WO2023244338A1 - Détection et notification de vol de roue au moyen d'un système de surveillance de pression de pneu - Google Patents

Détection et notification de vol de roue au moyen d'un système de surveillance de pression de pneu Download PDF

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Publication number
WO2023244338A1
WO2023244338A1 PCT/US2023/021266 US2023021266W WO2023244338A1 WO 2023244338 A1 WO2023244338 A1 WO 2023244338A1 US 2023021266 W US2023021266 W US 2023021266W WO 2023244338 A1 WO2023244338 A1 WO 2023244338A1
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WO
WIPO (PCT)
Prior art keywords
tms
vehicle
wheel assembly
ecu
wheel
Prior art date
Application number
PCT/US2023/021266
Other languages
English (en)
Inventor
William D. Stewart
Jonathan E. Barr
A. Tugay Arslan
Ravindra P. Singh
Samuel K. Strahan
Andrew Burgess
Ian S. Elliott
Original Assignee
Sensata Technologies Inc.
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
Priority claimed from US17/989,765 external-priority patent/US20230406262A1/en
Application filed by Sensata Technologies Inc. filed Critical Sensata Technologies Inc.
Publication of WO2023244338A1 publication Critical patent/WO2023244338A1/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
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
    • B60C23/0433—Radio signals
    • B60C23/0435—Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender
    • B60C23/0437—Means for detecting electromagnetic field changes not being part of the signal transmission per se, e.g. strength, direction, propagation or masking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
    • B60C23/0433—Radio signals
    • B60C23/0435—Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender
    • B60C23/0438—Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender comprising signal transmission means, e.g. for a bidirectional communication with a corresponding wheel mounted receiver
    • B60C23/0442—Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender comprising signal transmission means, e.g. for a bidirectional communication with a corresponding wheel mounted receiver the transmitted signal comprises further information, e.g. instruction codes, sensor characteristics or identification data

Definitions

  • wheel theft detection and notification using a TPMS includes a TMS receiving from an ECU of a vehicle, an indication that a vehicle security system is activated.
  • the TMS after receiving the indication that the vehicle security system is activated, the TMS performs a wheel theft detection operation that includes measuring one or more parameter values associated with a wheel assembly and determining whether the one or more measured parameter values deviate from one or more reference parameter values by one or more predetermined amounts. After determining that the one or more measured parameter values deviate from the one or more reference parameter values by the one or more predetermined amounts, the TMS transmits an indication that the one or more parameter values have changed.
  • wheel theft detection and notification using a TPMS includes an ECU determining that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle.
  • the ECU responsive to determining that the wheel assembly is in the compromised state, transmits to a first device, a message indicating that the wheel assembly is in the compromised state.
  • wheel theft detection and notification using a TPMS includes a TMS determining that a wheel assembly associated with the TMS is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle. Responsive to determining that the wheel assembly is designated as being in the compromised state, the TMS broadcasts a message indicating that the wheel assembly is in the compromised state.
  • wheel theft detection and notification using a TPMS includes a first device receiving from TMS, a first message indicating a wheel assembly associated with the TMS is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle.
  • the first device determines a location of the wheel assembly and transmits to a second device the determined location of the wheel assembly.
  • wheel theft detection and notification using a TPMS includes receiving from a first device, by a second device, an indication that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle, the indication including an identification associated with the wheel assembly.
  • the second device receives from a tire monitoring sensor (TMS), a message that includes the identification associated with the wheel assembly and transmits to the TMS, a message to update a current status of the wheel assembly to the compromised state.
  • TMS tire monitoring sensor
  • optimizing an autolocation mechanism in a tire pressure monitoring system includes an ECU detecting a change from ON to OFF in a status of a vehicle ignition of the vehicle.
  • the ECU responsive to detecting the change from ON to OFF in the status of the vehicle ignition, transmits to a plurality of tire monitoring sensors (TMSs) of the vehicle, a message indicating the vehicle ignition is OFF.
  • TMSs tire monitoring sensors
  • the ECU also detects a change from OFF to ON in the status of the vehicle ignition and responsive to detecting the change from OFF to ON in the status of the vehicle ignition, transmits to the plurality of TMSs, a message indicating the ignition is ON.
  • the ECU For each TMS in the plurality of TMSs, the ECU receives an indication of whether the TMS detected a change in orientation of the TMS and based on the indications received from the plurality of TMSs, determines whether to initiate an autolocation mechanism on the plurality of TMS.
  • FIG. 2 sets forth a diagram of an exemplary electronic control unit (ECU) configured for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • ECU electronice control unit
  • FIG. 3 sets forth a diagram of an exemplary tire monitoring sensor (TMS) configured for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • TMS tire monitoring sensor
  • FIG. 8B sets forth a diagram illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 9 sets forth a flowchart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 10 sets forth a flowchart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 11 sets forth a flowchart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 12 sets forth a flowchart illustrating a method for optimizing an autolocation mechanism using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 13 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 14 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 15 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 16 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 17 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 18 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 19 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 20 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 21 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 22 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 23 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 24 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 25 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 26 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 27 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 28 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 29 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 30 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 31 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 32 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 33 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 34 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 35 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 36 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 37 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 38 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • FIG. 39 sets forth a flow chart illustrating another method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the present disclosure details a method utilizing a vehicle’s tire pressure monitoring system (TPMS) to identify when a wheel theft is occurring and to notify the vehicle systems.
  • TPMS tire pressure monitoring system
  • this method is directed to systems with two-way communication between the vehicle electronic control unit (ECU) and wheel units (tire monitoring sensors coupled to a tire or wheel), but in other embodiments, a system with only one-way communication may be used.
  • FIG. 1A sets forth an isometric diagram of a system (100) for wheel theft detection and notification using a tire pressure monitoring system (TPMS) in accordance with the present disclosure.
  • FIG. IB sets forth a top view of the system of FIG. 1A.
  • the system of FIGs. 1A and IB include a vehicle (101) equipped with tires (103) that include tire monitoring sensor (TMS) (105).
  • TMS tire monitoring sensor
  • a TMS is a sensor that is configured to monitor and transmit parameters of a tire.
  • a TMS may be coupled to some portion of the tire (e.g., mounted to an inner portion of the tire).
  • the TMS may be coupled to a valve stem of the tire.
  • a TMS may also be coupled to a wheel rim.
  • a TMS may transmit data, such as tire parameters, to a receiver of a tire pressure monitoring system (TPMS).
  • TPMS tire pressure monitoring system
  • the vehicle of FIGs. 1A and IB further includes an electronic control unit (ECU) (107) that controls various components, subsystems, and systems within a vehicle.
  • ECU electronice control unit
  • the vehicle (101) may further include a transceiver (109) communicatively coupled to the ECU (107) for cellular terrestrial communication, satellite communication, or both.
  • the ECU (107) is configured to perform the operations of: monitoring one or more parameters associated with a TMS (105) coupled to a wheel assembly of the vehicle; based on the monitored one or more parameters, determining that the wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle; and in response to determining that the wheel assembly is in the compromised state, triggering an alarm of a vehicle security system.
  • the ECU (107) may also be configured to perform the operations of determining that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle; and responsive to determining that the wheel assembly is in the compromised state, transmitting to a first device, a message indicating that the wheel assembly is in the compromised state.
  • the TMS (105) is configured to perform the operations of: receiving from the ECU (107) an indication that a vehicle security system is activated; after receiving the indication that the vehicle security system is activated, performing a wheel theft detection operation that includes: measuring one or more parameter values associated with a wheel assembly; and determining whether the one or more measured parameter values deviate from one or more reference parameter values by one or more predetermined amounts; and after determining that the one or more measured parameter values deviate from the one or more reference parameter values by the one or more predetermined amounts, transmitting an indication that the one or more parameter values have changed.
  • the monitoring device (133) is configured to perform the operations of: receiving from a first device, an indication that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle, the indication including an identification associated with the wheel assembly; receiving from a TMS a message that includes the identification associated with the wheel assembly; and transmitting to the TMS, a message to update a current status of the wheel assembly to the compromised state.
  • the controller may include or implement a microcontroller, an Application Specific Integrated Circuit (ASIC), a digital signal processor (DSP), a programmable logic array (PLA) such as a field programmable gate array (FPGA), or other data computation unit in accordance with the present disclosure.
  • ASIC Application Specific Integrated Circuit
  • DSP digital signal processor
  • PDA programmable logic array
  • FPGA field programmable gate array
  • the sensor readings and data, as well as tire feature data received from the TMS may be stored in the memory (203).
  • the memory (203) may be anon-volatile memory such as flash memory.
  • the ECU (200) may obtain vehicle operating condition data, such as sensor readings from sensors on-board the vehicle.
  • the monitoring controller (299) also includes computer program instructions that when executed by the controller (201) cause the controller (201) to perform the operations of: determining that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle; and responsive to determining that the wheel assembly is in the compromised state, transmitting to a first device, a message indicating that the wheel assembly is in the compromised state.
  • the monitoring controller (299) also includes computer program instructions that when executed by the controller (201) cause the controller (201) to perform the operations of: detecting a change from ON to OFF in a status of a vehicle ignition of the vehicle; responsive to detecting the change from ON to OFF in the status of the vehicle ignition, transmitting to a plurality of TMSs of the vehicle, a message indicating the vehicle ignition is OFF; detecting a change from OFF to ON in the status of the vehicle ignition; responsive to detecting the change from OFF to ON in the status of the vehicle ignition, transmitting to the plurality of TMSs, by the ECU, a message indicating the ignition is ON; for each TMS in the plurality of TMSs, receiving an indication of whether the TMS detected a change in orientation of the TMS; and based on the indications received from the plurality of TMSs, determining whether to initiate an autolocation mechanism on the plurality of TMS.
  • FIG. 3 sets forth a diagram of an exemplary tire monitoring sensor (TMS) (300) for wheel theft detection and notification using a tire pressure monitoring system (TPMS) according to embodiments of the present disclosure.
  • the TMS (300) includes a processor (301).
  • the processor may include or implement a microcontroller, an Application Specific Integrated Circuit (ASIC), a digital signal processor (DSP), a programmable logic array (PLA) such as a field programmable gate array (FPGA), or other data computation unit in accordance with the present disclosure.
  • ASIC Application Specific Integrated Circuit
  • DSP digital signal processor
  • PDA programmable logic array
  • FPGA field programmable gate array
  • the accelerometer (307) of FIG. 3 may also be an acceleration sensor, an accelerometric device, a shock sensor, a force sensor, a microelectromechanical systems (MEMs) sensor, or other device that is similarly responsive to acceleration magnitude and/or to changes in acceleration, such that a tire revolution may be determined from the time between detected ground strike events.
  • an accelerometer senses acceleration in the radial plane (z-plane), lateral plane (y -plane), tangential plane (x-plane), or any combination of the three planes, and outputs an electric pulse signal responsive to sensed acceleration, including but not limited to signals indicative of ground strikes.
  • the memory (403) may be a non-volatile memory such as flash memory.
  • the monitoring device (400) also includes a display device (450) for displaying information related to wheel detection and notification.
  • the monitoring device may display on the display device a map that indicates a location of a wheel assembly.
  • the monitoring device may display on the display device an interface for an application that allows the user to indicate that a wheel assembly is in a compromised state.
  • the monitoring device (400) of FIG. 4 includes a transceiver (405) coupled to the processor (401).
  • FIG. 5 sets forth a flow chart illustrating a method of wheel theft detection and notification.
  • the flow chart excludes any processes undertaken by the wheel unit that may be happening in parallel to wheel theft detection.
  • the wheel unit e.g., a TMS (300) of FIG. 3
  • receives 502 an indication from the vehicle ECU (e.g., as part of the ECU (200) of FIG. 2) of the vehicle alarm system status. This could occur at regular intervals or only on a status change.
  • This step is intended to prevent additional monitoring or transmissions from the sensor when not required to perform wheel theft monitoring and to prevent false alarm triggers during routine wheel removal.
  • the overall system could also be implemented without this step, for example in a system without two-way communication, by the vehicle ECU checking the status of the vehicle alarm before sending a wheel theft warning but would potentially result in higher current consumption within the wheel unit as the sampling and transmission steps would be active each time the vehicle was stationary.
  • the method of FIG. 5 also includes the wheel unit checking (504) the status reported from the vehicle ECU and if the alarm system has been activated, moves into an initialization phase for wheel theft monitoring. If the alarm is inactive the sensor continues in its normal operating mode.
  • the method of FIG. 5 includes the sensor taking and storing (506) reference pressure and/or accelerometer measurements.
  • a MEMS accelerometer can provide a stationary offset value indicative of wheel unit orientation and may be a single or multiple axis device. In combination with the stationary offset or as an alternative during the reference measurement a noise measurement may also be taken to be used in detecting vibrations during the wheel removal.
  • the method of FIG. 5 also includes providing (508) a delay between samples and would follow the typical sampling intervals for pressure/LF/motion used in TPMS wheel units (e.g., 10s).
  • the method of FIG. 5 continues with the alarm status being checked (512) in case an update has been sent by the vehicle ECU during the sampling delay and based on the result either proceeds to sampling the pressure and accelerometer inputs or reverts to a normal operating mode.
  • step (514) and step (516) the pressure and accelerometer inputs are measured and if the results have changed by more than a pre-determined value, a notification stage is entered. Otherwise, the sensor moves back to the method step (508).
  • step (518) and step (519) the wheel unit enters a fast transmission state to enable the vehicle ECU to monitor the signal strength and/or time of flight of the sensor transmissions in order to infer if the distance between the wheel unit and vehicle ECU is increasing.
  • These transmissions may contain an indicator in the frame contents to identify the transmissions as associated with the wheel theft feature.
  • FIG. 6 sets forth a flowchart of a method for wheel theft detection and notification using a TPMS.
  • step (602) the vehicle ECU sends the alarm status to the wheel units fitted to the vehicle.
  • step (604) and step (606) the vehicle ECU monitors for transmissions from the wheel units known to be fitted to the vehicle and if a transmission is received indicating that the sensor has detected a change in the wheel state the ECU begins an assessment phase. Otherwise, the vehicle ECU continues monitoring for wheel unit transmissions. There is another approach which can be taken if two-way communication is available.
  • the vehicle ECU could request data or initiate transmissions from the one or more wheel units if the vehicle alarm system has detected inputs from other modules on the vehicle (e.g., suspension level or tilt) that could be indicative of the early stages of a wheel theft attempt, but not enough to indicate a break-in and activate the alarm system. This may enable earlier detection of a wheel theft attempt and if used as an alternative to the wheel units monitoring sensor inputs could reduce the wheel unit battery consumption.
  • other modules on the vehicle e.g., suspension level or tilt
  • step (610) the vehicle ECU begins to monitor the indicators used to determine if the wheel is being removed from the vehicle.
  • the indicators used to determine if the wheel is being removed from the vehicle There are several proposed options for determining if a wheel theft event is in progress for either single or multiple wheels.
  • a simple method for detecting the theft of multiple wheels would be to trigger the alarm system if multiple wheel units notify the vehicle ECU of a change in wheel state (e g., pressure loss or orientation change) within a pre-defined time period. This method could be effective for multiple wheel theft but is unsuitable for the detection of a single wheel.
  • the method may utilize signal strength information such as the standard Received Signal Strength Index/Indicator (RSSI) monitored over a defined time period to estimate if the distance between the wheel unit and vehicle ECU is changing.
  • RSSI Received Signal Strength Index/Indicator
  • the RSSI measurement could also be combined with or replaced by a time of flight measurement to improve the estimation accuracy, and in a system that includes two-way communication between the wheel units and vehicle ECU (such as Bluetooth) the vehicle ECU could control the transmission rate and duration of the fast transmission state of the wheel unit as required.
  • the calculated RSSI values can also be compared against historical values from the wheel unit to determine if the calculated RSSI values are within an expected range and potentially assist in preventing false detections.
  • the vehicle ECU could utilize RSSI or similar information from other wireless modules fixed to the vehicle structure such as wireless brake wear monitoring sensors and remote keyless entry systems to provide confirmation or improve the accuracy of the distance estimation.
  • step (612) and step (614) the results of the calculations in step (610) are compared against pre-determined thresholds and if these are exceeded the vehicle ECU notifies the vehicle alarm system which may take include inputs from other vehicle systems in the decision to activate the alarm system.
  • FIG. 8A sets forth a diagram illustrating a method for wheel theft detection and notification using a TPMS.
  • the diagram of FIG. 8A illustrates a mechanism to track wheels which in turn will help a vehicle user in case if their vehicle’s wheels are stolen or lost.
  • the mechanism can also act as a deterrent for thieves. Also, for a second-hand tire buyer it can provide means to check if the tire has been illegally sold.
  • a TMS within the vehicle recognizes its owner's vehicle (802) and keeps track of the fact that it is fitted within its ow ner's vehicle.
  • the wheel (806) is illegally taken from the vehicle its tracking mechanism detects that it is no longer present in the owner’s vehicle.
  • a TMS starts broadcasting (810) a message on BLE that it has been lost or stolen.
  • FIG. 9 sets forth an example method for wheel theft detection and notification that includes determining (902) that the wheel is stolen/lost.
  • the method also includes advertising (904), by the TPM sensor, a secret ID.
  • the method also includes in response to receiving an advertisement of the secret ID, another device (e.g., a mobile device, the vehicle, or any other authorized device) in the vicinity of the stolen wheel, reporting (906), the wheel's location.
  • the method includes monitoring (908), by the other device (e.g., a mobile device, the vehicle, or any other authorized device), the location of the wheel.
  • the method of FIG. 9 includes switching (910) the TPM sensor of the wheel to normal operation in response to “finding” the wheel.
  • FIG. 10 sets forth an example method of wheel theft detection and notification that includes a user determining (1002) that they cannot find the wheel and the user using an authorized device (e.g., a mobile device, the vehicle, or any other authorized device), to declare (1004) a wheel as lost or stolen.
  • the method of FIG. 10 also includes searching (1006) by other devices for the lost wheel.
  • the method includes looking (1008) for a matching ID of the lost TPM sensor/wheel.
  • the method includes the device connecting and updating (1010) the wheel status according to the user’s declaration.
  • the wheel can declare itself lost after motion detection (during removal from original vehicle, during transportation, or when installed into an alien vehicle) and determined to have no communication with the linked/original vehicle for certain period. In that case, the wheel shall start advertisement of the secret ID immediately without requiring an update from other devices in the ecosystem. From now on, the wheel will advertise its secret ID to let other devices know that it is stolen/lost.
  • a secret ID is used to avoid being tracked and identified by malicious attackers via a known fixed ID.
  • this mechanism can be used as a method for wheel theft detection and alert.
  • the detection of a change in orientation of a wheel can be regarded as a wheel being tampered with or in the process of being removed/stolen. Additional RF based intelligence is described below.
  • each TPM sensor monitors its orientation (in respect to gravity). The sensors determine if they are in stationary mode if they do not sense a change in centrifugal offset that is associated with vehicle dnving (i.e., an offset with a value over several g).
  • the vehicle-based ECU can inform each sensor when the ignition has been turned off (or doors closed) and therefore initiate stationary monitoring.
  • each sensor In stationary mode, each sensor periodically monitors one or both of its X and Z plane accelerometers.
  • Typical TPM sensors sample an accelerometer once every 10 seconds to detect if the vehicle is in motion - in order to increase the pressure sample and data transmission rate when driving has been detected. If a TPM sensor detects a change of orientation (represented as a change in acceleration due to gravitational angular offset) whilst the vehicle is stationary, then it alerts the vehicle-based ECU.
  • the ECU can poll/interrogate each sensor at key on to determine if its orientation has changed during the stationary period. If, during the stationary period or after interrogation at key on (in the case of BLE), the ECU has not been informed of any change in orientation from any of its wheel-based sensors then it can assume that the wheel locations have not changed since the previous journey and an autolocation routine or mechanism is not required to be initiated. Additionally, on drive off, each sensor can inform (transmit) the duration of its stationary (fixed orientation period). If each sensor’s value aligns w ith that of the vehicle, then a system autolocation is not required, thereby enabling instantaneous sensor vehicular location at drive off.
  • Monitoring (1302), by an electronic control unit (ECU) (1301) of a vehicle, one or more parameters associated with a tire monitoring sensor (TMS) coupled to a wheel assembly of the vehicle may be carried out by receiving data from the TMS and analyzing data and signals from the TMS.
  • TMS tire monitoring sensor
  • the method of FIG. 13 also includes based on the monitored one or more parameters, determining (1304), by the ECU (1301), that the wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle.
  • FIG. 14 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 14 includes the elements of FIG. 13. However, in the method of FIG. 14, determining (1304), based on the monitored one or more parameters, that the wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle includes determining (1402) that a distance from the ECU to the TMS is increasing.
  • FIG. 16 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 16 includes the elements of FIG. 13.
  • the method of FIG. 16 also includes sending (1602) to the TMS, by the ECU (1301), an indication of a state of the vehicle security system.
  • Sending (1602) to the TMS, by the ECU (1301), an indication of a state of the vehicle security system may be carried out by transmitting a message that indicates whether the vehicle security system is active or inactive.
  • the TMS may take action, such as changing operational mode, in response to receiving from the ECU, an indication of the state of the vehicle security system.
  • the TMS may switch to a fast transmission mode in which the TMS increases a frequency of transmissions to the ECU.
  • increased transmission from the TMS may allow the ECU to more accurately monitor parameters associated with the TMS and therefore determine whether the wheel assembly has been removed from the vehicle or is in the process of being removed from the vehicle.
  • FIG. 17 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 17 includes the elements of FIG. 13.
  • the method of FIG. 17 also includes receiving (1702) from a monitoring module of the vehicle, by the ECU (1301), an indication of a change in a parameter monitored by the module of the vehicle.
  • Receiving (1702) from a monitoring module of the vehicle, by the ECU (1301), an indication of a change in a parameter monitored by the module of the vehicle may be carried out by the ECU receiving a message that one or more parameters monitored by another module (e.g., a sensor, a control system, or another ECU) has changed.
  • another module e.g., a sensor, a control system, or another ECU
  • a suspension level sensor or ECU that monitors the suspension level sensor may transmit a message indicating the suspension level parameter, which indicates the suspension level of the vehicle, has changed.
  • a change in suspension level may be indicative of the early stages of a wheel theft attempt, but not enough to indicate a break-in, so the ECU requests that the TMS increase its monitoring by entering a wheel theft detection operation. The ECU may then use the data from the TMS to determine whether the wheel assembly is in the compromised state.
  • FIG. 18 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 18 includes the elements of FIG. 13.
  • determining (1304), based on the monitored one or more parameters, that the wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle includes using (1802) the monitored one or more parameters to determine, by the ECU (1301), that both the orientation of the TMS and the strength of signals from the TMS have changed during a wheel theft detection operation at the TMS.
  • the monitored one or more parameters to determine, by the ECU (1301), that both the orientation of the TMS and the strength of signals from the TMS have changed during a wheel theft detection operation at the TMS may be carried out by determining an amount of change in acceleration data during a time period; determining if the amount of change in acceleration data exceeds a threshold; responsive to determining that the amount of change in acceleration data exceeds a threshold, determine that the orientation of the TMS has changed; determining an amount of change in RS SI of signals from the TMS during a time period; determining if the amount of change in RSSI exceeds a threshold; and determine if the RSSI is below a threshold.
  • detennining (1304), based on the monitored one or more parameters, that the wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle also includes responsive to determining that both the orientation of the TMS and the strength of the signals from the TMS have changed during the wheel theft detection operation, determining (1804), by the ECU (1301), that the wheel assembly is in the compromised state.
  • Determining (1804), responsive to determining that both the orientation of the TMS and the strength of the signals from the TMS have changed during the wheel theft detection operation, that the wheel assembly is in the compromised state may be carried out by changing within the ECU, a parameter that indicates a current state of the wheel assembly or TMS.
  • the ECU may maintain a record of the current state of each wheel assembly of a vehicle.
  • the ECU may store a value that indicates if the TMS is in a compromised state.
  • FIG. 19 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 19 includes the elements of FIG. 13.
  • the method of FIG. 19 also includes determining (1902), by the ECU (1301), that the vehicle security system has been deactivated. Determining (1902), by the ECU (1301), that the vehicle security system has been deactivated may be carried out by receiving a message or signal from the vehicle security system indicating a change in the state of activation of the vehicle security system or indicating that the vehicle security system is inactive.
  • the method of FIG. 19 also includes after determining that the vehicle security system has been deactivated, transmitting (1904) to the TMS, by the ECU (1301), a message to disable a wheel theft detection operation at the TMS.
  • Transmiting (1904) to the TMS, after determining that the vehicle security system has been deactivated, a message to disable a wheel theft detection operation at the TMS may be carried out by transmitting a message to the TMS that the vehicle security is inactive; transmitting a message that instructs the TMS to change operational modes from wheel theft detection operation to normal operation; and transmitting a message to the TMS to stop performing the wheel theft detection operation.
  • FIG. 20 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 20 includes the elements of FIG. 13.
  • the method of FIG. 20 also includes in response to determining that the wheel assembly associated with the TMS is in the compromised state, transmitting (2002) to another device, by the ECU (1301), a message that the wheel assembly is in the compromised state.
  • Examples of other devices may include but are not limited to other ECUs, TMSs, and monitoring devices.
  • a message that the wheel assembly is in the compromised state may be carried out by transmitting a message with an identifier that identifies the wheel assembly or the TMS associated with the wheel assembly.
  • the ECU may “tag” the wheel assembly as being in the compromised state and may send out a message alerting other devices that the wheel assembly is in the compromised state.
  • the device may use the information within the message to determine whether the unknown wheel assembly is lost/stolen or otherwise in the compromised state. Responsive to discovering the unknown wheel assembly is the wheel assembly identified by the ECU as being in the compromised state, the device may perform a variety of actions including but not limited to remote tagging the unknown wheel assembly as being in the compromised state; determining and reporting a location of the wheel assembly; and providing updates on the location of the unknown wheel assembly.
  • FIG. 21 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 21 includes receiving (2102) from an electronic control unit (ECU) of a vehicle, by a tire monitoring sensor (TMS) (2101) of the vehicle, an indication that a vehicle security system is activated.
  • Receiving (2102) from an electronic control unit (ECU) of a vehicle, by a tire monitoring sensor (TMS) (2101) of the vehicle, an indication that a vehicle security system is activated may be carried out by receiving a message or signal indicating that the vehicle security system has been activated, has been changed to activated, or is currently active.
  • the method of FIG. 21 also includes after receiving the indication that the vehicle security system is activated, performing (2104) a wheel theft detection operation that includes measuring (2106), by the TMS (2101), one or more parameter values associated with a wheel assembly. Measuring (2106), by the TMS (2101), one or more parameter values associated with a wheel assembly may be carried out by measuring tire pressure or acceleration data.
  • performing (2104) a wheel theft detection operation that includes determining (2108), by the TMS (2101), whether the one or more measured parameter values deviate from one or more reference parameter values by one or more predetermined amounts.
  • Determining (2108), by the TMS (2101), whether the one or more measured parameter values deviate from one or more reference parameter values by one or more predetermined amounts may be carried out by determining a difference in value between the measured tire pressure and a previously measured or recorded tire pressure; determining whether the difference in value in tire pressures exceeds a first threshold; comparing the measured acceleration data to previously measured or recorded acceleration data; and determining whether the difference in value in acceleration data exceeds a second threshold.
  • the method of FIG. 21 also includes after determining that the one or more measured parameter values deviate from the one or more reference parameter values by the one or more predetermined amounts, transmitting (2110), by the TMS (2101), an indication that the one or more parameter values have changed. Transmitting (2110), after determining that the one or more measured parameter values deviate from the one or more reference parameter values by the one or more predetermined amounts, an indication that the one or more parameter values have changed may be carried out by transmitting a message indicating that the wheel assembly is in the compromised state; transmitting a message indicating that the one or more measure parameters exceed a threshold; and transmitting a message indicating an amount of deviation between the one or more measured parameter values and the reference parameter values.
  • FIG. 22 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 22 includes the elements of FIG. 21.
  • the method of FIG. 22 also includes in response to determining that the one or more measured parameter values deviate from the one or more reference parameter values by the one or more predetermined amounts, switching (2202), by the TMS (2101), to a rapid transmission state in which the TMS increases a frequency of transmission to the ECU.
  • Switching (2202) in response to determining that the one or more measured parameter values deviate from the one or more reference parameter values by the one or more predetermined amounts, to a rapid transmission state in which the TMS increases a frequency of transmission to the ECU may be carried out by changing one or more values stored in the TMS to indicate the change to the rapid transmission state.
  • FIG. 23 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 23 includes the elements of FIG. 22.
  • the method of FIG. 23 also includes detecting (2302), by the TMS (2101), an end event for the rapid transmission state. Examples of end events include but are not limited to an amount of time from the start of a wheel theft operation exceeding a threshold; a message from the ECU to stop wheel theft monitoring operation; and a number of transmissions to the ECU from the start of the wheel theft monitoring operation exceeding a threshold.
  • an end event for the rapid transmission state may be carried out by tracking an amount of time from the start of the wheel theft operation; determining whether the amount of time exceeds a threshold; tracking a number of transmissions from the TMS; determining whether the number of transmissions exceeds a threshold; and receiving a message from the ECU to stop the wheel theft operation.
  • the method of FIG. 23 also includes responsive to detecting the end event for the rapid transmission state, switching (2302), by the TMS (2101), from the rapid transmission state to a normal monitoring state in which the TMS decreases the frequency of transmission to the ECU.
  • Switching (2302), responsive to detecting the end event for the rapid transmission state, from the rapid transmission state to a normal monitoring state in which the TMS decreases the frequency of transmission to the ECU may be carried out by storing a data value indicating the change to the normal monitoring state; storing a data value indicating the stopping of the rapid transmission state; and changing a value that indicates a transmission frequency.
  • FIG. 24 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 24 includes the elements of FIG. 21.
  • the method of FIG. 24 also includes receiving (2402) from the ECU, by the TMS (2101), an indication that the vehicle security system is deactivated.
  • Receiving (2402) from the ECU, by the TMS (2101), an indication that the vehicle security system is deactivated may be carried out by receiving a message indicating that the vehicle security system is currently deactivated or was switched to being deactivated.
  • the method of FIG. 24 also includes after receiving the indication that the vehicle security system is deactivated, disabling (2404), by the TMS (2101), the wheel theft detection operation.
  • Disabling (2404) the wheel theft detection operation after receiving the indication that the vehicle security system is deactivated may be carried out by changing a frequency of measuring one or more parameters; and changing a frequency of transmission of the one or more parameters.
  • FIG. 25 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 25 includes determining (2502), by an electronic control unit (ECU) (2501) of a vehicle, that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle.
  • ECU electronice control unit
  • Determining (2502), by an electronic control unit (ECU) (2501) of a vehicle, that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle may be carried out by comparing values of one or more monitored TMS parameters to one or more reference values; determining that the values of the one or more monitored parameters substantially match one or more reference values that correspond with a wheel assembly being separated from the vehicle or with a wheel assembly in the process of being removed from the vehicle.
  • the method of FIG. 25 also includes responsive to determining that the wheel assembly is in the compromised state, transmitting (2504) to a first device, by the ECU (2501), a message indicating that the wheel assembly is in the compromised state. Responsive to determining that the wheel assembly is in the compromised state, transmitting (2504) to a first device, by the ECU (2501), a message indicating that the wheel assembly is in the compromised state may be carried out by sending a message that includes an identification of a TMS or wheel assembly and an indication that the identified TMS/wheel assembly is in the compromised state.
  • FIG. 26 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 26 includes the elements of FIG. 25.
  • determining (2502), by an electronic control unit (ECU) (2501) of a vehicle, that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle includes receiving (2602), by the ECU (2501), user input indicating that the wheel assembly is in the compromised state.
  • ECU electronice control unit
  • FIG. 27 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 27 includes the method of FIG. 25.
  • the method of FIG. 27 also includes receiving (2702) from a second device, by the ECU (2501), an update on a location of the wheel assembly.
  • Receiving (2702) from a second device, by the ECU (2501), an update on a location of the wheel assembly may be carried out by receiving a message that identifies the wheel assembly and a location of the wheel assembly.
  • FIG. 28 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 28 includes the elements of FIG. 25.
  • determining (2502), by an electronic control unit (ECU) (2501) of a vehicle, that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle includes monitoring (2802), by the ECU (2501), one or more parameters associated with a fire monitoring sensor (TMS) coupled to the wheel assembly.
  • ECU electronice control unit
  • TMS fire monitoring sensor
  • parameters include but are not limited to pressure values measured by the TMS; acceleration data from the TMS; and received signal strength indication (RSSI) measurements of signals from the TMS.
  • Monitoring (2802), by the ECU (2501), one or more parameters associated with a tire monitoring sensor (TMS) coupled to the wheel assembly may be carried out by receiving data from the TMS and analyzing data and signals from the TMS.
  • TMS tire monitoring sensor
  • Determining (2804), based on the monitored one or more parameters, that the wheel assembly is in the compromised state may be carried out by comparing the values of the monitored one or more parameters to one or more reference values; determining that the values of the monitored one or more parameters substantially match one or more reference values that correspond with a wheel assembly being separated from the vehicle or with a wheel assembly in the process of being removed from the vehicle.
  • the method of FIG. 29 also includes responsive to determining that the wheel assembly is designated as being in the compromised state, broadcasting (2904), by the TMS (2101), a message indicating that the wheel assembly is in the compromised state. Broadcasting (2904), by the TMS (2101), a message indicating that the wheel assembly is in the compromised state responsive to determining that the wheel assembly is designated as being in the compromised state may be carried out by transmitting a message that includes an identifier of the TMS or the wheel assembly associated with the TMS and an indication that the wheel assembly is in a compromised state.
  • FIG. 30 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 30 includes the elements of FIG. 29.
  • determining (2902), by a fire monitoring sensor (TMS) (2901), that a wheel assembly associated with the TMS is in a compromised state includes receiving (3002) from an electronic control unit (ECU), a message indicating that the wheel assembly is in the compromised state.
  • Receiving (3002) from an electronic control unit (ECU), a message indicating that the wheel assembly is in the compromised state may be carried out by receiving a message that includes an identifier of the wheel assembly or the TMS associated with the TMS.
  • FIG. 31 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 31 includes the elements of FIG. 29.
  • determining (2902), by a tire monitoring sensor (TMS) (2901), that a wheel assembly associated with the TMS is in a compromised state includes during a wheel theft detection operation, detecting (3102), by the TMS (2901), a dislocation event that includes at least one of a change in orientation of the TMS, a loss of contact of the TMS with a linked electronic control unit (ECU) for a predetermined amount of time, and an installation of the TMS into an alien vehicle.
  • TMS tire monitoring sensor
  • ECU linked electronic control unit
  • Detecting (3102), by the TMS (2901), a dislocation event that includes at least one of a change in orientation of the TMS, a loss of contact of the TMS with a linked electronic control unit (ECU) for a predetermined amount of time, and an installation of the TMS into an alien vehicle may be carried out by measuring acceleration data; comparing the measured acceleration data to reference acceleration data; determining that the measured acceleration data deviates from the reference acceleration data by an amount that exceeds a threshold; in response to determining that the measured acceleration data deviates from the reference acceleration data by the amount, determining that the orientation of the TMS has changed.
  • ECU electronice control unit
  • detecting (3102), by the TMS (2901), a dislocation event may also be carried out by determining that the TMS has lost contact with an ECU for an amount of time that exceeds a threshold; and detecting the installation of the TMS or wheel assembly into an alien vehicle that was previously unknown to the TMS.
  • determining (2902), by a tire monitoring sensor (TMS) (2901), that a wheel assembly associated with the TMS is in a compromised state includes responsive to detecting the dislocation event, determining (3104) that the wheel assembly is in the compromised state. Determining (3104) that the wheel assembly is in the compromised state may be carried out by storing as the current state, an indication that the wheel assembly is in the compromised state.
  • Transmitting (3202) to the linked ECU, by the TMS (2901), an indication that the wheel assembly is the compromised state responsive to detennining that the wheel assembly is in the compromised state may be carried out by transmitting a message that includes an identification of the TMS or wheel assembly and indicates that the associated wheel assembly is in a compromised state.
  • FIG. 33 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 33 includes the elements of FIG. 29.
  • determining (2902), by a tire monitoring sensor (TMS) (2901), that a wheel assembly associated with the TMS is in a compromised state includes receiving (3302) from a device, by the TMS (2901), a remote tagging message indicating that the wheel assembly is in the compromised state.
  • TMS tire monitoring sensor
  • FIG. 35 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 35 includes determining (3502), by the first device (3401), an updated location of the wheel assembly. Determining (3502), by the first device (3401 ), an updated location of the wheel assembly may be carried out by periodically determining a location of the first device; periodically retrieving a current GPS location of the first device; and using the updated location of the first device as the updated location of the wheel assembly.
  • the method of FIG. 35 also includes transmitting (3504) to the second device, by the first device (3401), the updated location of the wheel assembly.
  • Transmitting (3504) to the second device, by the first device (3401), the updated location of the wheel assembly may be carried out by determining that the location of the first device has changed; responsive to determining that the location of the first device has changed, using the updated location of the first device as the first device; and sending a message that includes an identification of the wheel assembly or TMS and values or coordinates that indicate the updated location of the wheel assembly.
  • FIG. 36 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 36 includes the elements of FIG. 34.
  • the method of FIG. 36 includes displaying (3602) on a map, by the first device (3401), the determined location of the wheel assembly. Displaying (3602) on a map, by the first device (3401), the determined location of the wheel assembly may be carried out by marking on a digital map the location of the wheel assembly.
  • FIG. 37 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 37 also includes receiving (3702) from a first device, by a second device (3701), an indication that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle, the indication including an identification associated with the wheel assembly.
  • the method of FIG. 37 includes receiving (3704) from a tire monitoring sensor (TMS), by the second device (3701), a message that includes the identification associated with the wheel assembly.
  • Receiving (3704) from a tire monitoring sensor (TMS), by the second device (3701), a message that includes the identification associated with the wheel assembly may be carried out by receiving via a transceiver data from the TMS.
  • the method of FIG. 37 includes transmitting (3706) to the TMS, by the second device (3701), a message to update a current status of the wheel assembly to the compromised state.
  • Transmitting (3706) to the TMS, by the second device (3701), a message to update a current status of the wheel assembly to the compromised state may be carried out by transmitting a message that includes an identification of the TMS and an indication that the current status of the wheel assembly is in the compromised state; and transmitting a message that instructs the TMS to change the current state to the compromised state.
  • FIG. 38 sets forth a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure.
  • the method of FIG. 38 includes detecting (3802), by an electronic control unit (ECU) (3801) of a vehicle, a change from ON to OFF in a status of a vehicle ignition of the vehicle.
  • Detecting (3802), by an electronic control unit (ECU) (3801) of a vehicle, a change from ON to OFF in a status of a vehicle ignition of the vehicle may be carried out by receiving a message or signal from the vehicle security system.
  • the method of FIG. 38 includes transmitting (3804) to a plurality of tire monitoring sensors (TMSs) of the vehicle, by the ECU (3801), a message indicating the vehicle ignition is OFF responsive to detecting the change from ON to OFF in the status of the vehicle ignition. Transmitting (3804) to a plurality of tire monitoring sensors (TMSs) of the vehicle, by the ECU (3801), a message indicating the vehicle ignition is OFF responsive to detecting the change from ON to OFF in the status of the vehicle ignition may be carried out by transmitting a message that includes data identifying the current state of the vehicle ignition. [00162] In addition, the method of FIG.
  • detecting (3806), by the ECU (3801), a change from OFF to ON in the status of the vehicle ignition may be carried out by receiving a message or signal from the vehicle security system.
  • the method of FIG. 38 includes responsive to detecting the change from OFF to ON in the status of the vehicle ignition, transmitting (3808) to the plurality of TMSs, by the ECU (3801), a message indicating the ignition is ON. Transmitting (3808) to the plurality of TMSs, by the ECU (3801), a message indicating the ignition is ON responsive to detecting the change from OFF to ON in the status of the vehicle ignition may be carried out by transmitting a message that includes data identifying the current state of the vehicle ignition. [00164] In response to receiving a message indicating the vehicle ignition is OFF, a TMS monitors its own orientation by recording X, Y, or Z acceleration data (or any combination).
  • each sensor checks if acceleration measurement results have changed since receiving the ignition OFF message. If the acceleration data has changed, the sensor transmits a location change message to the ECU. If the acceleration data has not changed, the sensor transmits a “no location change” message to ECU. The ECU determines whether the “no location change” message has been received from all sensors. If the “no location change” message has been received from all sensors or alternatively if the ECU did not receive the “location change” message from any sensor, the ECU assigns the previous journey’s sensor locations and disables the autolocation mechanism. If the “no location change” message has not been received from all sensors or alternatively if the “location change” message was received from at least one sensor, the ECU initiates the autolocation mechanism.
  • the method of FIG. 38 also includes for each TMS in the plurality of TMSs, receiving (3810), by the ECU (3801), an indication of whether the TMS detected a change in orientation of the TMS.
  • receiving (3810), by the ECU (3801), an indication of whether the TMS detected a change in orientation of the TMS may be carried out by receiving a message that includes an identification of the TMS or wheel assembly and an indication that the change in orientation was detected.
  • determining (3812), based on the indications received from the plurality of TMSs, whether to initiate an autolocation mechanism on the plurality of TMS includes determining (3902) whether at least one indication was received that indicated a TMS detected a change in orientation of the TMS. Determining (3902) whether at least one indication was received that indicated a TMS detected a change in orientation of the TMS may be carried out by recording and tracking the indications from the sensors.
  • the method of FIG. 39 includes responsive to determining that at least one indication was received that indicates a TMS detected a change in orientation of the TMS, initiating (3904) the autolocation mechanism on the plurality of the TMSs. Responsive to determining that at least one indication was received that indicates a TMS detected a change in orientation of the TMS, initiating (3904) the autolocation mechanism on the plurality of the TMSs may be carried out by determining whether a “location change” message was received from one or more TMS indicating that the location of the TMS had changed between the ignition being turned OFF and ON; and determining whether a “no location change” message was received from each TMS indicating that location of the TMS had not changed between the ignition being turned OFF and ON.
  • disabling (3906) the autolocation mechanism for the plurality of TMSs and for each TMSs of the plurality of TMSs assigning a previous journey ’s location of the TMS to the TMS.
  • disabling (3906) the autolocation mechanism for the plurality of TMSs and for each TMSs of the plurality of TMSs assigning a previous journey’s location of the TMS to the TMS may be carried out by using a previous journey’s location of each TMS as the current location of each TMS.
  • a method of wheel theft detection and notification using a tire pressure monitoring system comprising: monitoring, by an electronic control unit (ECU) of a vehicle, one or more parameters associated with a tire monitoring sensor (TMS) coupled to a wheel assembly of the vehicle; based on the monitored one or more parameters, determining, by the ECU, that the wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle; and in response to determining that the wheel assembly is in the compromised state, triggering, by the ECU, an alarm of a vehicle security system.
  • ECU electronice control unit
  • TMS tire monitoring sensor
  • determining that the distance from the ECU to the TMS is increasing comprises: generating, by the ECU, a plurality of signal attribute samples based on signals received from the TMS; and determining, based on the plurality of signal attribute samples, that the distance from the ECU to the TMS is increasing.
  • the plurality of signal attribute samples comprises at least one of a plurality of Received Signal Strength Indicator (RS SI) samples and a plurality of time-of-flight samples.
  • RS SI Received Signal Strength Indicator
  • ECU electronice control unit
  • a method of wheel theft detection and notification using a tire pressure monitoring system comprising: receiving from an electronic control unit (ECU) of a vehicle, by a tire monitoring sensor (TMS) of the vehicle, an indication that a vehicle security system is activated; after receiving the indication that the vehicle security system is activated, performing a wheel theft detection operation that includes: measuring, by the TMS, one or more parameter values associated with a wheel assembly; and determining, by the TMS, whether the one or more measured parameter values deviate from one or more reference parameter values by one or more predetermined amounts; and after determining that the one or more measured parameter values deviate from the one or more reference parameter values by the one or more predetermined amounts, transmitting, by the TMS, an indication that the one or more parameter values have changed.
  • ECU electronice control unit
  • TMS tire monitoring sensor
  • determining, by the TMS, that the wheel assembly associated with the TMS is in the compromised state includes: receiving from an electronic control unit (ECU), a message indicating that the wheel assembly is in the compromised state.
  • ECU electronice control unit
  • determining, by the TMS, that the wheel assembly is in the compromised state includes: receiving from a device, by the TMS, a remote tagging message indicating that the wheel assembly is in the compromised state.
  • a method of wheel theft detection and notification using a tire pressure monitoring system comprising: receiving from a tire monitoring sensor (TMS), by a first device, a first message indicating a wheel assembly associated with the TMS is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle; determining, by the first device, a location of the wheel assembly; and transmitting to a second device, by the first device, the determined location of the TMS.
  • TMS tire monitoring sensor
  • a method of wheel theft detection and notification using a tire pressure monitoring system (TPMS) by itself or in combination of any of the statements 27-29 comprising: receiving from a first device, by a second device, an indication that a wheel assembly is in a compromised state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle, the indication including an identification associated with the wheel assembly; receiving from a tire monitoring sensor (TMS), by the second device, a message that includes the identification associated with the wheel assembly; and transmitting to the TMS, by the second device, a message to update a current status of the wheel assembly to the compromised state.
  • TMS tire monitoring sensor
  • the present invention may be a system, an apparatus, a method, and/or a computer program product.
  • the computer program product may include a computer readable storage medium (or media) having computer readable program instructions thereon for causing a processor to perform aspects of the present invention.
  • the computer readable storage medium can be a tangible device that can retain and store instructions for use by an instruction execution device.
  • the computer readable storage medium may be, for example, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing.
  • a non-exhaustive list of more specific examples of the computer readable storage medium includes the following: a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD- ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanically encoded device such as punch-cards or raised structures in a groove having instructions recorded thereon, and any suitable combination of the foregoing.
  • RAM random access memory
  • ROM read-only memory
  • EPROM or Flash memory erasable programmable read-only memory
  • SRAM static random access memory
  • CD- ROM compact disc read-only memory
  • DVD digital versatile disk
  • memory stick a floppy disk
  • a mechanically encoded device such as punch-cards or raised structures in a groove having instructions recorded thereon
  • a computer readable storage medium is not to be construed as being transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission media (e.g., light pulses passing through a fiberoptic cable), or electrical signals transmitted through a wire.
  • Computer readable program instructions described herein can be downloaded to respective computing/processing devices from a computer readable storage medium or to an external computer or external storage device via a network, for example, the Internet, a local area network, a wide area network and/or a wireless network.
  • the network may comprise copper transmission cables, optical transmission fibers, wireless transmission, routers, firewalls, switches, gateway computers and/or edge servers.
  • a network adapter card or network interface in each computing/processing device receives computer readable program instructions from the network and forwards the computer readable program instructions for storage in a computer readable storage medium within the respective computing/processing device.
  • Computer readable program instructions for carrying out operations of the present invention may be assembler instructions, instruction-set-architecture (ISA) instructions, machine instructions, machine dependent instructions, microcode, firmware instructions, state-setting data, or either source code or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, C++ or the like, and conventional procedural programming languages, such as the "C" programming language or similar programming languages.
  • electronic circuitry including, for example, programmable logic circuitry, field- programmable gate arrays (FPGA), or programmable logic arrays (PLA) may execute the computer readable program instructions by utilizing state information of the computer readable program instructions to personalize the electronic circuitry , in order to perform aspects of the present invention.
  • These computer readable program instructions may be provided to a processor of a general-purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/ acts specified in the flowchart and/or block diagram block or blocks.
  • These computer readable program instructions may also be stored in a computer readable storage medium that can direct a computer, a programmable data processing apparatus, and/or other devices to function in a particular manner, such that the computer readable storage medium having instructions stored therein comprises an article of manufacture including instructions which implement aspects of the function/act specified in the flowchart and/or block diagram block or blocks.
  • the computer readable program instructions may also be loaded onto a computer, other programmable data processing apparatuses, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatuses or other devices to produce a computer implemented process, such that the instructions which execute on the computer, other programmable apparatus, or other device implement the functions/acts specified in the flowchart and/or block diagram block or blocks.
  • each block in the flowchart or block diagrams may represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logical function(s).
  • the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved.

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  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)

Abstract

Sont divulgués des procédés, des appareils, des systèmes et des produits programmes d'ordinateur permettant une détection et une notification de vol de roue au moyen d'un système de surveillance de pression de pneu (TPMS). Dans un mode de réalisation particulier, une détection et une notification de vol de roue au moyen d'un TPMS supposent de surveiller, à l'aide d'une unité de commande électronique (ECU) d'un véhicule, un ou plusieurs paramètres associés à un capteur de surveillance de pneu (TMS) couplé à un ensemble roue du véhicule. Dans ce mode de réalisation, sur la base desdits un ou plusieurs paramètres surveillés, l'ECU détermine que l'ensemble roue est dans un état compromis associé au fait que l'ensemble roue est démonté du véhicule ou risque de l'être. En réponse à une détermination indiquant que l'ensemble roue est dans l'état compromis, l'ECU déclenche une alarme d'un système de sécurité du véhicule.
PCT/US2023/021266 2022-06-15 2023-05-05 Détection et notification de vol de roue au moyen d'un système de surveillance de pression de pneu WO2023244338A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US202263352405P 2022-06-15 2022-06-15
US63/352,405 2022-06-15
US17/989,765 2022-11-18
US17/989,765 US20230406262A1 (en) 2022-06-15 2022-11-18 Wheel theft detection and notification using a tire pressure monitoring system

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010228486A (ja) * 2009-03-26 2010-10-14 Denso Corp 車両用検出装置
US20170057461A1 (en) * 2015-08-26 2017-03-02 Terrence Gaskin System and method for anti-theft and tracking of an automobile and automobile wheels
FR3075550A1 (fr) * 2017-12-19 2019-06-21 Continental Automotive France Procede et systeme de detection et de tracage d'une roue volee
EP3722162A1 (fr) * 2017-12-06 2020-10-14 Bridgestone Corporation Système antivol de pneu, dispositif de commande de véhicule et procédé de commande de véhicule
JP2022137870A (ja) * 2021-03-09 2022-09-22 株式会社デンソー 車輪監視システム

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010228486A (ja) * 2009-03-26 2010-10-14 Denso Corp 車両用検出装置
US20170057461A1 (en) * 2015-08-26 2017-03-02 Terrence Gaskin System and method for anti-theft and tracking of an automobile and automobile wheels
EP3722162A1 (fr) * 2017-12-06 2020-10-14 Bridgestone Corporation Système antivol de pneu, dispositif de commande de véhicule et procédé de commande de véhicule
FR3075550A1 (fr) * 2017-12-19 2019-06-21 Continental Automotive France Procede et systeme de detection et de tracage d'une roue volee
JP2022137870A (ja) * 2021-03-09 2022-09-22 株式会社デンソー 車輪監視システム

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