SE2250491A1

SE2250491A1 - A processing arrangement, a wheel sensor device, a tire pressure monitoring system and corresponding methods for associating tire pressure sensors and wheels

Info

Publication number: SE2250491A1
Application number: SE2250491A
Authority: SE
Inventors: Ioannis Frantsalis
Original assignee: Scania Cv Ab
Priority date: 2022-04-25
Filing date: 2022-04-25
Publication date: 2023-10-26
Also published as: WO2023211330A1

Abstract

A processing arrangement, a wheel sensor device, and a tire pressure monitoring system, and their corresponding methods are presented. A method to be performed by the processing arrangement of a tire pressure monitoring system for automatically associating a plurality of individual tire pressure sensors and a plurality of wheels of a vehicle, respectively, comprises the following steps, sequentially performed, one wheel at a time, for the plurality of wheels:- providing a command to a wheel sensor device, the command instructing the wheel sensor device to transmit an identification request to a wheel comprising a tire pressure sensor, where the wheel sensor device is arranged at the wheel and has a position known by the tire pressure monitoring system;- receiving, from the tire pressure sensor comprised in the wheel, in response to the identification request, information identifying the tire pressure sensor; and- determining an association of the tire pressure sensor and the wheel based on the information identifying the tire pressure sensor and on the known position of the wheel sensor device.

Description

A PROCESSING ARRANGEMENT, A WHEEL SENSOR DEVICE, A TIRE PRESSURE MONITORING SYSTEM AND CORRESPONDING METHODS FOR ASSOCIATING TIRE PRESSURE SENSORS AND WHEELS Technical field The invention relates to a processing arrangement, a wheel sensor device and a tire pressure monitoring system, and to corresponding methods, for associating tire pressure sensors and wheels. The invention also relates to a vehicle comprising such a tire pressure monitoring system, and to a computer program and a computer- readable medium carrying out the methods.

Background The following background description constitutes a description of the background to the invention, which does not, however, necessarily have to constitute prior art.

Vehicles of today, for example heavy vehicles, such as trucks and buses, and lighter vehicles, such as cars, are often equipped with a tire pressure monitoring system indicating if there are problems with the air pressure in the tires. The tire pressure monitoring system utilizes tire pressure sensors mounted in the tires of the vehicle. Each tire pressure sensor senses the tire pressure in the tire in which it is mounted, and reports such sensed pressure values to the system. The tire pressure monitoring system compares these sensed tire pressure values with stored reference values. lf a tire pressure value sensed by a tire pressure sensor for a certain tire deviates too much from the corresponding stored reference value, i.e. if the difference therebetween is above a threshold value, the tire pressure monitoring system alerts a driver of the vehicle. The driver may for example be alerted via the driver interface, e.g. by usage of an infotainment panel or the like, of the possible tire pressure problem. lt is also indicated in which tire there is a possible problem. When the driver notices this warning, appropriate steps may be made, such as slowing or stopping down the vehicle, and possibly taking it to a workshop.

Since the tire pressure monitoring system indicates in which tire there is a possible pressure problem, for example in the front left tire, the driver and/or a service lO personal may quickly check if there is an actual pressure problem with that specific tire. Thus, thanks to the indication of the specific tire, only that wheel/tire must be checked, which saves time, and shortens the vehicle off road time for the vehicle and driver.

The tire pressure sensors communicate with the pressure monitoring system via wireless connections. Thus, the tire pressure sensors transmit radio signals to the tire pressure monitoring system. This means that the tire pressure monitoring system receives individual tire pressure values transmitted from a number of tire pressure sensors in the vehicle, respectively, where these tire pressure values are accompanied with sensor information ID identifying the tire pressure sensor having sensed and transmitted the pressure value. ln order to be able to indicate in which tire there is a drop in pressure, e.g. if there is a pressure drop in the front left tire, the tire pressure monitoring system must know in which tire the specific tire/wheel pressure sensor having transmitted the pressure value is mounted. Thus, the tire pressure monitoring system must, for each sensor, know in which tire the sensor is mounted. The tire pressure monitoring system should therefore associate each specific sensor, i.e. each specific sensor identification information ID, with a specific tire/wheel. Hereby, the system knows that a pressure value received together with a certain identification information ID is a value sensed in one specific tire. In other words, each tire pressure sensor should be associated/coupled/matched to a specific tire/wheel of the vehicle, such that its position is known by the tire pressure monitoring system.

Summary When tire pressure sensors are exchanged, e.g. due to malfunction, or when one or more tires of the vehicle are exchanged, the tire pressure monitoring system needs to be calibrated/updated with information related to the new set of tire pressure sensors.

Such an update/calibration of the tire pressure monitoring system has conventionally been manually performed. A mechanic has then manually read out identification information ID from each one of the sensors in the tires by usage of a low frequency (LF) tool. The mechanic hereby positions the LF tool close to a wheel and transmits a lO wireless LF signal, e.g. having a frequency of 125 kHz, to that wheel. The tire pressure sensor mounted in the tire of that wheel then replies to this LF signal by transmitting its identification information ID. This identification information ID is then manually input into, and stored in, the memory of the tire pressure monitoring system, either by use of a diagnosis tool, such as an SDP3 (Scania Diagnosis & Programmer 3) tool or a corresponding tool from another manufacturer, or by use of a driver interface in the vehicle, such as an infotainment panel. This procedure is then repeated for each tire/wheel.

The conventional update of the tire pressure monitoring system is time consuming and causes increased vehicle off road time. The time needed for the procedure is a product of the number of wheels in the vehicle, and the time for the manual handling of each tire, i.e. the time needed for manually reading out of the identity of a tire pressure sensor plus the time needed for manually inputting this identity into the system. lt is easily realized that the time consumed increases with an increasing number of wheels, such that the update takes a relatively long time for e.g. trucks and buses having many wheels.

The conventional update also includes multiple manually performed steps, such as e.g. input of sensor identification information ID into the system. Such manually performed steps could cause human errors, and are also time consuming.

A mechanic usually performs the conventional update, and the mechanic has to have access to certain tools or systems to perform the update/calibration, such as an LF tool and/or a diagnosis system. However, not all workshops are equipped with such tools or systems. lf, for example, a vehicle is taken to a tire company specialized in changing tires, such companies may not have access to LF tools and/or diagnosis systems specifically designed for each and every vehicle on the market. lt is an objective of the present invention to provide a solution mitigating or solving drawbacks of conventional solutions. One objective of the present invention is to provide a solution for associating a plurality of tire individual pressure sensors and a plurality of wheels, respectively. lO According to a first aspect of the invention, aforementioned and further objectives are achieved through a method to be performed by a processing arrangement of a tire pressure monitoring system for automatically associating a plurality of individual tire pressure sensors and a plurality of wheels of a vehicle, respectively; the method comprising the following steps, sequentially performed, one wheel at a time, for the plurality of wheels: - providing a command to a wheel sensor device, the command instructing the wheel sensor device to transmit an identification request to a wheel comprising a tire pressure sensor, where the wheel sensor device is arranged at the wheel and has a position known by the tire pressure monitoring system; - receiving, from the tire pressure sensor comprised in the wheel, in response to the identification request, information identifying the tire pressure sensor; and - determining an association of the tire pressure sensor and the wheel based on the information identifying the tire pressure sensor and on the known position of the wheel sensor device.

According to the method of the first aspect, an association of the tire pressure sensors and the wheels, respectively, is automatically performed, such that it is determined which tire pressure sensor belongs to which wheel. An advantage of the method is that it saves a lot of time in relation to the conventional manually performed update of the tire pressure monitoring system with information of a new set of tire pressure sensors. For example, if all the wheels of the vehicle have been exchanged, there is no longer a need for the mechanic to physically walk around the whole vehicle and to manually approach each wheel in order to perform separate updates for each wheel and tire pressure sensor. Hereby, valuable time is saved in compared to the time consuming conventional manual procedure.

The automated association of the tire pressure sensors and the wheels is also less likely to cause errors, since a number of manual steps of the conventional procedure, such as entering the tire sensor identities into the system, has been omitted, whereby the risk for human errors is reduced. lO By utilizing the wheel sensor device at the wheel, i.e. a device positioned close to/next to/in close proximity to/adjacent to the wheel, for a short/close range wireless transmission of the identification request R to the wheel, the method makes it possible to automatically perform the associations/calibrations/updates of the tire pressure monitoring system, without forcing a mechanic to physically walk around the vehicle to each wheel. The whole association procedure may therefore be done within seconds, instead of taking much longer time, often a number of minutes, for the conventional manual procedure. lt may be easily realized that this in total saves a lot of time, e.g. during tire changing seasons in the spring or fall, and also reduces the total Vehicle Off Road (VOR) time for a vehicle fleet. Typically, tire workshops have a very high workload during tire changing seasons, wherefore every saved minute is very valuable, since it reduces the time for each vehicle at the workshop, whereby the productivity is increased.

The identification request R is, according to the method according to the first aspect, via the wheel sensor devices, transmitted to/towards an intended wheel or to two intended wheels, such that only the tire pressure sensors in the intended wheel or wheels are able to receive the request. This exclusive transmission may here be performed as a wireless short/close range transmission, since the wheel sensor device is positioned at the wheel or wheels it is transmitting exclusively to/towards. Hereby, the tire pressure monitoring system knows exactly from which wheel or wheels it receives identification information, which reduces the complexity of the association, and also makes the system more robust.

When the method according to the first aspect is used, there is no need for external tools to perform the associations for the tire pressure monitoring system. Thus, the conventionally used LF tool is no longer needed, which is advantageous, since many workshops, such as tire workshops, do not have such tools for all vehicles or sensors of all possible manufacturers of vehicles and/or sensors.

According to various embodiments of the invention, sensor devices already existing in the vehicle may be adapted/expanded and used as the wheel sensor device. Hereby, the invention may be implemented using already existing hardware, which lO minimizes the need for adding hardware to the vehicle. To utilize existing sensor devices thus reduces both the cost and the additional complexity when implementing the invention.

The method according to the first aspect thus provides a quick and reliable association/calibration/update of the tire pressure monitoring system, which is automatically performed. The method may be implemented in conventional driver driven vehicles, and may also be implemented in autonomous, more or less self- driving, vehicles. The association procedure may be initiated via the vehicle user interface, wherefore the workshops do not need to have access to any external tools for its initiation. ln an embodiment of the invention, when a first wheel and a second wheel are arranged at the wheel sensor device, the method comprises: - providing a first command to the wheel sensor device, the first command instructing the wheel sensor device to transmit a first identification request such that a first tire pressure sensor comprised in the first wheel can receive the first identification request; - receiving, from the first tire pressure sensor, in response to the first identification request, information identifying the first tire pressure sensor; - determining a first association of the first tire pressure sensor and the first wheel based on the information identifying the first tire pressure sensor and on the known position of the wheel sensor device; - providing a second command to the wheel sensor device, the second command instructing the wheel sensor device to transmit a second identification request such that both the first tire pressure sensor and a second tire pressure sensor comprised in the second wheel can receive the second identification request; - receiving, from the first and second tire pressure sensors, in response to the second identification request, information identifying the first tire pressure sensor and information identifying the second tire pressure sensor; and - determining a second association of the second tire pressure sensor and the second wheel based on the information identifying the second tire pressure sensor, lO on the known position of the wheel sensor device, and on the determined first association of the first tire pressure sensor and the first wheel.

Hereby, a quick and reliable update of the associations of the tire pressure monitoring system may be performed also for vehicles having one or more double wheel configurations, i.e. having configuration where first and second wheels are arranged next to each other on the same axis. The association method is then adapted to automatically perform the association for both of the wheels in each such double wheel configuration.

According to a second aspect, the invention relates to a method to be performed by a wheel sensor device of a vehicle, the wheel sensor device having a position known by a tire pressure monitoring system at a wheel comprising a tire pressure sensor, the method comprising: - obtaining a command from a processing arrangement of the tire pressure monitoring system, the command instructing the wheel sensor device to transmit an identification request to the wheel; and - transmitting, in response to the command, the identification request to the wheel.

By utilizing the well known wheel sensor device position at the wheel, i.e. the position being well defined and adjacent/close to the wheel, it is possible to transmit the identification request exclusively to the intended wheel or wheels, which reduces the complexity of the update of the tire pressure monitoring system. Also, the wheel sensor device may from this position transmit the identification request using a low frequency (LF) transmission, such as e.g. a 125 kHz wireless transmission. Some conventional tire pressure sensors are configured to be triggered by such a LF transmission to transmit its identification information. Therefore, the methods of the herein described aspects and embodiments may be easily implemented in an existing vehicle at a low cost, since the tire pressure sensors already mounted in the tires do not have to be exchanged.

According to an embodiment, when a first wheel and a second wheel are arranged at the wheel sensor device, the method comprises: lO - obtaining a first command from the processing arrangement, the first command instructing the wheel sensor device to transmit a first identification request to the first wheel comprising a first tire pressure sensor; - transmitting, in response to the first command, the first identification request such that the first tire pressure sensor can receive the first identification request; - obtaining a second command from the processing arrangement, the second command instructing the wheel sensor device to transmit a second identification request both to the first wheel and to the second wheel comprising a second tire pressure sensor; and - transmitting, in response to the second command, the second identification request such that both the first tire pressure sensor and the second tire pressure sensor can receive the second identification request.

Hereby, also associations for double wheel configurations may be quickly and reliably updated in the tire pressure monitoring system. Due to the adjacent and well known positioning of the wheel sensor device at the first and second wheels, exclusive transmissions of identification requests may be transmitted to the first and/or second wheels.

According to an embodiment, the method further comprises: - transmitting the first identification request within a first coverage area covering the first wheel; and - transmitting the second identification request within a second coverage area, which extends further than the first coverage area and covers both the first and second wheels.

Hereby, the first request is exclusively transmitted only to the first inner wheel, whereas the second request is exclusively transmitted to both the first inner wheel and to the second outer wheel. lt is therefore easy for the tire pressure monitoring system to know from which tire pressure sensor or sensors the received identification information was transmitted, which makes it possible to perform the association procedure for the tire pressure monitoring system with low complexity. lO According to an embodiment, the second identification request is transmitted using at least one in the group of: - a second frequency, being lower than a first frequency which was used for transmitting the first identification request; and - a second effect, being higher than a first effect which was used for transmitting the first identification request.

By a|tering the frequency and/or the power of the transmission of the identification requests R, either the first wheel or both of the first and second wheels may be targeted, such that it is controlled exactly to which tire pressure sensor or sensors the identification request is transmitted. This is a simple and low complexity way to exclusively only transmit the requests to the intended wheel or wheels by shaping the coverage area/beam used for each transmission of identification requests R.

According to a third aspect, the invention relates to a method for automatically associating a plurality of individual tire pressure sensors and a plurality of wheels of a vehicle, respectively, the method comprising: - a method to be performed by a processing arrangement of a tire pressure monitoring system as herein described; - a method to be performed by a wheel sensor device as herein described; and - transmitting, from each one of the plurality of tire pressure sensors, in response to an identification request, information identifying the tire pressure sensor.

The method according to the third aspect provides for a quick and reliable association procedure for the tire pressure monitoring system, which is automatically performed and has a number of advantages mentioned above. The association method, which utilizes wheel sensor devices at the wheels for sequentially triggering the nearby tire pressure sensors to transmit their identification information ID, provides for a low complexity automatic solution which is easily implemented in vehicles.

According to an embodiment, the automatic association is initiated by use of one in the group of: lO lO - a driver interface of the vehicle; and - an external diagnosis tool.

Hereby, the initiation of the association procedure may be performed in a number of ways. ln workshops having access to suitable external tools, these tools may be used to start the procedure. However, in workshops not having access to such tools, the automatic association procedure may be initiated via the user interface, such as via an infotainment panel, in the vehicle. lt is thus possible to perform the association procedure also if a tire has been exchanged outside a workshop, such as due to a ﬂat tire on the road.

According to a fourth aspect, the invention relates to a processing arrangement of a tire pressure monitoring system arranged for automatically associating a plurality of individual pressure sensors and a plurality of wheels of a vehicle, respectively; the processing arrangement being configured to perform the following steps sequentially, one wheel at a time, for the plurality of wheels: - providing a command to a wheel sensor device, the command instructing the wheel sensor device to transmit an identification request to a wheel comprising a tire pressure sensor, where the wheel sensor device is arranged at the wheel and has a position known by the tire pressure monitoring system; - receiving, from the tire pressure sensor comprised in the wheel, in response to the identification request, information identifying the tire pressure sensor; and - determining an association of the tire pressure sensor and the wheel based on the information identifying the tire pressure sensor and on the known position of the wheel sensor device.

The processing arrangement according to the fourth aspect has corresponding advantages as mentioned for the method according to the first aspect.

According to a fifth aspect, the invention relates to a wheel sensor device arranged at a wheel, the wheel sensor device comprising: - a sensing element arranged for sensing at least one condition at the wheel; - an obtaining arrangement, arranged for obtaining a command from a processing lO ll arrangement of a tire pressure monitoring system, the command instructing the wheel sensor device to transmit an identification request to the wheel; and - a transmitter, arranged for transmitting, in response to the command, the identification request to the wheel.

The wheel sensor device according to the fifth aspect has corresponding advantages as mentioned for the method according to the second aspect.

According to an embodiment, the wheel sensor device is one in the group of: - a brake wear sensor, wherein the sensing element is arranged for sensing wear of a brake at the wheel; and - a wheel speed sensor, wherein the sensing element is arranged for sensing a wheel speed at the wheel.

Hereby, already existing wheel mounted sensors in the vehicle may be utilized for the automatic association of the individual pressure sensors and the wheels, respectively, which is a very cost-effective and solution with minimal additional complexity. These sensors have well defined positions at wheels in the vehicle, and are also connected to the vehicle control systems, e.g. via a CAN bus or the like. lf such sensors are arranged for, in addition to their sensing capabilities, also take part in the herein described association procedure, by obtaining commands C and transmitting identification requests R to nearby tire pressure sensors, little additional mechanical complexity is added.

According to a sixth aspect, the invention relates to a tire pressure monitoring system comprising: - a processing arrangement as herein described; - at least two wheel sensor devices, each one arranged as herein described; and - a plurality of tire pressure sensors, each one arranged in one of the plurality of wheels for transmitting, in response to an identification request, information identifying the tire pressure sensor. lO 12 The tire pressure monitoring system according to the sixth aspect has corresponding advantages as mentioned for the method according to the third aspect.

According to a seventh aspect, the invention re|ates to a vehicle comprising a tire pressure monitoring system as herein described.

The vehicle according to the seventh aspect has corresponding advantages as mentioned for the method according to the third aspect. lt will be appreciated that all the embodiments described for the method aspects of the invention are applicable also to at least one of the processing arrangement, wheel sensor device or tire pressure monitoring system aspects of the invention. Thus, all the embodiments described for the method aspects of the invention may be performed/implemented by the processing arrangement, wheel sensor device and/or tire pressure monitoring system. The processing arrangement may also be a processing device, i.e. a device. The processing arrangement, wheel sensor device and/or tire pressure monitoring system, and their embodiments, have advantages corresponding to the advantages mentioned above for the methods and their embodiments.

According to an eighth aspect, the invention re|ates to a computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the herein described methods.

According to a ninth aspect, the invention re|ates to a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to carry out the herein described methods.

Brief description of the drawinqs Embodiments of the invention will be illustrated in more detail below, along with the enclosed drawings, where similar references are used for similar parts, and where: Figure 1 schematically illustrates an example vehicle; Figure 2 shows a flow chart of a method according to some embodiments; lO 13 Figure 3 shows a flow chart of a method according to some embodiments; Figure 4 shows a flow chart of a method according to some embodiments; Figure 5 schematically shows an example double wheel configuration; Figure 6 shows a flow chart of a method according to some embodiments; Figure 7 shows a flow chart of a method according to some embodiments; Figure 8 shows a flow chart of a method according to some embodiments; Figure 9 schematically illustrates an example wheel sensor device; Figure 10 shows a control unit/processing arrangement, in which a method according to any one of the herein described embodiments may be implemented.

Detailed description Figure 1 schematically shows an exemplary heavy vehicle 100, such a truck or a bus, which will be used to explain the herein presented aspects and embodiments. The aspects and embodiments are, however, not limited to use in vehicles as the one shown in figure 1, but may also be used in lighter vehicles, such as passenger cars, or in other smaller vehicles.

The example vehicle 100 shown schematically in Figures 1 comprises a pair of drive wheels 110, 120, arranged at an axis 160, and at least one other pair of wheels 130, 140, arranged at another axis 150. The vehicle 100 may include essentially any number of wheels, although four wheels are illustrated in the figure. The vehicle furthermore comprises a drivetrain configured to transfer a torque between at least one power source, such as e.g. an engine, and the drive wheels 110, 120. The drivetrain and the at least one power source are not shown in figure 1, since only features necessary for understanding the herein described aspects and embodiments are shown for readability reasons.

The vehicle 100 also may include a braking system 900. The braking system 900 includes braking arrangements 910, 920, 930, 940 arranged at the wheels of the vehicle 100. Braking of the vehicle 100, i.e. retardation of the vehicle 100, is achieved by the braking arrangements 910, 920, 930, 940 being controlled by a brake control unit 901 via some kind of connection, such as e.g. a CAN (Controller Area Network) bus 750, or the like, in a known way. The braking system 900 may comprise brake wear sensors 911, 921, 931, 941 comprised in the braking arrangements 910, 920, lO 14 930, 940, also connected to the braking system 900, arranged for sensing the condition/state of the braking arrangements 910 ,920, 930, 940, respectively.

The vehicle 100 may also comprise wheel speed sensors 912, 922, 932, 942 arranged at one or more wheels 110, 120, 130, 140, respectively, for sensing the rotational speed of the wheels. These wheel speed sensors may also be connected to the control system of the vehicle via e.g. a CAN bus 750.

The vehicle 100 further comprises a tire pressure monitoring system 700 indicating, via some kind of driver interface 730, to a driver if there are problems with the air pressure in the tires. The tire pressure monitoring system utilizes tire pressure sensors 111, 121, 131, 141 mounted in the tires 110, 120, 130, 140 of the vehicle, respectively. The driver interface 730 may also include at least one input device arranged for receiving an input from a driver or mechanic. The at least one input device may include at least one button, at least one knob, at least one lever, at least one touch screen, or any other suitable input device.

Figure 2 shows a flow chart for a method 200 to be performed by a processing arrangement 701 of a tire pressure monitoring system 700 for automatically associating a plurality of individual tire pressure sensors 111, 121, 131, 141 and a plurality of wheels 110, 120, 130, 140 ofa vehicle 100, respectively. Thus, the method associates/couples/matches/connects each one of the tire pressure sensors 111, 121, 131, 141 with one of the wheels/tires 110, 120, 130, 140.

The method comprises the following steps, which are sequentially performed, one wheel at a time, for the plurality of wheels 110, 120, 130, 140. Thus, the first 210, second 220 and third 230 steps may for example first be performed for a left rear wheel 110, then for the right rear wheel 120, then for the left front wheel 130, and then for the right front wheel 140. Of course, the method may be performed for the wheels also in any other order, as long as the order is controlled by the processing arrangement 701. ln a first step 210, a command C is provided to a wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942. The command C may be provided to the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 in essentially any suitable way, such lO as for example via a CAN bus, via an ethernet connection, or via a wireless connection.

The command C includes information instructing the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 to transmit an identification request R to a wheel 110, 120, 130, 140 comprising a tire pressure sensor 111, 121, 131, 141, where the transmission is a wireless transmission of a suitable kind. Thus, the identification request R should here be transmitted towards one specific wheel 110, 120, 130, 140, i.e. in the direction of that wheel 110, 120, 130, 140, such that it reaches that wheel 110, 120, 130, 140 and its tire pressure sensor 111, 121, 131, 141, but does not reach any of the other wheels. ln other words, the identification request R should be transmitted, such that it exclusively reaches one intended wheel 110, 120, 130, 140 and its tire pressure sensor 111, 121, 131, 141.

The wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 is arranged at the wheel 110, 120, 130, 140, either within the wheel 110, 120, 130, 140 or close/next/adjacent to the wheel 110, 120, 130, 140. Thus, the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 is arranged within close proximity of the wheel 110, 120, 130, 140. The position of the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 is further known by the tire pressure monitoring system 700, i.e. by the processing arrangement 701. ln a second step 220, information ID identifying the tire pressure sensor 111, 121, 131, 141 is received from the tire pressure sensor 111, 121, 131, 141 comprised in the wheel 110, 120, 130, 140. This information ID has been wirelessly transmitted by the tire pressure sensor 111, 121, 131, 141 in response to the identification request R. ln a third step 230, an association of/betvveen/for the tire pressure sensor 111, 121, 131, 141 and/with the wheel 110, 120, 130, 140 is determined based on the received identification information ID, which identifies the tire pressure sensor 111, 121, 131, 141, and on the known position of the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942. Thus, the processing arrangement 701 knows at which wheel 110, 120, 130, 140 the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 lO 16 having sent the identification request R is positioned/located/arranged. The processing arrangement 701 therefore also knows from exactly which one of the wheels 110, 120, 130, 140, i.e. from which one of the tire pressure sensors 111, 121, 131, 141, the received identification information ID was transmitted, since the transmission of the identification information ID was triggered by the identification request R transmitted only to that specific wheel. Based on this knowledge, the processing arrangement 701 is able to determine/define a relationship/association/coupling/match/connection of/between/for one specific wheel 110, 120, 130, 140 and/with one specific tire pressure sensor 111, 121, 131, 141.

When the steps are repeated for each one of the wheels 110, 120, 130, 140, such relationships/associations/couplings/matches/connections are determined/defined for each one the wheels 110, 120, 130, 140 and their respective tire pressure sensors 111, 121, 131, 141. Hereby, the determination arrangement 701, and thus the tire pressure monitoring system 700, knows which tire pressure sensor 111, 121, 131, 141 that is positioned in which wheel 110, 120, 130, 140, i.e. knows the positions of each one of the tire pressure sensors 111, 121, 131, 141.

Figure 3 shows a flow chart for a method 400 to be performed by a wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 of a vehicle 100. As mentioned above, each one of the wheel sensor devices 911, 921, 931, 941, 912, 922, 932, 942 has a position at a wheel 110, 120, 130, 140 comprising a tire pressure sensor 111, 121, 131, 141, where this position is known by the tire pressure monitoring system 700, and thus by the processing arrangement 701.

The method 400 comprises the following steps, which are sequentially performed for each one of the wheel sensor devices 911, 921, 931, 941, 912, 922, 932, 942. ln a first step 410, a command C is obtained from a processing arrangement 701 of the tire pressure monitoring system 700. The command C may here be provided to the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 via a wired connection, such as a CAN bus or an ethernet connection, or via a wireless connection. The command C includes information instructing the wheel sensor device lO 17 911, 921, 931, 941, 912, 922, 932, 942 to transmit an identification request R to the wheel 110, 120, 130, 140. ln a second step 420, the identification request R is transmitted to the wheel 110, 120, 130, 140, in response to the received command C.

The first 410 and second 420 steps are thus performed by each one of the wheel sensor devices 911, 921, 931, 941, 912, 922, 932, 942 that receive the command C. For example, after the tires of the vehicle have been changed, each one of the wheel sensor devices 911, 921, 931, 941, 912, 922, 932, 942 will be provided with a command C. The first 410 and second 420 steps may for example be performed first for a left rear wheel 110, then for the right rear wheel 120, then for the left front wheel 130, and then for the right front wheel 140, or in any other order known by the processing arrangement 701.

Figure 4 shows a flow chart for a method 600 for automatically associating a plurality of individual tire pressure sensors 111, 121, 131, 141 and a plurality of wheels 110, 120, 130, 140 of a vehicle 100, respectively.

The method 600 comprises the following steps, which are sequentially performed, one wheel at a time, for the plurality of wheels 110, 120, 130, 140.

The above described first 210, second 220 and third 230 steps of the method 200, to be performed by a processing arrangement 701 of a tire pressure monitoring system 700, are sequentially performed, one wheel at a time, for the plurality of wheels 110, 120, 130, 140.

Correspondingly, the above described first 410 and second 420 steps of the method 400, to be performed by the wheel sensor devices 911, 921, 931, 941, 912, 922, 932, 942, are sequentially performed, one wheel at a time, for the plurality of wheels 110, 120, 130, 140. ln response to sequentially received identification requests R, information ID identifying each one of the tire pressure sensors 111, 112, 113, 114 is sequentially transmitted 610 from each one of the plurality of tire pressure sensors 111, 112, 113, 114. lO 18 The herein described automatic association of a plurality of individual tire pressure sensors111,121,131,141 and a plurality ofwheels110, 120,130, 140 ofa vehicle 100, respectively, may according to an embodiment be initiated by use of a driver interface 730 of the vehicle 100. Thus, the driver or a mechanic may here initiate the automatic association process via the driver interface 730. As mentioned above, the driver interface may, for example, include an infotainment panel or the like. There is then no need for any external tools in order to perform the automatic association.

According to an embodiment, the automatic association may be initiated by usage of an external diagnosis tool 740, which may be connected to the tire pressure monitoring system 700 via a wired connection or via a wireless connection. The external diagnosis tool 740 may, for example, be truck specific tool, such as an SDP3-tool or a corresponding tool, which is commonly present in truck workshops.

Thus, as explained in connection with figures 2-4, and also schematically illustrated in figure 1, the automatic association of a plurality of individual tire pressure sensors 111,121,131,141 and a plurality ofwheels110,120,130,140 ofa vehicle 100, respectively, may be performed according to the following non-limiting example.

The processing arrangement 701 first provides a command C only to the wheel sensor device 911, 912 at the rear left wheel 110. This command C instructs the wheel sensor device 911, 912 to transmit an identification request R only to the rear left wheel 110 and its tire pressure sensor 111.

The wheel sensor device 911, 912 at the rear left wheel 110 obtains the command C from the processing arrangement 701, and transmits 420 the identification request R to the rear left wheel 110 and its tire pressure sensor 111 in response to the received command C. ln response to the received identification request R, the tire pressure sensor 111 of the rear left wheel 110 transmits 610 its identification information ID to the processing arrangement 701. This transmission is performed wirelessly, and the processing arrangement 701 may comprise, or be connected to, a receiver arrangement 720 arranged for receiving identification information ID and for providing it to the processing arrangement. lO 19 Based on the received identification information ID, which identifies the tire pressure sensor 111 of the rear left wheel 110, and on the known position of the wheel sensor device 911, 912, at precisely the rear left wheel 110, the processing arrangement determines an association between that specific tire pressure sensor 111, i.e. between the identification information ID of that tire pressure sensor 111, and the rear left wheel 110. Thus, the processing arrangement thereafter knows that tire pressure information transmitted by that tire pressure sensor 111, identified by that identification information ID, is coming from the rear left wheel 110, i.e. is a pressure value for the tire of the rear left wheel 110.

This procedure is then repeated for the other wheels, i.e. for the rear right wheel 120, for the front left wheel 130 and the front right wheel 140. Hereby, relationships/associations/couplings/matches/connections are determined/defined for each one the wheels 110, 120, 130, 140 and their respective tire pressure sensors 111, 121, 131, 141. Thereafter, the determination arrangement 701, and thus the tire pressure monitoring system 700, knows which tire pressure sensor 111, 121, 131, 141 that is positioned in which wheel 110, 120, 130, 140. lf one tire pressure sensor, for example the front right tire pressure sensor 141 transmits its identification information ID and a pressure value deviating more than a threshold value from its reference value, the processing arrangement 701 knows, i.e. may easily determine, that there is a pressure problem in the front right wheel 140. Thus, the tire pressure monitoring system 700 is then able to alert the driver that there is a pressure failure in the front right wheel/tire 140 by a suitable warning, e.g. via the driver interface 730.

The example vehicle 100 schematically illustrated in figure 1 comprises four wheels, two drive wheels 110, 120 and two other wheels 130, 140. However, vehicles may include a large variety of wheel configurations and/or number of wheels. The herein presented sensor and wheel associations may be implemented for essentially any such configuration.

For example, some vehicles are configured to comprise one or more double wheels, i.e. wheel configurations where two wheels are arranged next to each other on the lO same axis. Some parts of an example of such double wheel configuration are illustrated schematically in figure 5. ln this example, the rear left wheel 110 in figure 1 is arranged as a double wheel, such that a first wheel 110a and a second wheel 110b are arranged next to each other on the axis 160. Figure 5 only illustrates one such double wheel configuration, but it is to be understood that two or more of the wheels 110, 120, 130, 140 illustrated in figure 1 may also be arranged as corresponding double wheel configurations.

The double wheel configuration of the rear left wheel 110a, 110b, illustrated in figure 5, will hereafter be used for explaining various embodiments of the tire pressure monitoring system 700.

Figure 6 shows a flow chart for the method 200 to be performed by the processing arrangement 701 of the tire pressure monitoring system 700 when it is applied on a double wheel configuration comprising a first wheel 110a and a second wheel 110b arranged at the wheel sensor device 911, 912, i.e. applied on a configuration as the one schematically illustrated in figure 5. ln a first step 210a, a first command Ca is provided to the wheel sensor device 911, 912. The first command Ca instructs the wheel sensor device 911, 912 to transmit 420a a first identification request Ra such that a first tire pressure sensor 111a comprised in the first wheel 110a can receive the first identification request Ra. ln a second step 220a, information lDa identifying the first tire pressure sensor 111a is received from the first tire pressure sensor 111a, in response to the first identification request Ra. ln a third step 230a, a first association of the first tire pressure sensor 111a with the first wheel 110a is determined based on the information lDa identifying the first tire pressure sensor 111a and on the known position of the wheel sensor device 911, 912. So far, the procedure is the same as described above in connection with figures 1-4. ln a fourth step 210b, a second command Cb is provided to the wheel sensor device 911, 912. The second command Cb instructs the wheel sensor device 911, 912 to lO 21 transmit a second identification request Rb such that both the first tire pressure sensor 111a comprised in the first wheel 110a and a second tire pressure sensor 111b comprised in the second wheel 110b can receive the second identification request Rb. Thus, the second identification request is transmitted to both the first 110a and second 110b wheels, and particularly to both the first 111a and second 111b tire pressure sensors. ln a fifth step 220b, information lDa identifying the first tire pressure sensor 111a is received from the first 111a tire pressure sensor in response to the second identification request Rb. Also, information lDb identifying the second tire pressure sensor 111b is received from the second 111b tire pressure sensor in response to the second identification request Rb. Thus, the transmission of the second identification request Rb results in reception of both first lDa and second lDb identification information. ln a sixth step 230b, a second association is determined for the second tire pressure sensor 111b and the second wheel 110b. At this time, the processing arrangement has already determined the first association of the first tire pressure sensor 111a and the first wheel 110a. The processing arrangement 701 thus knows that the received first identification information lDa is associated with the first wheel 110a, i.e. was transmitted by the first tire pressure sensor 111a. The processing arrangement 701 is therefore able to conclude/determine that the second identification information lDb identifying the second tire pressure sensor 111b must have been transmitted from the second wheel 110b, i.e. from the second tire pressure sensor 111b, since it knows the position of the wheel sensor device 911, 912 at the first 110a and second 110b wheels. Based on this knowledge, the second association of the second tire pressure sensor 111b with the second wheel 110b can easily be determined by the processing arrangement 701.

Figure 7 shows a flow chart for the method 400 to be performed by a wheel sensor device 911, 912 when the method 400 is applied on a double wheel configuration comprising a first wheel 110a and a second wheel 110b arranged at the wheel sensor device 911, 912, i.e. applied on a configuration as the one schematically illustrated in figure 5. lO 22 ln a first step 410a, a first command Ca is obtained from the processing arrangement 701. The first command Ca instructs the wheel sensor device 911, 912 to transmit a first identification request Ra to the first wheel 110a comprising a first tire pressure sensor 111a. ln a second step 420a, the first identification request Ra is transmitted, in response to the first command Ca, such that only the first tire pressure sensor 111a can receive the first identification request Ra. The first tire pressure sensor 111a will then, in response to the first identification request Ra, transmit its first identification information lDa to the processing arrangement 701. ln a third step 410b, a second command Cb is obtained from the processing arrangement 701. The second command Cb instructs the wheel sensor device 911, 912 to transmit a second identification request Rb both to the first wheel 110a and to the second wheel 110b comprising a second tire pressure sensor 111b. ln a fourth step 420b, the second identification request Rb is transmitted, in response to the second command Cb, such that both the first tire pressure sensor 111a and the second tire pressure sensor 111b can receive the second identification request Rb. Both the first 111a and second 111b tire pressure sensors will then, in response to the second identification request Rb transmit their first lDa and second lDb identification information to the processing arrangement 701, respectively. lt is understood by a skilled person that the methods described above in connection with figure 5-7, could easily be extended/expanded correspondingly also to triple wheel configurations, or to any other number of wheels configured next to each other on the same axis.

According to an embodiment, the transmission 420a of the first identification request Ra is performed such that the first identification request Ra is transmitted within a first coverage area 950a, i.e. within a first transmission beam, which covers the first wheel 110a, but neither covers the second wheel 110b nor any other wheels in the vehicle. The first identification request Ra is hereby transmitted exclusively to the first wheel 110a. Thus, by the transmission of the first identification request Ra within the first coverage area 950a, only the first tire pressure sensor 111a can receive, and be lO 23 triggered by, the first identification request Ra. The processing arrangement 701 thus knows that a response to this first identification request Ra must be the first identification information lDa transmitted from the first tire pressure sensor 111a. The above mentioned third step 230a, including determining the first association of the first tire pressure sensor 111a and the first wheel 110a, may then easily be performed by the processing arrangement 701.

Further, the transmission 420b of the second identification request Rb is performed such that the second identification request Rb is transmitted within a second coverage area 950b, i.e. within a second transmission beam, which extends further than the first coverage area 950a, and covers both the first 110a and second 110b wheels, but does not cover other wheels in the vehicle. The second identification request Rb is thus exclusively transmitted to the first 110a and second 110b wheels. By the transmission of the second identification request Rb within the second coverage area 950b, both the first 111a and second 111b tire pressure sensors can receive, and be triggered by, the second identification request Rb. The processing arrangement 701 thus knows that the two responses to this second identification request Rb must be the first identification information lDa transmitted from the first tire pressure sensor 111a and the second identification information lDb transmitted from the second tire pressure sensor 111b. The above mentioned sixth step 230b, including a determination of the second association of the second tire pressure sensor 111b and the second wheel 110b may then easily be performed by the processing arrangement 701, as explained above.

There are a number of ways to provide control the coverage area of a transmission in order to provide the smaller/narrower first coverage area/beam 950a and the larger/wider second coverage area/beam 950b.

According to an embodiment, the first identification request Ra is transmitted 420a with a first frequency f1, and the second identification request Rb is transmitted 420b with a second frequency f2, where the second frequency f2 is lower than the first frequency f1; f2 lO 24 within a larger/wider second coverage area 950b, than the first coverage area 950a of the transmitted first identification request Ra.

According to an embodiment, the first identification request Ra is transmitted 420a with a first effect/power P1, and the second identification request Rb is transmitted 420b a second effect/power P2, where the second effect P2 is higher than the first effect P1; P2>P1. The second identification request Rb is hereby transmitted 420b within a larger/wider second coverage area 950b, than the first coverage area 950a of the transmitted first identification request Ra.

According to an embodiment, the transmission 420b of the second identification request Rb is performed by usage a combination of a lower second frequency f2 and a higher second power P2 than the higher first frequency f1 and the lower first power P1 used for the transmission 420a of the first request Ra.

As is understood by a skilled person, the coverage areas may also be shaped in other ways, possibly in combination with the above mentioned controlled frequency and transmission effect, such that the first Ra and second Rb identification requests are exclusively transmitted only to the intended wheel or wheels.

Figure 8 shows a flow chart diagram for a non-limiting example of how some of the herein described embodiments may be implemented. ln step 801, the vehicle is at standstill. The start/ignition key, or the like, is set in a radio mode, such that electrical voltage/power is provided to the control units and processing arrangements of the vehicle 100. For example, the vehicle may be in step 801 after one or more of the tires have been exchanged, or if one or more of the tire pressure sensors have been exchanged, at a tire/work/service shop/station. ln step 802, the herein described method for automatically associating a plurality of individual tire pressure sensors and a plurality of wheels of a vehicle, respectively, is initiated/started by e.g. a driver, an operator, a technician, a mechanic or the like. The method may be initiated/started via the user interface 730, such as an infotainment panel in the vehicle, or via some other kind of input device. Alternatively, the method may be initiated via an external diagnosis tool 740, or via some other external device. lO ln step 803, the herein described tire pressure monitoring system 700 is activated. The system may hereafter receive signals transmitted from the tire pressure sensors 111, 121, 131, 141. These signals may be transmitted as wireless radio signals at a defined frequency, for example at 433 MHz or at some other suitable frequency. Essentially, any suitable transmission method may here be used for the transmission.

A repeat counter is here set to value 0. ln step 804, the wheel sensor devices, such as the brake wear sensors 911, 921, 931, 941 in this non-limiting example, are activated/woken up via their normal communication channels, such as e.g. the brake wear sensors 911, 921, 931, 941 being activated by the brake system via the CAN bus. A specific brake wear sensor X is then provided with a command C, instructing it to transmit an identification request R to a specific wheel/tire pressure sensor close to the brake wear sensor. The identification request R should trigger the tire pressure sensor in the adjacent wheel to transmit its identification information ID. ln step 805, the tire pressure sensor is triggered by the request R, and transmits its identification information ID, for example at the above mentioned 433 MHz frequency.

The repeat counter is incremented with 1.

In step 806, it is checked if the identification information ID is received by the tire pressure monitoring system 700, i.e. by the processing arrangement 701. lf the identification information ID is received, the process proceeds to step 807. lf identification information ID is not received, steps 804-806 are repeated 813 until the repeat counter reaches the value 5, whereby an error code is set 814. ln step 807, it is checked if the wheel at which the specific brake wear sensor X is positioned/located is a double wheel configuration, i.e. if the axis where the specific brake wear sensor X is arranged comprises a first and second wheel, and if the second wheel has been calibrated/updated in the system, i.e. has transmitted its ID. More specifically, if it is both true that it is a double wheel configuration (operator: Axis_with_double_wheel=true) and that the tire pressure sensor of the second wheel has not yet been calibrated/updated in the system (operator: second_wheel _calibrated=false), then step 807 results in "True", and the process proceeds to step lO 26 808. However, if it is either a single wheel configuration (operator: Axis_with_double_wheel=false) or the pressure sensor of the second wheel has already been calibrated/updated in the system (operator: second_whee| _ca|ibrated=true), then step 807 results in "Fa|se", and the process proceeds to step 809. ln step 808, the specific brake wear sensor X sends a second request which reaches also the second/outer wheel, e.g. by adjusting the frequency and/or the power to be used for the transmission of the second request. lt has here been determined in step 807 that the second/outer wheel of a double wheel configuration has not yet been updated in the system, and in step 808 the second request is therefore transmitted such that the tire pressure sensor in the second/outer wheel can receive it. Hereafter, the tire pressure sensor of the second wheel is considered to be calibrated/updated in the system (operator: second_whee| _calibrated=true). The procedure then proceeds to step 809. ln step 809, it is concluded that the updates related to the specific brake wear sensor X are done, and that it is time to move on to the next wheel sensor device, e.g. to the brake wear sensor X=X+1. The system is set for a starting over at the next wheel sensor device X+1 as for a single wheel configuration, e.g. the frequency and/or the power transmission features are set for a first/inner wheel, and the system is set for not having updated a second/outer wheel (operator: second_whee| _calibrated=false). The procedure then proceeds to step 810. ln step 810, it is checked if the brake wear sensor X having been calibrated/updated was the last one, i.e. it is checked if the break wear sensor counter matches the number of wheels of the vehicle. lf these match (Yes), then the procedure proceeds to step 815, otherwise (No), the procedure proceeds to step 812. ln step 812, the repeat counter is set to 0, and then the procedure returns to step 804, and then steps 804-810 are repeated 812 for each remaining wheel. ln step 815, the procedure is finished. lO 27 According to an aspect, a processing arrangement 701 of a tire pressure monitoring system 700 arranged for automatically associating a plurality of individual pressure sensors111, 121, 131, 141 and a plurality ofwheels 110, 120,130, 140 ofa vehicle 100, respectively, is presented.

The processing arrangement 701 is configured to perform the above described method 200, for performing the following steps sequentially, one wheel at a time, for the plurality of wheels 110, 120, 130, 140. ln a first step 210, a command C is provided to a wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942, where the command C instructs the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 to transmit an identification request R to a wheel 110, 120, 130, 140 comprising a tire pressure sensor111, 121, 131, 141. The wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 is, as mentioned above, arranged at the wheel 110, 120, 130, 140 and has a position known by the tire pressure monitoring system 700. ln a second step 222, information ID identifying the tire pressure sensor 111, 121, 131, 141 is received from the tire pressure sensor 111, 121, 131, 141 comprised in the wheel 110, 120, 130, 140, in response to the identification request R. ln a third step 230, an association of the tire pressure sensor 111, 121, 131, 141 and the wheel 110, 120, 130, 140 is determined based on the information ID identifying the tire pressure sensor 111, 121, 131, 141 and on the known position of the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942.

According to an aspect, a wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 to be arranged at a wheel 110, 120, 130, 140 is presented. The wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942, schematically illustrated in figure 9, comprises a sensing element 962 arranged for sensing at least one condition at the wheel 110, 120, 130, 140.

The wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 also comprises an obtaining arrangement 963, arranged for obtaining 410, 410a, 410b a command C, Ca, Cb from a processing arrangement 701 of a tire pressure monitoring system 700, lO 28 the command C, Ca, Cb instructing the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 to transmit 420, 420a, 420b an identification request R, Ra, Rb to the wheel 110, 120, 130, 140.

The wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 further comprises a transmitter 964, arranged for transmitting 420, 420a, 420b, in response to the command C, Ca, Cb, the identification request R, Ra, Rb to the wheel 110, 120, 130, 140. The wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 may also comprise a control unit/processing arrangement 961 configured for controlling the sensing element 962, the obtaining arrangement 963 and/or the transmitter 964.

According to an embodiment, the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 is an adapted/extended brake wear sensor 911, 921, 931, 941, in which the sensing element 962 is arranged for sensing wear of a brake 910, 920, 930, 940 at the wheel 110, 120, 130, 140, as schematically illustrated in figure 1. Thus, the adapted/extended brake wear sensor 911, 921, 931, 941 may here have sensor features essentially corresponding to features of a conventional brake wear sensor included in a brake system 900. Such a brake wear sensor is connected to a brake system control unit 901 for reporting the condition of the brakes 910, 920, 930, 940 of the vehicle 100. Each one of the adapted/extended brake wear sensor 911, 921, 931, 941 has a well-known position at a specific wheel. This position is stored in the brake system 900, i.e. in the brake system control unit 901, and is then provided to the processing arrangement 701 of the tire pressure monitoring system 700. lt should be noted that a conventional brake wear sensor also has a position at one specific brake 910, 920, 930, 940, and reports to the control unit 901 if that specific brake is worn out and is in need of service. Thus, when the herein presented tire pressure monitoring methods and system is to be implemented in an existing vehicle 100, the conventional brake wear sensors already existing in the vehicle 100 may be exchanged with the herein described adapted/extended/expanded brake wear sensors. Alternatively, the conventional brake wear sensors may, in addition to the brake wear sensing capabilities, also be equipped with the herein described obtaining arrangement 963 and transmitter 964. The well-known positions of the conventional brake wear sensors, each at one specific brake 910, 920, 930, 940, i.e. lO 29 at one specific wheel 110, 120, 130, 140 is then provided to the processing arrangement 701 and is utilized for the herein described automatic association of the pressure sensors with the wheels, respectively. Thus, the processing arrangement 701 hereby knows from which specific tire pressure sensor 111, 121, 131, 141 an identification information ID is received when it has provided a command C to one specific adapted brake wear sensor 911, 921, 931, 941. Therefore, the determination 230 of the association of this specific tire pressure sensor and its wheel may easily be performed.

According to an embodiment, the wheel sensor device 911, 921, 931, 941, 912, 922, 932, 942 is an adapted/extended wheel speed sensor 912, 922, 932, 942. The sensing element 962 is then arranged for sensing a wheel speed at the wheel 110, 120, 130, 140, and is connected to the vehicle control system, e.g. via a CAN bus, such that the wheel speed may be reported to the control system. This embodiment is schematically illustrated in figure 1 with wheel speed sensor 912, 922, 932, 942 arranged at each wheel 110, 120, 130, 140. lt is understood that these wheel speed sensor 912, 922, 932, 942 are also communicating with the vehicle control system, although not explicitly illustrated in figure 1. Each one of the adapted/extended/expanded wheel speed sensors 912, 922, 932, 942 has a position at a specific wheel, which is well known for the control system, and may be provided to the processing arrangement 701.

Corresponding to the brake wear sensor implementation, the conventional wheel speed sensors already existing in the vehicle 100 may be exchanged with a herein described adapted/extended/expanded wheel speed sensor, or may be provided with the herein described obtaining arrangement 963 and transmitter 964. The wheel speed device 912, 922, 932, 942 may comprise a control unit/processing arrangement 961 configured for controlling the sensing element 962, the obtaining arrangement 963 and/or the transmitter 964. The well-known positions of the conventional brake wear sensors, respectively, are then utilized for the herein described automatic association of the pressure sensors with the wheels, respectively. An identification information ID received after a command C has been provided to a specific wheel speed sensor 912, 922, 932, 942 may easily be lO associated with the wheel 110, 120, 130, 140 at which the wheel speed sensor 912, 922, 932, 942 is arranged, since the processing arrangement 701 knows the position of that specific wheel speed sensor.

According to an aspect, a tire pressure monitoring system 700 is presented, which comprises a herein described a processing arrangement 701, at least two herein described wheel sensor devices 911, 921, 931, 941, 912, 922, 932, 942, and a plurality of herein described tire pressure sensors 111, 121, 131, 141. Each one of the tire pressure sensors 111, 121, 131, 141 is arranged in one of the plurality of wheels 110, 120, 130, 140 for transmitting 610, 610a, 610b, in response to an identification request R, Ra, Rb, information ID, lDa, lDb identifying the tire pressure sensor 111, 121, 131, 141.

According to an aspect, a vehicle 100 comprising the tire pressure monitoring system 700 is presented, including any one of the herein described embodiments of the processing arrangement 701 and any one of the herein described embodiments of the wheel sensor devices 911, 921, 931, 941, 912, 922, 932, 942. Some parts of such a vehicle 100 is schematically illustrated in figure 1, and is described above.

The processing arrangement 701 may hence in various embodiments be comprised in the vehicle for which the association of wheel speed sensors 912, 922, 932, 942 and the wheels 110, 120, 130, 140 is performed. However, the processing arrangement 701 may also be comprised in another vehicle or in another offboard device or node. The processing arrangement 701 may further be distributed over one or more vehicles and/or devices. When the processing arrangement 701 is not only comprised in the vehicle 100, the processing arrangement 701 may be configured to transfer the identification information ID and wheel sensor device positions to e.g. a control or processing arrangement in the other vehicle or offboard device or node.

The person skilled in the art will appreciate that a the herein described embodiments for braking a vehicle may also be implemented in a computer program, which, when it is executed in a computer, instructs the computer to execute the method. The computer program is usually constituted by a computer program product 503 stored on a non-transitory/non-volatile digital storage medium, in which the computer lO 31 program is incorporated in the computer-readable medium of the computer program product. The computer-readable medium comprises a suitable memory, such as, for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk unit, etc.

Figure 10 shows in schematic representation a control unit 500, 701, 901, 961. The control unit 500, 701, 901, 961 comprises a computing unit 501, which can be constituted by essentially any suitable type of processor or microcomputer, for example a circuit for digital signal processing (Digital Signal Processor, DSP), or a circuit having a predetermined specific function (Application Specific Integrated Circuit, ASIC). The computing unit 501 is connected to a memory unit 502 arranged in the control unit 500, 701, 901, 961, which memory unit provides the computing unit 501 with, for example, the stored program code and/or the stored data which the computing unit 501 requires to be able to perform computations. The computing unit 501 is also arranged to store partial or final results of computations in the memory unit 502. ln addition, the control unit 500, 701, 901, 961 is provided with devices 511, 512, 513, 514 for receiving and transmitting input and output signals. These input and output signals can contain waveforms, impulses, or other attributes which, by the devices 511, 513 for the reception of input signals, can be detected as information and can be converted into signals which can be processed by the computing unit 501. These signals are then made available to the computing unit 501. The devices 512, 514 for the transmission of output signals are arranged to convert signals received from the computing unit 501 in order to create output signals by, for example, modulating the signals, which can be transmitted to other parts of and/or systems in the vehicle.

Each of the connections to the devices for receiving and transmitting input and output signals can be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or some other bus configuration; an ethernet connection; or by a suitable wireless connection. A person skilled in the art will appreciate that the above-stated lO 32 computer can be constituted by the computing unit 501 and that the above- stated memory can be constituted by the memory unit 502.

Control systems in modern vehicles commonly comprise communication bus systems consisting of one or more communication buses for linking a number of electronic control units (ECU's), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units and the responsibility for a specific function can be divided amongst more than one control unit. Vehicles of the shown type thus often comprise significantly more control units than are shown in figures 1, 5 and 9, which is well known to the person skilled in the art within this technical field. ln a shown embodiment, the present invention may be implemented by the one or more herein mentioned control units or processing arrangements 500, 701, 901, 961. The invention can also, however, be implemented wholly or partially in one or more other control units already present in the vehicle, or in some control unit dedicated to the present invention.

Here and in this document, control units, control entities or processing arrangements are sometimes described as being arranged for performing steps of the method according to the invention. This also includes that the units, entities or processing arrangements are designed to and/or configured to perform these method steps.

One or more control entities may be arranged for performing steps of the method. Such entities may be arranged as separate entities, or may be logically separated but physically implemented in the same unit, or may be both logically and physically arranged together. These control entities may for example correspond to groups of instructions, which can be in the form of programming code, that are input into, and are utilized by a processor/computing unit 501 when the entities are active and/or are utilized for performing its method steps, respectively.

The present invention is not limited to the above described embodiments. lnstead, the present invention relates to, and encompasses all different embodiments being included within the scope of the independent claims.

Claims

1. A method (200) to be performed by a processing arrangement (701) of a tire pressure monitoring system (700) for automatically associating a plurality of individual tire pressure sensors (111, 121, 131, 141) and a plurality of wheels (1 10, 120, 130, 140) of a vehicle, respectively; the method comprising the following steps, sequentially performed, one wheel at a time, for the plurality of wheels (1 10, 120, 130, 140): - providing (210) a command (C) to a wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942), the command (C) instructing the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) to transmit an identification request (R) to a wheel (110, 120, 130, 140) comprising a tire pressure sensor (111, 121, 131, 141), where the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) is arranged at the wheel (110, 120, 130, 140) and has a position known by the tire pressure monitoring system (700); - receiving (220), from the tire pressure sensor (111, 121, 131, 141) comprised in the wheel (110, 120, 130, 140), in response to the identification request (R), information (ID) identifying the tire pressure sensor (111, 121, 131, 141); and - determining (230) an association of the tire pressure sensor (111, 121, 131, 141) and the wheel (110, 120, 130, 140) based on the information (ID) identifying the tire pressure sensor (111, 121, 131, 141) and on the known position of the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942).

2. The method (200) according to claim 1, wherein, when a first wheel (110a) and a second wheel (110b) are arranged at the wheel sensor device (911, 912), the method comprising: - providing (210a) a first command (Ca) to the wheel sensor device (911, 912), the first command (Ca) instructing the wheel sensor device (911, 912) to transmit (420a) a first identification request (Ra) such that a first tire pressure sensor (111a) comprised in the first wheel (110a) can receive the first identification request (Ra); - receiving (220a), from the first tire pressure sensor (111a), in response to the first identification request (Ra), information (lDa) identifying the first tire pressure sensor (111a); lO- determining (230a) a first association of the first tire pressure sensor (111a) and the first wheel (110a) based on the information (lDa) identifying the first tire pressure sensor (111a) and on the known position of the wheel sensor device (911, 912); - providing (210b) a second command (Cb) to the wheel sensor device (911, 912), the second command (Cb) instructing the wheel sensor device (911, 912) to transmit a second identification request (Rb) such that both the first tire pressure sensor (111a) and a second tire pressure sensor (111b) comprised in the second wheel (110b) can receive the second identification request (Rb); - receiving (220b), from the first (111a) and second (111b) tire pressure sensors, in response to the second identification request (Rb), information (lDa) identifying the first tire pressure sensor (111a) and information (lDb) identifying the second tire pressure sensor (111b); and - determining (230b) a second association of the second tire pressure sensor (111b) and the second wheel (110b) based on the information (lDb) identifying the second tire pressure sensor (111b), on the known position of the wheel sensor device (911, 912), and on the determined first association of the first tire pressure sensor (111a) and the first wheel (110a).

3. A method (400) to be performed by a wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) of a vehicle (100), the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) having a position known by a tire pressure monitoring system (700) at a wheel (110, 120, 130, 140) comprising a tire pressure sensor (111, 121, 131, 141), the method comprising: - obtaining (410) a command (C) from a processing arrangement (701) of the tire pressure monitoring system (700), the command (C) instructing the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) to transmit an identification request (R) to the wheel (110, 120, 130, 140); and - transmitting (420), in response to the command (C), the identification request (R) to the wheel (110, 120, 130, 140).

4. The method (400) according to claim 3, wherein, when a first wheel (110a) and a second wheel (110b) are arranged at the wheel sensor device (911, 912), the method comprising: lO - obtaining (410a) a first command (Ca) from the processing arrangement (701), the first command (Ca) instructing the wheel sensor device (911, 912) to transmit a first identification request (Ra) to the first wheel (110a) comprising a first tire pressure sensor (111a); - transmitting (420a), in response to the first command (Ca), the first identification request (Ra) such that the first tire pressure sensor (111a) can receive the first identification request (Ra); - obtaining (410b) a second command (Cb) from the processing arrangement (701), the second command (Cb) instructing the wheel sensor device (911, 912) to transmit a second identification request (Rb) both to the first wheel (110a) and to the second wheel (110b) comprising a second tire pressure sensor (111b); and - transmitting (420b), in response to the second command (Cb), the second identification request (Rb) such that both the first tire pressure sensor (111a) and the second tire pressure sensor (111b) can receive the second identification request (Rb).

5. The method (400) according to c|aim 4, wherein the method further comprising: - transmitting (420a) the first identification request (Ra) within a first coverage area (950a) covering the first wheel (110a); and - transmitting (420b) the second identification request (Rb) within a second coverage area (950b), which extends further than the first coverage area (950a) and covers both the first (110a) and second (110b) wheels.

6. The method (400) according to c|aim 5, wherein the second identification request (Rb) is transmitted (420b) using at least one in the group of: - a second frequency (fz), being lower than a first frequency (f1) which was used for transmitting the first identification request (Ra); (f2 - a second effect (P2), being higher than a first effect (P1) which was used for transmitting the first identification request (Ra); (P2>P1).

7. A method (600) for automatically associating a plurality of individual tire pressure sensors (111, 121, 131, 141) and a plurality of wheels (110, 120, 130, 140) of a vehicle (100), respectively, the method comprising: lO- a method (200) to be performed by a processing arrangement (701) of a tire pressure monitoring system (700) according to any one of claims 1-2; - a method (400) to be performed by a wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) according to any one of claims 3-6; and - transmitting (610), from each one of the p|ura|ity of tire pressure sensors (111, 112, 113, 114), in response to an identification request (R), information (ID) identifying the tire pressure sensor (111, 112, 113, 114).

8. The method (600) according to c|aim 7, wherein the automatic association is initiated by use of one in the group of: - a driver interface (730) of the vehicle (100); and - an external diagnosis tool (740).

9. A processing arrangement (701) of a tire pressure monitoring system (700) arranged for automatically associating a p|ura|ity of individual pressure sensors (111, 121, 131, 141) and a p|ura|ity ofwheels(110,120,130,140)ofa vehicle (100), respectively; the processing arrangement (701) being configured to perform the following steps sequentially, one wheel at a time, for the p|ura|ity of wheels (110, 120, 130, 140): - providing (210) a command (C) to a wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942), the command (C) instructing the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) to transmit an identification request (R) to a wheel (110, 120, 130, 140) comprising a tire pressure sensor (111, 121, 131, 141), where the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) is arranged at the wheel (110, 120, 130, 140) and has a position known by the tire pressure monitoring system (700); - receiving (220), from the tire pressure sensor (111, 121, 131, 141) comprised in the wheel (110, 120, 130, 140), in response to the identification request (R), information (ID) identifying the tire pressure sensor (111, 121, 131, 141); and - determining (230) an association of the tire pressure sensor (111, 121, 131, 141) and the wheel (110, 120, 130, 140) based on the information (ID) identifying the tire pressure sensor (111, 121, 131, 141) and on the known position of the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942). lO

10. A wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) arranged at a wheel (110, 120, 130, 140), the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) comprising: - a sensing element (962) arranged for sensing at least one condition at the wheel (110,120, 130, 140); - an obtaining arrangement (963), arranged for obtaining (410, 410a, 410b) a command (C, Ca, Cb) from a processing arrangement (701) of a tire pressure monitoring system (700), the command (C, Ca, Cb) instructing the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) to transmit 420, 420a, 420b an identification request (R, Ra, Rb) to the wheel (110, 120, 130, 140); and - a transmitter (964), arranged for transmitting (420, 420a, 420b), in response to the command (C, Ca, Cb), the identification request (R, Ra, Rb) to the wheel (110, 120, 130, 140).

11. The wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) according to c|aim 10, wherein the wheel sensor device (911, 921, 931, 941, 912, 922, 932, 942) is one in the group of: - a brake wear sensor (911, 921, 931, 941), wherein the sensing element (962) is arranged for sensing wear of a brake (910, 920, 930, 940) at the wheel (110, 120, 130, 140); and - a wheel speed sensor (912, 922, 932, 942), wherein the sensing element (962) is arranged for sensing a wheel speed at the wheel (110, 120, 130, 140).

12. A tire pressure monitoring system (700) comprising: - a processing arrangement (701) according to c|aim 9; - at least two wheel sensor devices (911, 921, 931 , 941 , 912, 922, 932, 942), each one arranged according to any one of claims 10-11; and - a plurality of tire pressure sensors (111, 121, 131, 141), each one arranged in one of the plurality of wheels (1 10, 120, 130, 140) for transmitting (610, 610a, 610b), in response to an identification request (R, Ra, Rb), information (ID, lDa, lDb) identifying the tire pressure sensor (111, 121, 131, 141).

13. A vehicle (100) comprising a tire pressure monitoring system (700) according to c|aim lO

14. Computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method (200, 400, 600) according to any one of the c|aims 1-

15. Computer-readable medium comprising instructions which, when executed by a computer, cause the computer to carry out the method (200, 400, 600) according to any one of the c|aims 1-8.