of the inadmissible inflation condition is no longer necessary) to make decisions to secure the vehicle 3, for example, by putting it to the stop to replace a flat tire with a new tire.

Preferably, the space S of the available inflation states comprises, outside the nominal domain F ₀ (for example, disposed at a third distance, preferably Euclidean, predetermined (for example greater than a third pre-recorded reference threshold) of the nominal domain. F ₀ ), at least a third plurality M ₃ of the points representative of the inadmissible state of inflation of the tire 4 due to an artificial anomaly (due to an extreme ambient temperature, a material failure, etc.), unrepresentative inflation of the tire 4 itself, due for example to erroneous or unexpected operation of the computer 2 and / or sensors (in particular sensors referenced 500 to 507 in Figures 1 and 2). The alert signal Z adopts a third active state Z ₃ when the current point A belongs to the third plurality M ₃ (case not shown): (A (Ri ₁ P ₁ ) * .F ₀ JA (R ₁ , P ₁ ) e M ₃ }.

Thanks to this operation, the alert signal Z transmits a third selective information, specific to the third active state Z ₃ , which precisely indicates said artificial anomaly. This allows the driver to act faster (because a preliminary analysis of possible causes of the inadmissible inflation condition is no longer necessary) to make decisions to secure the vehicle 3, for example, by returning it to the garage for a revision of the computer 2 and / or sensors.

According to a first mode of operation of the detection method 1 illustrated in FIGS. 1 and 3, the determination step 103 comprises:

A first measuring operation 1031, by the sixth sensor 506, of the instantaneous pressure P ₁ of the tire 4 during at least one time interval T (measured by the stopwatch 500) specific to the state of rotation selective r of the wheel 5 (identified by the first sensor 501),

A second measurement operation 1032 of second instantaneous values R, representative of the radius R of the tire 4 during at least said time interval T,

a first calculation operation 1033, by the computer 2, in the time interval T, of a first current average Ps of the instantaneous pressure P _h

m a second calculation operation 1034, by the computer 2, in the time interval T, of a second current average R _s of the second instantaneous values Rj,

a first identification operation 1035, by the computer 2, of the first current average Ps as the first current value P-i, and

A second identification operation 1036, by the computer 2, of the second current average R _s as the second current value R ₁ .

Thanks to this operation, the first current value P ₁ is obtained by measuring the instantaneous pressure P of the tire 4 by the sixth sensor 506. The latter is particularly robust. This helps to make the detection method 1 more reliable. In addition, the first calculation operation 1033 requires few resources of the computer 2 which ultimately makes it possible to limit the needs of the computer 2 in terms of computing power in real time and, thus, make the computer 2 more compact.

Alternatively, according to a second operating mode of the detection method 1 illustrated in FIGS. 2 and 4, the determination step 103 comprises:

The second measurement operation 1032 of second instantaneous values Rj representative of the radius R of the tire 4 during at least the time interval T (measured by the stopwatch 500) specific to the selective rotation state r of the wheel 5 (identified by the first sensor 501),

A third measurement operation 1037, by the seventh sensor 507, an instantaneous normal force Pj perpendicular to the axis of rotation BC of the tire 4 and representative of the pressure P of the tire 4, during at least said time interval T,

The second computing operation 1034, by the computer 2, in the time interval T, of the second current average Rs of the second instantaneous values Rj,

a third computing operation 1038, by the computer 2, in the time interval T, of a current spectral energy Epj of the instantaneous normal force Pj,

The second identification operation 1036, by the computer 2, of the second current average R _s as the second current value R ₁ , and

A third identification operation 1039, by the computer 2, of the current spectral energy E _PJ as the first current value Pi.

Thanks to this operation, the first current value Pi is obtained by measuring the instantaneous normal force Pj by the seventh sensor 507. The latter can be arranged lighter than the sixth sensor 506 mentioned above in connection with the first mode of operation. This helps to lighten the vehicle 3 and, ultimately, to save fuel consumption.

Preferably, the second instantaneous values Rj are obtained by means of the measurements, by the second sensor 502, of the angular velocity Ω of the tire 4 with respect to its axis of rotation BC and, by the third sensor 503, of the speed instantaneous Vi of the vehicle 3 with respect to the ground 6.

The second and third sensors 502 and 503 are particularly robust. This helps to make the detection method 1 more reliable.

Preferably, the preliminary phase 11 comprises a first storage step 111 by the computer 2:

At least one first eligibility criterion α for the time interval T

At least one second eligibility criterion β for the selective rotation state r of the wheel 5,

The first phase 10 comprises a validation step 105, by the computer 2, consisting in verifying that:

At least said time interval T is admissible in view of said first eligibility criterion, and

At least the selective rotation state r of the wheel 5 during the determination step 103 is admissible in view of the said second eligibility criterion β.

Under these conditions, it is possible not to treat by the computer 2 the results of measurements obtained under conditions a priori inappropriate, that is to say, not being admissible in view of the first and second criteria α and β eligibility. This helps to reduce an error rate during calculations and, ultimately, to make the detection method 1 more reliable.

Preferably, the preliminary phase 11 further comprises:

A transmission step 112 to the computer 2 of an intrinsic characteristic ω of the tire 4 (for example, in order to be able to distinguish the tire 2 "winter" from the tire 2 "summer"), and

A first modification step 113 by the computer 2 of the nominal domain F ₀ as a function of the intrinsic characteristic ω.

This further refines the detection of the inadmissible condition of inflation of the tire 4 based, for example, different types of tires ("winter" / "summer"). The evaluation method 1 thus becomes more reliable.

In a first variant of operation (FIG. 1-2), the preliminary phase 11 further comprises, prior to the transmission step 112, an implantation step 1120 in the tire 4 of a radiofrequency chip 40 containing at least said intrinsic characteristic ω of the tire 4, the transmission step 113 said intrinsic characteristic ω the computer 6 being then performed by the radio frequency chip 40 using the transmission means, for example wireless.

Thanks to the radiofrequency chip 40 implanted in the tire 4, the detection method 1 becomes more reliable.

Alternatively, in a second variant of operation not shown (in the absence of the radiofrequency chip 40 in the tire 4), the transmission step 112 is summarized in a storage operation by the computer 2 of the intrinsic characteristic ω of the tire 4 during a tire change 4, for example, by the garage. The storage operation can be performed, for example, using a diagnostic tool for communicating with the computer 2 and, in particular, at least write the data representative of the intrinsic characteristic ω in the means of memorizing the calculator 2.

Thanks to this operation, the transmission step 112 is simplified by making the detection method 1 more reliable.

Alternatively, in a third variant of operation not shown (in the absence of the radiofrequency chip 20 in the tire 2), the transmission step 112 comprises at least three following operations:

• a supply operation (by the driver using the man-machine interface or by the car mechanic using the diagnostic tool) to the computer 2 of a predefined information, for example, from the information about tire change 4,

a fourth measuring operation by sensors (in particular, by the first sensor 501) of a state of the tire 4 (for example, following its change), and

A third calculation operation by the computer 2 of said intrinsic characteristic ω of the tire 4 from the measurements resulting from said fourth measuring operation and from at least one first mathematical model of the tire 4 previously pre-recorded by the means of memorizing the calculator 2.

This makes it possible to further refine the assessment of the inadmissible inflation condition of the tire 4. The detection method 1 thus becomes more reliable.

Preferably, the preliminary phase 11 further comprises (FIGS. 3-4):

A second storage step 114 by the computer 2 of at least a first parameter φ specific to a predetermined physical state of the tire 4,

A second modification step 115 by the computer 2 of the nominal domain F ₀ as a function of said first parameter φ.

This makes it possible to further refine the assessment of the inadmissible inflation state of the tire 4 as a function, for example, of the different types of tires, and / or vehicles, and / or rolling conditions, and / or states (rugged or not) of soil 6 etc. The second storage step 114 may be executed, for example, on the order of the driver or garage, via the human-machine interface. The detection method 1 thus becomes more reliable.

By analogy with the intrinsic characteristic ω of the tire 4 described above in relation to the second and third variant of operation, the parameter φ specific to the predetermined physical state of the tire 4 may be addressed to the calculator 2 by the driver or the car mechanic during the tire change 4, calculated by the computer 2 from the predefined information provided (by the driver or the mechanic), by associating them with measurement results from the sensors and with a second mathematical model of the tire 4 previously prerecorded by the storage means of the computer 2. This contributes to making the detection method 1 more reliable.

Preferably, the preliminary phase 11 further comprises:

A third storage step 116 by the computer 2 of at least one second parameter ξ representative, at the same time, of the angular velocity

Ω of the tire 4 around the axis of rotation BC determined using the second sensor 502 and the instantaneous speed Vi of the vehicle 3 with respect to the ground 6 determined with the aid of the third sensor 503,

A third modification step 17 by the computer 2 of the nominal domain F ₀ as a function of said second parameter ξ.

Thanks to this operation, it is possible to further adjust the nominal domain Fo which contributes to making the detection method 1 more reliable.

Alternatively, in another variant of operation not shown, the second parameter ξ can be representative, at the same time, of the longitudinal force L imposed on the wheel 5 determined with the help of the fourth sensor 504 and the torque N imposed on the wheel 5 and determined using the fifth sensor 505.

This solution also aims to further adjust the nominal domain F ₀ which contributes to making the detection method 1 more reliable.

Alternatively, in another variant of operation not shown, the second parameter ξ can be representative, at the same time, of the angular velocity Ω of the tire 4 around the axis of rotation BC determined with the aid of the second sensor 502. , of the instantaneous speed V | of the vehicle 3 relative to the ground 6 determined with the aid of the third sensor 503, the longitudinal force L imposed on the wheel 5 determined with the aid of the fourth sensor 504 and the torque N imposed on the wheel 5 and determined by the using the fifth sensor 505.

At least the first and second calculation operations 1033 and

1034 of the first and second current averages P _s and R ₅ respectively take place by applying at least one of the following filters: (a) Butterworth low pass filter; (b) adaptive Kalman filter; (c) average on a sliding window.

The use of the different filters for the first and second calculation operations 1033 and 1034 makes it possible to optimize the configuration (and, in particular its power in terms of the calculations) of the calculator 2 with respect to a desired precision of these calculations. This allows a better control of energy consumed by computer 2.

A succession of steps specific to an example of an implementation of the first operating mode of the detection method 1 according to the invention, by the first variant of the detection device according to the invention illustrated in FIG. 1, is illustrated on FIG. Figure 3.

A succession of steps specific to an example of an implementation of the second mode of operation of the detection method 1 according to the invention, by the second variant of the detection device according to the invention illustrated in FIG. 2, is illustrated on Figure 4.

Claims

claims

1. Detection method (1), capable of being performed on a computer (2) on board a vehicle (3) with wheels, of at least one inadmissible state of inflation of at least one pneumatic element of the vehicle (3) among available inflation states of said pneumatic element, characterized in that the pneumatic element is constituted by a tire (4) installed on a wheel (5) of the vehicle (3), and in that the detection method (1) comprises the following steps:

• establishing (100), in a first phase (10), a current state of inflation of the tire (4),

representing (101) the current state of inflation in a space (S) of the available inflation states comprising at least one nominal domain (F ₀ ) of the allowable inflation states,

• emit (102) an alert signal (Z) specific to the inadmissible inflation state of the tire (4) when the current state of inflation is disposed outside the nominal range (F ₀ ).

2. Detection method (1) according to claim 1, characterized in that the first phase (10) includes at least:

A determining step (103), specific to a selective rotation state (F) of the wheel (5), of at least a first current value (P ₁ ) representative of a pressure (P) of the tire (4); ) and at least a second current value (R ₁ ) representative of a radius (R) of the tire (4),

A step of combining (104) said first and second current values (P ₁ ), (Ri) at a current point (A) representative of said current state of inflation in the space (S) of the available inflation states defined in FIG. help of a first subspace (OY) representative of the pressure

(P) and a second subspace (OX) representative of the radius (R).

3. Detection method (1) according to one of claims 1 or 2, characterized in that it comprises, prior to the first phase (10), a preliminary phase (11) comprising at least one step of recording ( 1 10) of said nominal domain (F ₀ ) dependent, in the space (S) of the available inflation states, both of a first and a second nominal value (P ₀ ), (Ro) representative of the pressure (P) and the radius (R) respectively.

4. Detection method (1) according to claim 2 or 3, characterized in that the space (S) of the available inflation states comprises, outside the nominal domain (F ₀ ), at least a first plurality (Mi) of points representative of the inadmissible state of inflation of the tire (4) due to an overload of the vehicle (3), and in that the warning signal (Z) adopts a first active state (Z ₁ ) when the current point ( A) belongs to the first plurality (Mi).

5. Detection method (1) according to any one of claims 2 to 4, characterized in that the space (S) of the available inflation states comprises, outside the nominal domain (F ₀ ), at least a second plurality (M ₂ ) points representative of the unacceptable state of inflation of the tire (4) due to its puncture, and in that the alert signal (Z) adopts a second active state (Z ₂ ) when the current point ( A) belongs to the second plurality (M ₂ ).

6. Detection method (1) according to any one of claims 2 to 5 combined with 2, characterized in that the determining step (103) comprises:

A first measuring operation (1031) of an instantaneous pressure (Pj) of the tire (4) during at least one time interval (T) specific to the state of selective rotation (r) of the wheel (5),

¹ a second measuring operation (1032) of the second instantaneous value (R) representative of the radius (R) of the tire (4) for at least said time interval (T),

"a first calculation operation (1033), in the time interval (T) ₁ of a first running average (Ps) of the instantaneous pressure (P ₁ ),

A second calculation operation (1034), in the time interval (T), of a second current average (R _s ) of the second instantaneous values (Rj),

A first identification operation (1035) of the first current average (Ps) as the first current value (Pi), and A second identification operation (1036) of the second current average (Rs) as the second current value (Ri).

7. Detection method (1) according to any one of claims 2 to 5 combined with 2, characterized in that the determining step (103) comprises:

¹ a second measuring operation (1032) of second instantaneous values (Rj) representative of the radius (R) of the tire (4) during at least one time interval (T) specific to the selective rotation state (r) of the wheel (5),

A third measurement operation (1037) of an instantaneous normal force (Pj) perpendicular to an axis of rotation (BC) of the tire (4) and representative of the pressure (P) of the tire (4) during at least said tire time interval (T),

a second calculation operation (1034), in the time interval (T), of a second running average (Rs) of the second instantaneous values (Rj),

A third calculation operation (1038), in the time interval (T), of a current spectral energy (E _PJ ) of the instantaneous normal force

(PJ),

A second identification operation (1036) of the second current average (Rs) as the second current value (Ri), and

A third identification operation (1039) of the current spectral energy (Epj) as the first current value (Pi).

8. Detection method (1) according to claim 6 or 7, characterized in that the second instantaneous values (Rj) are obtained using measurements of an angular velocity (Ω) of the tire (4) with respect to its axis of rotation (BC) and an instantaneous speed (V |) of the vehicle (3) relative to the ground (6).

9. Detection method (1) according to any one of claims 6 to 8, characterized in that the preliminary phase (11) comprises a first storage step (111) by the computer (2): At least one first eligibility criterion (α) for the time interval (T),

At least one second admissibility criterion (β) for the selective rotation state (r) of the wheel (5), and

in that the first phase (10) comprises a validation step (105) by the computer (2) of verifying that:

At least said time interval (T) is admissible in view of said first eligibility criterion (α), and

^"At least the state of selective rotation (r) of the wheel (5) during the determining step (103) is allowable in view of said second criterion (β) of eligibility.

10. Detection method (1) according to any one of claims 3 to 9, characterized in that the preliminary phase (11) further comprises:

A step of transmitting (112) an intrinsic characteristic (ω) of the tire (4) to the computer (2), and

• a first step of modification (113) by the computer (2) of the nominal domain (F ₀ ) according to said intrinsic characteristic (ω).

11. Detection method (1) according to any one of claims 3 to 10, characterized in that the preliminary phase (11) further comprises:

A second step of storage (114) by the computer (2) of at least a first parameter (φ) specific to a predetermined physical state of the tire (4),

A second modification step (115) by the computer (2) of the nominal domain (F ₀ ) as a function of said first parameter (φ).

12. Detection method (1) according to any one of claims 3 to 11, characterized in that the preliminary phase (11) further comprises:

A third step of storage (116) by the computer (2) of at least one second parameter (ξ) representative, at the same time, of a speed angular (Ω) of the tire (4) about the axis of rotation (BC) and an instantaneous speed (Vi) of the vehicle (3) relative to the ground (6),

a third modification step (117) by the computer (2) of the nominal domain (F ₀ ) as a function of said second parameter (ξ).