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
• • 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
• • 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
  • B60C2200/00—Tyres specially adapted for particular applications
  • B60C2200/14—Tyres specially adapted for particular applications for off-road use

Definitions

• the invention relates to a method and a device for monitoring a tire condition of a vehicle with the features of the independent claims.
• the invention describes a method or a device for monitoring the tire condition of a vehicle.
• the tire pressure on the wheels of the vehicle is monitored.
• the essence of the invention now consists in that the monitoring of the tire condition is carried out on the condition of the surface being driven on by the vehicle. This means that when driving with constantly changing road friction coefficients on the wheels and thus less or more changing power transmission between the wheels of the vehicle and the road, there is an improved pressure loss indicator in the presented invention.
• the monitoring takes place in at least two different monitoring modes, depending on the background. The different monitoring modes differ in that a separate calibration data record is used as the reference data record.
• a design feature of the invention consists in the description of the nature of the ground by means of a signal representing the power transmission between the wheels of the vehicle and the ground. With this signal, it is provided in particular that the power transmission between the wheels of the vehicle and the ground takes place over a time averaging in order to compensate for short-term disturbances or short-term changes in the nature of the ground.
• a further design feature of the invention relates to the determination of the different calibration data sets which are used as reference data sets for monitoring the tire condition.
• the calibration data records are determined as a function of a signal representing the power transmission between the wheels of the vehicle and the ground and / or a command initiated by the driver of the vehicle.
• the signal is generated by a system existing outside the actual monitoring device according to the invention.
• the driver starts the initialization of the respectively valid calibration data set. This can be done, for example, by manually operating a switch.
• a wheel dynamics quantity representing the wheel dynamics is compared with one another at different times. It is particularly provided that the wheel dynamics size is represented by the wheel speed and thus by the speed of rotation of the wheels. For this reason, the wheel speeds for determining the speed of the wheels of the vehicle are determined at regular time intervals.
• the wheel dynamics quantity representing the tire condition is determined by forming the difference between the wheel speeds on at least two wheels in each case.
• it is provided to form the differences in the wheel speeds on the wheels of an axle and / or on the diagonally arranged wheels.
• the sum of the wheel speeds can first be formed on an axle.
• the difference between the sum of the wheel speeds of the wheels on the front axle and the sum of the wheel speeds of the wheels on the rear axle can be formed.
• the difference obtained in this way can then be normalized to the vehicle speed.
• a further, comparable difference formation consists in first forming the sum of the wheel speeds of the wheels on the right side and subtracting the sum of the wheel speeds of the wheels on the left side. The resulting difference can then also be normalized to the vehicle speed. Difference formation is provided by the formation of the wheel speed differences between the front and rear wheels, as well as between the wheels on the right and the left, each normalized to the vehicle speed.
• the calibration data sets based on the calculated differences in the wheel speeds depending on the nature of the surface or the associated power transmission between the wheels of the vehicle and the surface and / or by a command initiated by the driver of the vehicle can be determined and saved.
• the driver initiates the determination and storage of the calibration data record, for example by manually operating a switch, when he detects, for example, that there is off-road driving.
• a particularly advantageous development of the invention consists in a method or in a device for monitoring the tire condition, in which the currently calculated wheel speed differences are compared with the valid calibration data record, which is dependent on the condition of the surface. If the current wheel speed differences in relation to the valid calibration data set lie outside a specified range, the monitoring system detects a malfunction. If a malfunction occurs, the driver of the vehicle can be informed of the change in the tire condition, in particular an optical or acoustic display being provided. Another advantageous embodiment of the invention is that the occurrence of a malfunction is used to modify a brake system present in the vehicle in such a way that critical driving conditions are avoided and at least less damage to the tire occurs. Other vehicle systems can also be modified in function in response to a malfunction. For example, if a malfunction is detected, for example if the tire air pressure is too low, the vehicle speed can be limited.
• a special variant of the invention consists in monitoring the condition of the tire by means of the air pressure prevailing in the tire and / or the state of wear of a tire.
• Another advantage of the invention set out in the main claim and in the subclaims is that the method and the device can be used particularly for use in an all-wheel-drive vehicle, since all-wheel-drive vehicles are used regularly to travel on surfaces with different characteristics.
• FIG. 1 schematically shows the recording of the operating variables for calibration and for monitoring the tire condition of the vehicle, and the forwarding of the error information.
• 2 shows the initialization of the system in a flow chart and the storage of the calibration data records for the two monitoring modes.
• the flow diagram of FIG. 3 shows a preferred monitoring of the tire condition in the two monitoring modes.
• FIG. 1 shows an exemplary embodiment for monitoring a tire condition of a vehicle, which in particular means monitoring the tire pressure on the basis of the measured wheel speeds on the wheels of the vehicle.
• the block 10 contains the monitoring unit 20 and a memory 50.
• the monitoring unit 20 is supplied with speed signals which represent the wheel speeds of the wheels of the vehicle. For clear presentation, however, only the speed signals of the left wheel v FL (22) and the right wheel v PE (24) on the front axle or the left wheel v RL (26) and the right wheel v HR (28 ) marked on the rear axle. An expansion to several axles and additional wheels per axle is, however, easily possible.
• the overall speed of the vehicle is read by the velocity signal v car (30). Furthermore, the state of an initialization by a flag F 1 (40) and the state of the condition of the background by a flag F off (45) are queried in block 20.
• the nature of the surface plays a crucial role in the transmission of power between the wheels of the vehicle and the surface.
• the calibration data records generated after initialization can be stored as reference values for monitoring the state of the row.
• this information can be forwarded to the driver both acoustically and optically by means of a corresponding display (90). Furthermore, the malfunction of the tire condition can be used to intervene in the driving dynamics, for example in an ESP system (80), to improve driving stability.
• FIG. 2 shows an exemplary embodiment of the initialization of the system for monitoring the tire condition and in particular tire pressure.
• the flag F x is queried at regular intervals in step 100. If a set flag Fj is recognized, the initialization of the system is started with the formation of a calibration data record. Otherwise the program is ended until it is started again.
• the speed signals v PL , v FR , v RL , v RR of the individual wheels and the vehicle speed are read in with v car .
• the vehicle speed can be determined, for example, in a manner known per se from the averaged wheel speeds. With the help of these speed signals, differences in wheel speeds are formed.
• the wheel speed differences are formed by the difference between the sum of the wheel speeds of the wheels on the front axle and the sum of the wheel speeds of the wheels on the rear axle, normalized according to the vehicle speed
• a further difference can be formed by subtracting the sum of the wheel speeds of the wheels on the left from the sum of the wheel speeds of the wheels on the right side. The resulting difference can then also be based on the vehicle speed
• the differences in wheel speeds determined are stored as calibration data record II (150) in monitoring mode II.
• the differences in wheel speeds determined are stored as calibration data record I ' (140) in monitoring mode I.
• FIG. 3 shows an exemplary embodiment of the detection of a malfunction in the monitoring of the tire condition, in particular the tire pressure of a vehicle.
• the program outlined is started at predetermined cycles throughout the operation.
• the flow chart essentially represents the comparison of the currently determined differences in wheel speeds with the calibration data sets in the two monitoring modes.
• step 200 the velocity signals v PL, v FR, V RL V RR car un d v are read. With the aid of these speed signals, differences in the wheel speeds are formed in step 210 in accordance with step 120 in FIG. If the system detects a movement of the vehicle with reduced power transmission between the wheels of the vehicle and the ground using the set flag F off in step 220, it compares the differences in wheel speeds determined in step 210 with the calibration data record II in step 270. If the deviation exceeds of the two values a predeterminable amount, a malfunction, in particular a loss of tire pressure, is recognized in step 280 and the driver by an acoustic signal or visual display (90) for information. If the deviation is within the specified limits, the program is ended and restarted on the next cycle.
• a malfunction in particular a loss of tire pressure
• the system recognizes a power transmission between the wheels of the vehicle and the ground under “normal conditions” on the basis of the unset flag F off in step 220, it compares the differences of the wheel speeds determined in step 210 with the calibration data record I in step 240. If the deviation exceeds a predeterminable amount of the two values, a malfunction, in particular a loss of tire pressure, is recognized in step 250 and the driver is informed of this by an acoustic or visual display 90. If the deviation lies within the predefined limits, the program is ended and at restarted next cycle

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Measuring Fluid Pressure (AREA)
• Length Measuring Devices With Unspecified Measuring Means (AREA)

Applications Claiming Priority (3)

Publications (1)

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Family Applications (1)

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• 2002
  • 2002-03-30 DE DE10214455A patent/DE10214455A1/de not_active Ceased
• 2003
  • 2003-02-07 KR KR10-2004-7015196A patent/KR20040091154A/ko not_active Application Discontinuation
  • 2003-02-07 EP EP03745246A patent/EP1492682A1/de not_active Withdrawn
  • 2003-02-07 US US10/509,707 patent/US20060041396A1/en not_active Abandoned
  • 2003-02-07 WO PCT/DE2003/000353 patent/WO2003082614A1/de not_active Application Discontinuation
  • 2003-02-07 JP JP2003580109A patent/JP2005521579A/ja not_active Withdrawn

Non-Patent Citations (1)

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