WO2003008211A1 - Procede et dispositif pour reduire les temps de reconnaissance de perte de pression de pneumatiques par formation de la moyenne et evaluation combinee des signaux de l'essieu avant et de l'essieu arriere - Google Patents

Procede et dispositif pour reduire les temps de reconnaissance de perte de pression de pneumatiques par formation de la moyenne et evaluation combinee des signaux de l'essieu avant et de l'essieu arriere Download PDF

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Publication number
WO2003008211A1
WO2003008211A1 PCT/DE2002/002484 DE0202484W WO03008211A1 WO 2003008211 A1 WO2003008211 A1 WO 2003008211A1 DE 0202484 W DE0202484 W DE 0202484W WO 03008211 A1 WO03008211 A1 WO 03008211A1
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WO
WIPO (PCT)
Prior art keywords
variables
monitoring
wheels
nvl
nvr
Prior art date
Application number
PCT/DE2002/002484
Other languages
German (de)
English (en)
Inventor
Norbert Polzin
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2003008211A1 publication Critical patent/WO2003008211A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
    • B60C23/061—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle by monitoring wheel speed

Definitions

  • the invention is based on a system for monitoring the tire condition. Such devices and methods are known from the prior art.
  • DE 196 19 393 AI a system for monitoring the tire condition on the wheels of a motor vehicle with means for detecting the rotational movements of the wheels is known. These means are generally sensors which detect quantities which represent the rotational speeds of the wheels. Evaluation means are also provided, by means of which the wheel speeds are compared with one another and by means of which, depending on the comparison result, a signal which represents the tire condition is emitted. Display means then show the tire condition in response to the signal.
  • the essence of DE 196 19 393 AI is that the evaluation means are designed in such a way that quotients are formed from the quantities generated and these quotients are compared with one another. Depending on the comparison result, the signal representing the tire condition is then generated.
  • DE 197 12 097 Cl a system for detecting a condition of the wheels of a motor vehicle is known.
  • means are provided for generating speed signals, which represent the rotary movements of the wheels, and evaluation means, by means of which, depending on the signals generated, a signal is output that represents a display-relevant state.
  • the essence of DE 197 12 097 C1 is that the evaluation means are designed in such a way that first, depending on the speed signals generated, first difference values for the speed differences of at least two vehicle wheels are formed on the two vehicle sides. Depending on a first comparison of the difference values formed with one another and / or with predeterminable first threshold values, the signal which represents a display-relevant state is then output.
  • the features of the preamble emerge from DE 197 12 097. Cl.
  • the invention relates to a device for monitoring the tire condition on the wheels of a motor vehicle.
  • Means are provided for detecting the rotary movements of the wheels and generating first variables which represent the detected rotary movements.
  • Evaluation means are also provided, in which further second variables are determined from the first variables by forming a difference and in which, depending on at least one monitoring query, a signal which represents the tire condition is emitted.
  • the tire condition is indicated by the signal of the evaluation means in display means.
  • the essence of the invention is that the evaluation means are designed in such a way that at least one further third variable is determined from the second variables by averaging and that at least one of the at least one monitoring query includes at least one of the third variables.
  • the averaging contained in the third quantities according to the invention has the advantage that short-term fluctuations of the second quantities can be compensated for. This shortens the detection intervals, i.e. a loss of tire pressure can be detected earlier.
  • At least one of the at least one monitoring request is linked to at least two third sizes. In the case of a two-axle vehicle, for example, this enables the signals assigned to the wheels of the front axle and the signals assigned to the wheels of the rear axle to be linked.
  • the linking of at least two third sizes is advantageously an addition.
  • Fig. 1 shows schematically the structure of the device according to the invention
  • FIG. 2 shows in the form of a flow diagram the process sequence in the detection of tire pressure losses.
  • FIG. 3 shows block 24 of FIG. 2 in detail. 4 shows, using a specific example, the determination of a tire pressure loss using the device according to the invention or the method according to the invention.
  • the present invention is a method and a device for shortening the tire pressure loss detection times by averaging and combined evaluation of the front and rear axle signals. The faster a tire pressure loss is displayed, the less likely critical driving conditions or thermal overload or damage to the tire are.
  • FIG. 1 relates to a vehicle with two wheel axles and four wheels, but of course an application of the invention to vehicles with more than four wheels or more than two wheel axles is also conceivable.
  • Blocks 10 to 13 represent sensors. In the specific exemplary embodiment, these are supposed to be wheel speed sensors. For a two-axle vehicle, these deliver the output signals Nvl, Nvr, Nhl and Nhr. Are there
  • Nvl wheel speed front left
  • Nvr wheel speed front right
  • Nhr right rear wheel speed.
  • the evaluation means 14 deliver the output signal S, which activates a display device 15 in the event of a detected tire defect.
  • the pointing device 15 can be a warning lamp which indicates whether a tire defect has been detected or not.
  • a display device is also conceivable, for example, which emits acoustic signals.
  • block 23 it is checked whether there is a valid driving state. If there are “extreme”, ie invalid, driving states, no further evaluation of the differences formed in block 22 takes place; instead, at a later time by the time increment ⁇ t, differences are again generated with the current values that correspond to the sensor signals. chen, formed. The time increment by ⁇ t takes place in block 26.
  • Invalid driving conditions and thus idle times can be characterized, for example, by the following features: high longitudinal acceleration or longitudinal deceleration values, large lateral acceleration, one-sided different adhesion factors ( ⁇ -split
  • the variables of lateral acceleration, yaw rate and the wheel speeds are available as measurement signals from sensors in a vehicle equipped with a vehicle dynamics control system (ESP). However, these and the other variables can also be calculated or estimated from the sensor signals using mathematical models.
  • the longitudinal acceleration and the longitudinal deceleration can be calculated, for example, by differentiation from the longitudinal vehicle speed, which in turn is calculated from the wheel speeds.
  • M2 1 / n * ⁇ ( ⁇ Nh).
  • n is the number of differences in the averaging.
  • the differences ⁇ Nv and ⁇ Nh are stored in a ring buffer. That with each new determination of a difference in a valid driving state, the most recent difference in the ring memory is deleted.
  • the mean values 1 / n * ⁇ ( ⁇ Nv) and 1 / n * ⁇ ( ⁇ Nh) are explained below: If the vehicle is started, all memory locations in the ring buffer are assigned the entry zero, ie both variables 1 / n * ⁇ ( ⁇ Nv) and 1 / n * ⁇ ( ⁇ Nh) are each set to zero.
  • the mean values that are determined or updated regularly or irregularly during the journey are now updated, provided a valid driving state was identified in block 23: the most recent time is deleted and the most recent difference is added to the ring memory.
  • N denotes the number of summands contained in the sums. This number is closely linked to the number of storage locations in the ring buffer.
  • the threshold values tresholdv, tresholdh and tresholdvh can be fixed or can be determined depending on the situation.
  • block 27 becomes the time Incremented by ⁇ t and calculated a new difference in block 22.
  • Block 24 of FIG. 2 is shown in detail in FIG. 3.
  • the mean value is determined in steps 24a, 24b and 24c.
  • Step 24a The most recent difference in the ring buffer is deleted.
  • Step 24b The difference that has just been formed in block 22 (see FIG. 2) can be stored in the memory space that has become free as a result.
  • Step 24c The mean value is formed from the differences contained in the ring buffer.
  • the process sequence shown in FIG. 2 can be repeated at regular or irregular time intervals.
  • FIG. 4 The mode of operation of the present invention is clearly illustrated in FIG. 4 for a special case. It is a very simplified representation, which should nevertheless convey a qualitative understanding.
  • the left-hand column shows a roadway, which is composed of the sections 31, 32 and 33, and a vehicle 34 traveling thereon with the speed v at different times.
  • the roadway consists of the following 3 sections:
  • Section 31 into the slight left curve 32 t at this point the vehicle changes from the slight left curve 32 into the straight section 33.
  • the front inner wheel rotates slower than the front outer wheel because of the shorter distance to be covered.
  • the rear inner wheel would quickly 'rotate (larger wheel speed) than the rear outer wheel for the smaller wheel diameter and it would also slow rotating (small wheel) as it leaves the shorter indoor track. For the sake of simplicity, these effects can be thought of as just compensating each other.
  • the first monitoring query regarding the front wheels ie M_> thresholdv
  • M_> thresholdv the first monitoring query regarding the front wheels.
  • ⁇ Nv 0.
  • the dwell time t3 - t2 of the vehicle 34 in the left curve 32 is not so large that the threshold value tresholdv is reached and thus on Warning signal S indicates a loss of tire pressure to the driver via a display means.
  • the second monitoring request regarding the rear wheels ie M2> thresholdh
  • ⁇ Nh> 0 applies to t_ ⁇ t ⁇ t2 in section 31.
  • M2 therefore assumes ever larger values because of the pressure difference in the rear wheels.
  • the vehicle is in the time range t2 ⁇ t ⁇ t ⁇ f, ie already in the left curve 32.
  • ⁇ Nh 0, so that remains M2 initially constant and then becomes smaller again. Only when driving straight ahead in section 33 is ⁇ Nh positive again.
  • the mean value M2 initially remains constant and then begins to rise again.
  • M] _ + M2 For times t ⁇ t2, the same value results for M] _ + M2 as for M2. However, while in the second monitoring query the value of M2 decreases undesirably during the left curve for t2 ⁇ t ⁇ t3, in the third monitoring query there is a contribution from the positive summand ( ⁇ Nv) and thus a further increase in the value] _ + M2 , Thus M] _ + M2 has already reached the threshold value tresholdvh in the concrete example earlier than 2 the threshold value tresholdh. This informs the driver of a tire pressure loss earlier, which means a concrete increase in safety.
  • the temporary drop in M 2 does not significantly slow down the detection of a loss of tire pressure.
  • the M_ + M2 was considered for the third monitoring query.
  • the Limit values tresholdv, tresholdh and tresholdvh can of course be chosen freely and in no way need to be the same.
  • the mean values M ] _, M 2 and M ] _ + M2 can also be calculated by an integrator, for example.
  • the monitoring queries can then be viewed in a continuous form and are, for example, for M ⁇ :

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

L'invention concerne un dispositif servant à surveiller l'état des pneumatiques monté sur les roues d'un véhicule automobile. Ce dispositif comprend des moyens pour détecter les mouvements de rotation des roues et générer des premières grandeurs qui représentent les mouvements de rotation détectés. En outre, des moyens d'évaluation servent à déterminer, par formation d'une différence, des secondes grandeurs, à partir des premières grandeurs, moyens d'évaluation dans lesquels, en fonction d'au moins une interrogation de surveillance, est émis un signal qui représente l'état des pneumatiques. L'état des pneumatiques est, sur réception du signal des moyens d'évaluation, indiqué par des moyens d'affichage. L'essence de l'invention réside dans le fait que les moyens d'évaluation sont conçus de telle sorte qu'à partir des secondes grandeurs, par formation de la moyenne, au moins une troisième grandeur est déterminée, et qu'au moins une des troisièmes grandeurs entre dans au moins une des interrogations de surveillance.
PCT/DE2002/002484 2001-07-18 2002-07-06 Procede et dispositif pour reduire les temps de reconnaissance de perte de pression de pneumatiques par formation de la moyenne et evaluation combinee des signaux de l'essieu avant et de l'essieu arriere WO2003008211A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10135022.8 2001-07-18
DE2001135022 DE10135022A1 (de) 2001-07-18 2001-07-18 Verfahren und Vorrichtung zur Verkürzung der Reifendruckverlusterkennungszeiten durch Mittelwertbildung und kombinierte Auswertung der Vorderachs- und Hinterachssignale

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WO2003008211A1 true WO2003008211A1 (fr) 2003-01-30

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DE (1) DE10135022A1 (fr)
WO (1) WO2003008211A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004063939A2 (fr) * 2003-01-10 2004-07-29 Robert Bosch Gmbh Procede pour calculer la moyenne de valeurs de mesure
US7616110B2 (en) 2005-03-11 2009-11-10 Aframe Digital, Inc. Mobile wireless customizable health and condition monitor
US8378811B2 (en) 2005-03-11 2013-02-19 Aframe Digital, Inc. Mobile wireless customizable health and condition monitor
US8618930B2 (en) 2005-03-11 2013-12-31 Aframe Digital, Inc. Mobile wireless customizable health and condition monitor
EP3597452A1 (fr) * 2018-07-16 2020-01-22 Volkswagen AG Procédé et dispositif d'estimation d'une circonférence de roue actuelle d'au moins une roue montée sur un véhicule

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2226434A (en) * 1988-12-23 1990-06-27 Manuel Alfred Xavier Cocheme Monitoring system for vehicle tyres
DE19619393A1 (de) 1995-07-26 1997-01-30 Bosch Gmbh Robert System zur Überwachung des Reifenzustandes
DE19625544C1 (de) * 1996-06-26 1997-08-28 Kostal Leopold Gmbh & Co Kg Verfahren zur Reifendruckwarnung
DE19712097C1 (de) 1997-03-22 1998-04-23 Bosch Gmbh Robert System zur Erkennung des Reifenzustands

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6222444B1 (en) * 2000-04-03 2001-04-24 Robert Bosch Corporation Method for detecting a deflated tire on a vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2226434A (en) * 1988-12-23 1990-06-27 Manuel Alfred Xavier Cocheme Monitoring system for vehicle tyres
DE19619393A1 (de) 1995-07-26 1997-01-30 Bosch Gmbh Robert System zur Überwachung des Reifenzustandes
DE19625544C1 (de) * 1996-06-26 1997-08-28 Kostal Leopold Gmbh & Co Kg Verfahren zur Reifendruckwarnung
DE19712097C1 (de) 1997-03-22 1998-04-23 Bosch Gmbh Robert System zur Erkennung des Reifenzustands

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004063939A2 (fr) * 2003-01-10 2004-07-29 Robert Bosch Gmbh Procede pour calculer la moyenne de valeurs de mesure
WO2004063939A3 (fr) * 2003-01-10 2005-09-15 Bosch Gmbh Robert Procede pour calculer la moyenne de valeurs de mesure
US7616110B2 (en) 2005-03-11 2009-11-10 Aframe Digital, Inc. Mobile wireless customizable health and condition monitor
US8378811B2 (en) 2005-03-11 2013-02-19 Aframe Digital, Inc. Mobile wireless customizable health and condition monitor
US8618930B2 (en) 2005-03-11 2013-12-31 Aframe Digital, Inc. Mobile wireless customizable health and condition monitor
EP3597452A1 (fr) * 2018-07-16 2020-01-22 Volkswagen AG Procédé et dispositif d'estimation d'une circonférence de roue actuelle d'au moins une roue montée sur un véhicule
US11168981B2 (en) 2018-07-16 2021-11-09 Volkswagen Aktiengesellschaft Method and device for estimating a current wheel circumference of at least one wheel arranged on a vehicle
US11512950B2 (en) 2018-07-16 2022-11-29 Volkswagen Aktiengesellschaft Method and device for estimating a current wheel circumference of at least one wheel arranged on a vehicle

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