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    • 专利摘要:
    "method and apparatus for locating vehicle wheel installation positions on a motor vehicle". the present invention relates to a method for locating the installation position of vehicle wheels in a motor vehicle, wherein at least one vehicle wheel has a wheel electronics unit, which comprises the following steps: determining in the portion of wheel electronics unit a first rotational angle position of the vehicle wheel associated with said wheel electronics unit; transmitting a transmission signal with a first portion of rotational angle information dependent on the first determined rotational angle position; determine in the vehicle portion the second rotational angle positions of the vehicle wheels, and depending on these, provide the second rotational angle information; compare the first rotational angle information with the second rotational angle information; determining the installation position of the vehicle wheel associated with the wheel electronics unit depending on said comparison. the invention further relates to such a device.
    公开号:BR112012017197B1
    申请号:R112012017197-6
    申请日:2010-12-09
    公开日:2020-02-27
    发明作者:Alexander Fink
    申请人:Continental Automotive Gmbh；
    IPC主号:
    专利说明:

    Descriptive Report of the Invention Patent for METHOD AND APPARATUS TO LOCATE THE INSTALLATION POSITIONS OF VEHICLE WHEELS IN A MOTOR VEHICLE AND VEHICLE.
    [0001] The present invention relates to a method and an apparatus for locating the vehicle wheel mounting positions on a motor vehicle.
    [0002] A wide variety of causes, for example, ambient wheel pressure, temperature, age of the wheel, etc., mean that the tire pressure of a vehicle wheel is subject to certain changes. In this regard, it has been found that an incorrectly adjusted tire pressure is a significant factor in the case of road traffic accidents. As vehicle safety and reliability are central factors in the automotive sector, it is necessary that the tire pressure is checked regularly for safety reasons only. However, studies have shown that only a few vehicle drivers regularly check tire pressure. For these reasons, among others, modern motor vehicles have tire information devices, such as tire pressure control systems. These tire information devices have wheel electronics installed on the vehicle wheel which measure specific wheel measured values for different measured variables (eg tire pressure, tire temperature, wheel load, etc.) and send the information derived from these to a vehicle receiving device.
    [0003] Tire information systems typically use electronic wheel units which are associated with each vehicle wheel and which send the verified data on the vehicle wheels to a central evaluation device on the vehicle by means of transmission signals. radio frequency. The wheel units
    Petition 870190108076, of 10/24/2019, p. 4/52
    2/39 electronics, which are subsequently referred to as wheel electronics for abbreviation, can be understood to be any device which checks specific wheel information and expresses which can be used to detect error states that possibly occur in the vehicle wheel. In the present connection, the term error state can be interpreted widely and covers all states, properties and information of a respective wheel which can be considered worthy of detection.
    [0004] However, a problem in this regard is that of making an automatic and explicit association between a received transmission signal and the transmitter's initially unknown wheel position, that is, the wheel electronics. Although the wheel electronics can also transmit an identifier which is explicit for said wheel electronics in the transmission signal that is sent, as described in EP 626 911 B1, this, however, does not reveal in which location on the vehicle the said wheel vehicle is actually assembled, that is to say, installed. In addition to the actual detection of an error state, modern tire information systems therefore also involve determining what is known as the installation position of the individual vehicle wheels with reference to the vehicle. The relevant literature also refers to this as location.
    [0005] Against this background, the present invention is based on the object of specifying the location of the vehicle wheels which is as simple and reliable as possible.
    [0006] The invention achieves this object by means of a method and / or by means of an apparatus and / or by means of a vehicle which has characteristics of the invention.
    [0007] Consequently, the following is provided:
    - A method for locating vehicle wheel installation positions on a motor vehicle, in which at least one wheel
    Petition 870190108076, of 10/24/2019, p. 5/52
    3/39 vehicle has a wheel electronics, which has the following steps:
    - the wheel electronics determines a first position of rotation angle for the vehicle wheel associated with said wheel electronics; a transmission signal is sent with a first item of rotation angle information which is dependent on the first determined angle of rotation position; the vehicle determines the second rotation angle positions for the vehicle wheels, and said second rotation angle positions are taken as a basis for providing the second rotation angle information items; the first item of rotation angle information is aligned with the second items of rotation angle information; the installation position of the vehicle wheel associated with the wheel electronics is determined based on said alignment.
    - An apparatus for locating vehicle wheel installation positions in a motor vehicle, specifically using a method according to the invention that has at least one wheel electronics unit which is arranged on a vehicle wheel and which is designed to determine a first pivot angle position for its associated vehicle wheel and send a first pivot angle information item, which is dependent on the first given pivot angle position, to a vehicle receiving device ; which has at least one speed sensor on the vehicle, said speed sensor being designed to determine the respective second rotation angle positions for their respective associated vehicle wheels and take said second rotation angle positions as a basis for providing the second items of rotation angle information; having an evaluation device which aligns the first item of rotation angle information with
    Petition 870190108076, of 10/24/2019, p. 6/52
    4/39 the at least two second items of rotation angle information and takes said alignment as a basis for determining the installation position of the vehicle wheel associated with the wheel electronics.
    - A vehicle, specifically an automobile, which has a plurality of wheels and which has a tire information device which is equipped with an apparatus according to the invention. [0008] The invention is based on the perception that the vehicle wheels which are present in a vehicle generally rotate at more or less different speeds due to various factors, influences and circumstances.
    [0009] This different speed information is then used, according to the invention, to determine the installation position by aligning a rotation angle information item determined by the wheel electronics with a vehicle rotation angle information item. .
    [00010] The inventive evaluation and alignment method described above advantageously also works for sporadic radio transmissions only. However, relatively rare transmissions will typically involve a corresponding increase in the convergence time required for the location. In addition, wheel electronics do not necessarily need to initiate a transmission for each revolution or have made at least one respective transmission at specific time intervals, as is necessary with known methods, but instead it is sufficient if it performs the assessment based on in the number of completed wheel revolutions, for example.
    [00011] It is also not necessary for position detection to be performed for each wheel revolution. This also reduces the energy consumption of the wheel electronics, which is an advantage
    Petition 870190108076, of 10/24/2019, p. 7/52
    5/39 specific due to the local power supply for the wheel electronics and with this limited energy available.
    [00012] In addition, the method according to the invention also has few problems when the vehicle is traveling on uneven or wet roads, that is to say, in the case of roads with a low friction coefficient or in the case of excessive slipping for roads. vehicle wheels. Quite the contrary: a greater or lesser wheel slip is even advantageous for the method according to the invention, since then the individual vehicle wheels differ from each other to a greater degree in terms of their rotational behavior. Consequently, it is also irrelevant how far a vehicle wheel or even the vehicle covers. Only the orientation or angle of rotation of the vehicle wheels is important.
    [00013] Refinements and advantageous developments of this invention can be found in the additional embodiments in combination with the figures in the drawing.
    [00014] In a preferred refinement of the invention, the wheel electronics sends a plurality of transmission signals with a plurality of first items of rotation angle information, which corresponds to the number of transmission signals at different times and aligns said transmission signals with a corresponding number of seconds corresponding items of rotation angle information.
    [00015] Typically, at least two, preferably at least six and specifically even more preferably at least 20 transmitted transmission signals are used to determine the installation position.
    [00016] In a preferred refinement, the wheel electronics send the various transmission signals at a respective angle of
    Petition 870190108076, of 10/24/2019, p. 8/52
    6/39 firmly prescribed rotation which is known by wheel electronics, in which the vehicle determines the second positions of rotation angle for each transmission signal received at the moment of receiving said transmission signal, said second positions of rotation angle rotation being used to derive the second items of rotation angle information.
    [00017] In a preferred refinement, the distribution of the second items of rotation angle information is configured for each vehicle wheel, where the distribution includes the second positions of rotation angle (for example, in a representation from 0 ° to 360 °) derived from the second items of rotation angle information. The installation position is determined by evaluating the maximum values and / or variances of the distribution.
    [00018] In a preferred refinement, that distribution that has the highest maximum values or the smallest variances is determined as the installation position of the vehicle wheel which is associated with said distribution.
    [00019] In a preferred refinement, unusual data in the distribution of the second rotation angle positions are detected and then eliminated before the distribution is evaluated.
    [00020] In a preferred refinement, a grouping of second positions of rotation angle close to 0 ° or 360 ° involves the distribution of the second positions of rotation angle being displaced by a prescribed value on the abscissa, for example, through 90 ° or 180 °.
    [00021] A preferred refinement has a provision for the following: (a) determining the respective second rotation angle positions for each vehicle wheel for at least two transmission signals received in succession by the vehicle's wheel electronics; (b) calculation of different values for the
    Petition 870190108076, of 10/24/2019, p. 9/52
    7/39 respective rotation angle positions with reference to each vehicle wheel; (c) calculating the quotients of the differential values calculated by a value that corresponds to a complete revolution of a vehicle wheel; (d) determination of the installation position as that vehicle wheel that has the lowest quotient.
    [00022] In a preferred refinement, the wheel electronics send at least N transmission signals. The evaluation and determination of the installation position of a vehicle wheel involves the use of at least N / 2, preferably (N-1) and specifically preferably up to N * (N-1) / 2 combinations of the second positions of rotation angle, for each of which steps (b) and (c) are performed, where step (d) involves determining the installation position as that vehicle wheel which cumulatively has the lowest quotients and / or the lowest distribution of quotients.
    [00023] In a preferred refinement, the delay times which are obtained by virtue of the creation of the telegram for the transmission signal by the wheel electronics, delays or waiting times consciously inserted, the sending of the transmission signal, the reception and the evaluation of the transmission signal by the vehicle, the transfer of the first items of rotation angle information obtained from the received transmission signal, the determination and transfer of the second items of rotation angle information and the alignment of the first and second items Rotation angle information is also included in the assessment and alignment.
    [00024] In a preferred refinement, the second rotation speed sensors determine the second rotation speed positions by counting the rise and / or fall of clock edges, where a prescribed number of clock edges corresponds to a complete revolution of a vehicle wheel.
    Petition 870190108076, of 10/24/2019, p. 10/52
    8/39 [00025] In a preferred refinement of the apparatus according to the invention, the speed sensor is in the form of an ESP speed sensor or an ABS speed sensor.
    [00026] The above refinements and developments can, where useful, be combined with each other as desired. Further refinements, possible developments and implementations of the invention also cover combinations which have not been explicitly cited for feature of the invention which have been previously described or which are described below for exemplary embodiments. Specifically, a person skilled in the art will also add individual aspects such as improvements or additions to the respective basic form of the present invention.
    [00027] The present invention is explained in more detail below using the exemplary modalities which are specified in the drawing figures and in which:
    Figure 1 shows a schematic illustration of a vehicle which is equipped with a tire information device according to the invention;
    Figure 2A shows a block diagram of an apparatus according to the invention for locating vehicle wheel installation positions in a motor vehicle;
    Figure 2B shows a flow chart to explain the flow of method one according to the invention for locating installation positions;
    Figure 3 shows a rotation speed sensor;
    Figures 3A and 3B each show the output signals of a speed sensor for a constant speed and a variable speed of the vehicle wheel;
    Petition 870190108076, of 10/24/2019, p. 11/52
    9/39
    Figure 4 shows the configuration of a vehicle with vehicle electronics and associated speed sensors
    Figures 5A-5D show wheel angle position distributions of different vehicle wheels with reference to different wheel electronics;
    Figures 6A and 6B show a three-dimensional and a two-dimensional presentation, respectively, of the distributions of the wheel angle positions of different vehicle wheels for the wheel electronics;
    Figure 7 shows a table with the instants of 20 wheel electronics emissions and the corresponding meter readings and angle positions for two different vehicle wheels;
    Figures 7A and 7B show the distributions of the wheel angle positions for the two vehicle wheels according to Figure 7;
    Figure 8 shows a table with different time differences, the relevant meter readings, the number of revolutions and the difference with reference to a complete revolution for two different wheels;
    Figures 8A and 8B show the distributions relevant to the two vehicle wheels according to Figure 8;
    Figures 9A and 9B show two additional distributions of wheel angle positions in order to explain an exchange;
    Figures 10A and 10B show two additional distributions of the wheel angle positions in order to explain the abnormal detection and deletion of data.
    [00028] In the figures in the drawing, the elements which are the same and have the same function are - unless otherwise
    Petition 870190108076, of 10/24/2019, p. 12/52
    10/39 presented, provided with the same reference symbols in each case.
    [00029] The figure shows a schematic illustration of a vehicle equipped with a tire pressure control device. The vehicle, which in this case is denoted by the reference symbol 10, has four vehicle wheels 11. Each vehicle wheel 11 has an associated wheel electronics unit 12. The vehicle is provided with one (or two or more, for example) central transmission / reception unit 13 which is communicatively connected to the wheel electronics units 12. The wheel electronics units 12 and the transmission / reception unit central 13 are collectively part of a tire information device which, furthermore, has a central controller 14. Said tire information apparatus is also designed to perform the location of the different vehicle wheels 10. Said controller 14 also it has a program-controlled device 15, for example, a microcontroller or microprocessor, and a memory device 16, for example, a ROM or DRAM. Furthermore, vehicle 10 has a driver information system 17.
    [00030] Figure 2A shows a schematic block diagram of the apparatus according to the invention to locate the installation position of vehicle wheels. In this regard, a motor vehicle having a tire information device is first of all provided, said tire information device having an apparatus for locating the installation position of vehicle wheels. This device is denoted by the reference symbol 20 in Figure 2A. The apparatus 20 has at least one wheel electronics unit 21 (two wheel electronics units 21 in the example shown) which are each arranged on a vehicle wheel 22. In addition, the device 20 has a plurality of speed sensors.
    Petition 870190108076, of 10/24/2019, p. 13/52
    11/39 rotation 23 on the vehicle which are each associated with different vehicle wheels 22. Finally, an evaluation device 24 is provided which is connected to the rotation speed sensors 23 via a stability control system 25. Said evaluation device 24 typically comprises a receiving and aligning device (not shown here). The vehicle wheels 22 or the vehicle electronics units 21 provided herein are communicatively connected to the vehicle via a wireless radio connection in order to send the transmission signals X1, X2 to a receiving device - not shown here - in the vehicle, the receiving device of which can be provided in the evaluation device For example, the stability control system 25 can be an ABS and / or ESP system, as a result of which the speed sensors 23 are not connected directly to the evaluation device 24. The connection between the stability control 25 and the evaluation device 24 can be in the form of an internal communication bus, for example.
    [00031] Figure 2B shows a flow chart to illustrate the method according to the invention for locating the installation position of vehicle wheels in a motor vehicle. The method according to the invention is briefly explained below with reference to Figures 2A and 2B:
    [00032] In method step S1, the wheel electronics determines a first angle of rotation position for the vehicle wheel 22 associated with said wheel electronics unit 21. In the subsequent step S2, a transmission signal X1 is first of everything provided which has said position of rotation angle or an item of rotation angle information which is dependent on it. Furthermore, the X1 transmission signal may also contain information
    Petition 870190108076, of 10/24/2019, p. 14/52
    Additional 12/39, for example, specific wheel information, such as tire pressure or tire temperature. This transmission signal provided in this way is then sent by means of a transmission device in the wheel electronics. The X1 transmission signal sent in this way is picked up by a receiving device in the vehicle. In step S3, the vehicle then determines the second rotation angle positions for the vehicle wheels 22, this involves determining not only that vehicle wheel rotation angle position 22 which is associated with the wheel electronics unit 21 which sends the transmission signal X1 but also the determination of the angle of rotation positions of the rest of the vehicle wheels 22. As a result, a number of items of angle of rotation information which typically corresponds to the number of vehicle wheels is obtained. In a subsequent step S4, the first and second items of rotation angle information obtained in this way are aligned with each other and are preferably compared with each other. In the final step S5, the installation position is determined and with this the vehicle wheel 22 associated with the wheel electronics 21 is located based on the alignment that has been made.
    [00033] The text below explains different proposals for aligning the items of wheel angle information determined by the wheel electronics and the vehicle for the location according to the invention: [00034] The invention is based on the perception that vehicle wheels which are present in a vehicle usually rotate at a more or less different speed.
    [00035] The present invention is also based on the wheel electronics being able to determine a specific rotation angle position for the wheel electronics with reference to the vehicle. This information is used when the wheel electronics sends a signal
    Petition 870190108076, of 10/24/2019, p. 15/52
    13/39 transmission (with a corresponding telegram) to the vehicle's receiving device. The telegram in the detection signal to be sent rejects not only the specific wheel information, but also said rotation angle position or the rotation angle information items derived from it. In this case, it is irrelevant and occasionally not advantageous for the wheel electronics to know precisely the exact measured angle of rotation position. It is merely important that the wheel electronics and / or the evaluation device in the vehicle can determine the angle of rotation position at which the wheel electronics send the transmission signal of the measured angle of rotation information item, for example, using known calculation times, transmission periods, vehicle speeds and the like. The invention is also based on the vehicle being provided with a rotational speed sensor for each vehicle wheel, for example, as part of an ESP or ABS system. Said rotation speed sensor can be used to determine the rotation speed signal pulses and, derived from them, the precise wheel angle positions with reference to the vehicle.
    [00036] The concept of the present invention thus involves wheel electronics transmitting transmission signals repeatedly. Said wheel electronics always transmit said transmission signals in precisely the same and at least one precisely known angle of rotation position, which can be determined by the wheel electronics or can be deduced by the evaluation device. When said transmission signal is received by the vehicle, the respective wheel positions are determined by the vehicle, for example, by means of the rotation speed sensor, at the time of reception or at least in an instant that is derived from this and the instant transmission.
    Petition 870190108076, of 10/24/2019, p. 16/52
    14/39
    WHEEL ORIENTATION, WHEEL ANGLE POSITION [00037] Figure 3 shows schematically a speed sensor. The reference symbol 30 in Figure 3 is used to show a reference disk for measuring speed of rotation and determining the angle of rotation for a vehicle wheel. Such disk 30 is associated with each of the vehicle wheels and, as an example, is permanently connected to the geometric axis of rotation of the respective vehicle wheel 11. Disk 30 has a prescribed number of (separate) segments which can be used to determining the exact rotation angle. As an example, the disks currently have 48 segments, 33 of which are separated from each other by an intermediate region. In Figure 3, a rotational speed sensor 31 is also provided which is in mechanical, electrical or optical contact with the disk 30 through a support 32. The support 32 can also contain an apparatus for evaluating the electrical signal provided by the sensor rotation speed 31. As an example, this evaluation device can count and evaluate the pulses counted by the rotation speed sensor 31 and can take them as a basis to determine a current rotation angle position. The different segments 33 on the disc 30 can be detected using the speed sensor 31. For each change between a segment on the disc 30 and an adjacent segment, a barrier is produced, so that when there are 48 segments on a disc 30 it is possible to count a total of 96 barriers per revolution of complete wheel. Figures 3A and 3B show the respective output signals from a speed sensor for a constant speed of the vehicle wheel (Figure 3A) and for a variable speed of the vehicle wheel (Figure 3B). In this case, the output signals are represented as square-wave pulses of amplitude
    Petition 870190108076, of 10/24/2019, p. 17/52
    15/39 constant that occur successively. When the speed is increasing, the square wave pulses become narrower, and at a lower speed the square wave pulses become wider.
    [00038] Rotation speed sensors usually do not have a defined zero position, which means that it is not possible to indicate an absolute angle position. Therefore, a segment 33 or a tooth in the speed sensor 31 can be defined as a reference point or zero point, for example, at a specific time, for example, when the vehicle ignition and consequently the controller installed in the vehicle are connected. With reference to this position of rotation angle, the subsequent wheel angles can then be calculated based on the edges subsequently being counted. After each pass of - in the example cited - 96 edges (in the case of rotation in the same direction), the reference position is reached again and with this a complete revolution has been carried out.
    [00039] When counting the edges, it is necessary to note the direction of movement of the wheel (forward, backward), that is, whether the edges are added or subtracted from the current position. As an example, the direction of movement can be determined by evaluating all four signs of rotation speed. In addition or alternatively, the direction of movement can also be determined or plausibly verified using additional measured variations, for example, vehicle acceleration, vehicle rotation (specifically yaw or incline behavior, etc.). The knowledge of the gearbox speed selected by the driver or the automatic steering system can also be assessed for this purpose. Finally, it is also possible to use special new generation wheel speed sensors, which,
    Petition 870190108076, of 10/24/2019, p. 18/52
    16/39 from the beginning, provide information regarding whether the vehicle wheel is turning forward or backward. With this, at any desired time, there is always a current direction of rotation orientation available for the vehicle wheels.
    [00040] Alternatively, it would also be conceivable to specifically use such alignment methods as they are capable of dispensing an absolute rotation position (that is to say the angle of rotation position) of the vehicle wheels. In this case, as an example, the reference is always made only to the rotation of the covered wheel between two times, which is determined by the number of edges.
    [00041] The rotation speed signals of the rotation speed sensor are typically made directly available to a vehicle's brake or stability control system. Direct branching of the transmission signals to other vehicle systems, such as the tire information device, is usually undesirable or, for safety reasons, not permissible, in order to prevent said signals from being corrupted. The rotation speed signals can therefore be coupled to a communication bus in the vehicle after pre-processing by the brake or stability control system, so that the rotation speed signals are therefore available for other systems. In the case of transmission signals cyclically sent from the wheel electronics, the number of edges counted from the speed sensors since the most recently sent transmission signals is sent. A typical cycle time for the transmission of a respective transmission signal is between approximately 10 ms and 20 ms.
    ALIGNMENT [00042] When the transmission instants of the received transmission signals are aligned with the angle positions
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    17/39 associated, it is possible to establish a fixed relationship between the transmission moments of radio transmissions of any combinations of wheel electronics units and speed sensor which are associated with the same vehicle wheel over a Tx evaluation period considered. In this case, each wheel electronics unit uses the telegram in its transmission signal to send an explicit identifier which makes it possible for the vehicle to identify the respective wheel electronics.
    [00043] The vehicle configuration shown in Figure 4 with the RA - RD wheel electronics units and the associated speed sensors D1 - D4 produces the relationship shown in the table, for example, where X denotes a coincidence and - - denotes a non-coincidence. X indicates that there is a fixed relationship between the moments of transmission of emissions from a RA - RD wheel electronics unit and the associated FL, FR, RL, RR vehicle wheel. An emission is subsequently understood to mean the transmission signal transmitted by a wheel electronics unit.
    D1 D2 D3 D4 FROG X - - - RB - - X - RC - X - - RD - - - X
    Table 1 [00044] A match for an RA - RD wheel electronics unit will only exist with a FL, FR, RL, RR signal vehicle wheel which is respectively associated with said RA - RD wheel electronics unit, since all of the vehicle's wheels typically turn individually during travel. So, as an example, a vehicle wheel on the outside of a curve should cover a greater distance than a vehicle wheel on the side
    Petition 870190108076, of 10/24/2019, p. 20/52
    18/39 inside a curve, and it therefore rotates at a higher angular speed. Furthermore, a tractioned vehicle wheel usually encounters greater slippage than an untractioned vehicle wheel, which means that the tractioned vehicle wheel spins slightly faster. In addition, differences such as tire inflation pressure, tread depth, tire size (for example, as a result of undesirable production variations), etc. result in different angular speeds for the vehicle wheels.
    [00045] Ideally, an assessment for RA - RD wheel electronics units in a vehicle results in the relationships shown in Figures 5A-5D.
    [00046] The text below is based on a car that has a total of four vehicle wheels FL, FR, RL, RR, each of the said vehicle wheels FL, FR, RL, RR having a wheel electronics unit Associated RA - RD and an associated rotation speed sensor D1 - D4, respectively. In this case, a receiving device associated with the respective RA - RD wheel electronics unit in the vehicle captures the respective emissions, that is, the transmission signals sent by the different RA - RD wheel electronics units.
    [00047] For the sake of better understanding, the four emissions associated with the different wheel electronics units are shown in four figures, Figures 5A-5D, where RA RD respectively denotes the four wheel electronics units. Furthermore, each of said Figures 5A to 5D contains four figure elements, each of which shows the distribution of the wheel angle positions as the number of hits for each installation position in the event of an emission by the respective electronics units wheel RA - RD, with FL, FR, RL, RR
    Petition 870190108076, of 10/24/2019, p. 21/52
    19/39 denoting the installation positions of the respective RA - RD wheel electronics units for a vehicle wheel - front left, front right, rear left and rear right. In this case, the distribution shows the number of hits separately for each installation position FL, FR, RL, RR, that is, the number of hits per wheel angle position which was measured by the wheel angle sensor when an emission was received.
    [00048] The illustrations in Figures 5A-5D show the wheel angle positions which were thus captured in the form of a three-dimensional distribution (what is known as a histogram), in which the black circles each represent the angle positions of wheel from 0 ° to 360 ° and the peaks or deflections which stand out from the said black circles each one represents the correctness for this position of the wheel angle. The ordinate plan shows the number of respective adjustments for emissions in the case of a specific wheel angle position.
    [00049] Figures 5A-5D each show 20 emissions and with this 20 transmission instants (emission instants) outlined on the respective rotation positions of the four 0360 ° vehicle wheels. For each RA - RD wheel electronics unit, there is a corresponding installation position for a vehicle wheel FL, FR, RL, RR for which all the wheel positions determined for this time of issue coincide. No or virtually no match can be found for the other three vehicle wheels FL, FR, RL, RR. In addition, it can be seen that an absolute indication of the position of the wheel angle is not absolutely necessary for an explicit association.
    [00050] The presentations in Figures 5A-5D can thus be interpreted to mean that an appropriate FL, FR, RL, RR vehicle wheel with coincident emissions is always oriented in the
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    20/39 same mode in the case of an emission to the vehicle wheel angle position or that an entire number of wheel revolutions is always performed between two successive emissions.
    [00051] In reality, such exact coincidences are very unlikely. As an example, this is due to the processing times in the controller, the delay times for receiving and further processing the transmission signals, uncertainties in the recognition of angle position in the wheel electronics, noise, etc. Consequently, an illustration of the three-dimensional histogram shown in Figure 6A will be more readily obtained, with only the relationship between the different emissions for the RA wheel electronics unit being shown in this case. Figure 6B shows another presentation in the form of a histogram, said another presentation showing the distribution of emissions over the wheel positions in a somewhat different way. In principle, the vehicle wheel is sliced from 0 ° to 360 ° and outlined in a straight line. This presentation is used subsequently.
    [00052] Figure 6B shows that the wheel angle values in the case of the appropriate vehicle wheel, that is, in the case of the vehicle wheel with a coincident wheel angle position, do not exactly match for each radio transmission. On the contrary, a statistical grouping is obtained for an angle range which typically has a clearly identifiable average and a certain variance. However, there remains a distinct identifiable relationship between the RA wheel electronics unit and the associated FL left front vehicle wheel. The evaluation method outlined below is used to determine these relationships between the RA - RD wheel electronics units and the associated FL, FR, RL, RR vehicle wheels on an abstract basis.
    EVALUATION METHOD: DETERMINATION OF REVOLUTIONS
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    21/39
    NUMBER, INTERPOLATION OF COMMUNICATION BUS WHEEL SPEED SIGNS [00053] In principle, it is possible to use various concepts to assess the relationship between emissions by the wheel electronics units and the wheel directions in the information device controller of tire. Several proposals are described below, said preference proposals also being combined with each other:
    1. Grouping / concentration of emissions by a wheel electronics unit for a specific wheel orientation: [00054] Figure 6B shows that emissions always occur at a wheel angle position and with that in an instant when the wheel Left front FL vehicle adopts an orientation angle of approximately 45 °. By comparison, it is not possible to see any such relationship between emissions for the other vehicle wheels FR, RL, RR.
    [00055] The existing groupings, which, therefore, allow the influence on the coincidence between the emissions and the vehicle wheel, are numerically quantified in this first proposal. For this purpose, it is possible to calculate the statistical variance in the correctness for the determined wheel angle position, for example. It is evident that the dispersion of hits in the graph in Figure 6B with reference to the rotation position is much less for the left front vehicle wheel FL than that for the distribution of the rest of the FR, RL, RR vehicle wheels.
    [00056] Alternatively, it would also be possible to evaluate the maximum (the maximum number of hits in a wheel angle position) within the four different histograms. Thus, as an example, Figure 6B shows the value 5 for the vehicle wheel FL coincident, that is to say, 5 emissions were received with the same position of
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    22/39 wheel angle, while only values of 1 or no more than 2 exist for the other vehicle wheels FR, RL, RR.
    [00057] However, since these are again noisy ideal measured values, it makes sense not only to evaluate the individual value of the respective maximum, but also to evaluate the values which are together in the region of the maximum. Depending on the numbers of these measured values, a more or less explicit presentation is then obtained, with the distinction being able to be increased the more measurement results and thus emissions are included. It is naturally advantageous to combine both methods mentioned above, that is, the evaluation of the variance in the distribution in combination with the evaluation of the maxima.
    2. Coincidence between time intervals in two wheel electronics emissions and entire wheel revolutions: [00058] The left front vehicle wheel FL usually performs a number of approximately entire revolutions between two emissions by the RA wheel electronics unit. Whether a vehicle wheel performs integer revolutions can be determined very well by what is known as a modular division. In this respect, it is possible to use the number of wheel speed sensor edges since the last emission, for example, 960 edges for 10 revolutions at 96 edges per revolution. If the remainder of a modular division by the number of edges results in zero for a complete revolution, the relevant vehicle wheel performed an entire number of revolutions.
    [00059] In practice, however, it is discovered instead that emissions by wheel electronics do not happen at exactly the same location, for example, as a result of inaccuracy in position detection, clock time for signal processing only in specific time intervals in the electronics of
    Petition 870190108076, of 10/24/2019, p. 25/52
    23/39 wheel, etc., which means that the relevant vehicle wheel does not always precisely carry out a revolution. In practice, slight deviations will always arise in relation to a complete revolution, for example, in the case of 962 edges the remainder of the modular division is then 2, specifically if a longer consideration period and with this a greater number of revolutions are involved.
    [00060] Furthermore, the proposals that have been known generally until today refer to a comparison for individual intervals between two successive emissions by the wheel electronics units. If, as an example, there are only two emissions per wheel electronics units available at the successive times T1 and T2 and thus changes in angle on the four vehicle wheels (FL, FR, RL, RR) are followed by a search for revolutions of whole number, the accuracy of recognition will be restricted, specifically if the vehicle wheels have turned only slightly differently in these periods. The same effect is obtained for additional measurements at moments T3, T4, T5, T6.
    [00061] The method according to the invention thus involves proposing what is known as a cumulative method that greatly improves the performance of position recognition. The cumulative method allows all possible combinations to be evaluated, that is, not only T1-T2, T2-T3, T3-T4, etc. In this case, in the case of emissions / measurements at T1, T2, T3, T4, T5, T6, the following combinations are evaluated, for example:
    T1-T2,
    T1-T3,
    T1-T4, T1-T5, T1-T6,
    Petition 870190108076, of 10/24/2019, p. 26/52
    24/39
    T2-T3,
    T2-T4,
    T2-T5, T2-T6, T3-T4, T3-T5, T3-T6, T4-T5, T4-T6, T5-T6.
    [00062] With this, with n different measurements T1 to Tn a total of n * (n-1) / 2 combinations which can be examined is usually obtained. It can be seen that the advantage in comparison with the aforementioned simple method becomes greater and greater the more measured values n are available. The advantage is based less on an assessment between two events, but on the contrary in consideration of the entire relationship between preferably all or at least a relatively large number of issues.
    [00063] It has already been explained above how the wheel angle position or the orientation of the vehicle wheels can be reconstructed at any time based on the pulses of the wheel speeds. A difficulty arises in this case, when the pulses are provided by another controller in a message over a communication bus. These messages are usually not sent precisely at the instant of radio transmissions in which information is required, however. In this case, the wheel angle positions are reconstructed at a desired time so that interpolation methods can be applied within the message reception instances on the communication bus. A cycle time between approximately 5 ms and 100 ms is
    Petition 870190108076, of 10/24/2019, p. 27/52
    25/39 accurate enough for this.
    [00064] The text below describes an example to clarify the two assessment methods described above with reference to table 2 in Figure 7:
    [00065] Table 2 in Figure 7 shows - for 20 emissions by a wheel electronics unit - the meter readings available for these moments T1 - T20 for the counted edges and the corresponding angle positions for two different wheels. At each T1 - T20 moment, the current orientation is determined with two wheels. Additional vehicle wheels have not been shown in the Table
    2. The angle orientation of the vehicle wheels is determined based on the passing vehicle wheel pulses. The number of pulses / number of edges was reset to zero, for example, when the controller was turned on, and was then counted continuously further. In the example in Figures 7-7B, the displacement was strictly forward, which means that the number of pulses increases with a strict monotony as the instant of transmission of the telegrams increases. The wheel orientations are obtained by virtue of the modular division by the number of pulses per revolution (360 ° = 1 revolution) and by a subsequent coincidence of the pulses for an indication of degrees.
    [00066] Figure 7 shows that the first F1 vehicle wheel always assumes an orientation of approximately 240 ° when the wheel electronics is transmitting the transmission signals. No such relationship can be seen for the other vehicle wheel F2 these relationships are shown in Figures 7A and 7B in the form of a histogram. It is straightforward to see that, in the case of the F1 vehicle wheel, the orientations are very highly concentrated in one position, with no regularity being evident for the F2 vehicle wheel. This corresponds to the first evaluation method outlined above.
    Petition 870190108076, of 10/24/2019, p. 28/52
    26/39 [00067] The text below describes the second evaluation method mentioned above with reference to Figures 8 to 8B: this method involves evaluating the differences between two respective transmission moments. In the case of 20 T1 - T20 transmission instants, 20 * 19/2 = 190 combinations are therefore obtained. Table 3 shown in Figure 8 first shows the pulses / edges counted between the respective transmission moments and the number of wheel revolutions which is calculated from these. In addition, a difference in degrees is shown for wheel revolutions compared to a complete wheel revolution.
    [00068] It should be noted that the difference in a whole number of wheel revolutions is indicated as an absolute angle. Alternatively, it would naturally also be possible to assess a relative deviation from the number of wheel revolutions.
    [00069] Table 3 in Figure 8 shows that in the case of the first F1 vehicle wheel there is quite a whole number of revolutions between two emissions, while this is not the case with the F2 vehicle wheel. This can again be shown with the aid of two histograms in Figure 8A for the first vehicle wheel F1 and in Figure 8B for the second vehicle wheel F2. In this case, the deviations are each outlined with respect to a complete wheel revolution. Based on these graphs, it can be seen that the mathematical methods of the first evaluation method described above can be applied in order to determine a coincidence and thereby for an alignment.
    [00070] In summary, it can be established that the first method mentioned above is oriented to the current orientations (that is to say absolute, of the vehicle wheels at the respective moments of transmission and the second method is based on the relative lengths between two emissions, that is that is, the relative orientation.
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    27/39
    Although both methods are not completely independent of each other, a combination of both methods for the evaluation results in an even better performance for position allocation.
    OPTIMIZATION OF THE PROPOSED METHODS [00071] The first method described above involves a search for clusters / concentrations within the distributions, that is, histograms. This can be done using commonly known statistical proposals, such as determining the standard deviation variance. However, it must be kept in mind in this case that an angle of revolution of 359 ° is also close to an angle of 1 °, and the angle of 360 ° even corresponds to the angle of 0 °. If groupings for the rotation angles are obtained in these marginal angle ranges, as shown in Figure 9B, for example, the evaluation using the known statistical proposals would become difficult. As a solution, the conventional statistical proposals mentioned above are expanded. As an example, this is done by modifying the above method so that the displaced distribution is displaced by a specific interval circularly along the rotation of the wheel beyond the limits of the value range, or else reflections are used. In principle, however, it must first of all be detected that there is such a distribution over the limits of the value range. This is shown in Figures 9A and 9B. The illustration in Figure 9A shows the same, but shifted distribution as that in Figure 9B, but the distribution in Figure 9A was shifted only by an absolute value of approximately 180 ° compared to the original distribution in Figure 9B.
    [00072] An additional problem is that unusual data is repeatedly found in practice in the distribution of wheel angle positions. As an example, this unusual data can
    Petition 870190108076, of 10/24/2019, p. 30/52
    28/39 be caused by identification errors for the rotation position inside the wheel electronics or else by calculation problems with the controller, for example, by time delays in the transmission signals which are sent and received. This effect can be expected specifically often when the wheel electronics sends highly noisy transmission signals, for example, caused by an unevenness in the road or the like, in an incorrect transmission position and thus an incorrect rotation angle position. To a certain degree, a low variability in distribution can always be expected, as has also been shown in previous histograms, specifically when the intention is to evaluate a multiplicity of transmissions. The above methods usually also handle these dispersions well.
    [00073] Problems are more readily caused by isolated abnormal data, as shown in the histogram in Figure 10B, where there are abnormal data of approximately 60 ° and 80 °. If the aforementioned statistical methods are now applied, such as calculating the variance, a much worse assessment of the concentration around the mean will become evident at approximately 160 ° for the example in Figure 10B. First, the mean of the distribution is undesirably shifted to the left by the two abnormal data at 60 ° and 80 °. Second, dispersion is increased. For this reason, the influence of abnormal data is eliminated when optimizing the method, for example, preceding the statistical evaluation with a pre-processing performance in which the abnormal data is isolated, at 60 ° and 80 ° in Figure 10B , are detected and removed from the statistical evaluation. Figure 10A shows the distribution adjusted in this mode. This method of detecting abnormal data can be used for both the first evaluation method and the second evaluation method.
    Petition 870190108076, of 10/24/2019, p. 31/52
    29/39
    INTERRUPTIONS AT THE WHEEL SPEED SIGNAL [00074] It is advantageous for the methods described above that the in-vehicle controller for the tire information system is continuously provided with correct rotation speed information, so that the wheel orientations can be correctly rebuilt. However, in practice, there are also situations in which this is not done. First, there may be faults on the internal communication bus, as a result of which such speed information may be lost. Second, the controller can assume that a vehicle wheel is spinning forward, since a forward gear has been selected, for example, but the vehicle is rolling backwards, for example, on a slope. In addition, it may also appear that the vehicle is rolling, but there is no direction information available in this regard. In all cases cited, this results in an incorrect wheel orientation being calculated for subsequent transmission times. This means that the evaluation cannot be performed correctly, since, as an example, a plurality of groupings in the distribution can arise in the case of the resulting histograms for a vehicle wheel.
    [00075] In this regard, it is possible to use evaluation methods which are capable of recognizing a plurality of groups, this being comparatively complex, however.
    [00076] Alternatively, it would also be conceivable and advantageous that the first evaluation method involves processing always being applied to the time intervals in which it was possible to determine contiguous and also correct wheel orientations. The final allocation of the transmission positions then requires a general consideration of the individual time slots. In the case of the second evaluation method, the implementation is even more
    Petition 870190108076, of 10/24/2019, p. 32/52
    30/39 simple. In this case, the integer revolutions between two instants of transmission are only sought between two instants which come from the same time interval with contiguously correct wheel orientations. A special consideration at the end is no longer necessary, as this only involves a relative consideration of the wheel orientation rather than an absolute consideration of the wheel orientation, however.
    [00077] Interruptions in the correct determination of wheel orientations can be established in different ways:
    [00078] Losses of a message on the communication bus can be detected from a discontinuity in cyclic processing, for example. The vehicle bearing without direction information is recognized from the fact that it is possible to see the edges in the rotation speed information, but currently there is no direction information available. The bearing in the wrong direction can be recognized, as an example, due to a plausibility check using other vehicle signals, such as vehicle acceleration, speed, etc. In principle, this will also appear only when the vehicle speed is very low or is occasionally zero, since only then is it possible to change between a forward gear and a reverse gear.
    ALLOCATION OF TIRE POSITION / CONVERGENCE CRITERIA [00079] The assessment of emissions groupings in relation to the wheel angle is the basis for the location of the wheel electronics. However, determining the installation positions on the vehicle also requires an additional step which allocates the correct installation positions on the vehicle to the wheel electronics and thereby the associated vehicle wheels. This allocation can be made based on different criteria which can also be combined
    Petition 870190108076, of 10/24/2019, p. 33/52
    31/39 with each other:
    Significance criteria:
    [00080] An assessment of the association with a vehicle wheel is performed for each wheel electronics unit. This involves determining the numerical measure of the association between a wheel electronics unit on each vehicle wheel, for example, using the assessment methods described above. Based on the coincidence between the emissions and the wheel angle positions, a more or less explicit image is obtained. In addition, a measure of significance per unit of wheel electronics is generated which assesses the relationship between coincidences, specifically how significant the association with the vehicle wheel most likely becomes. If this measure exceeds a prescribed limit, an explicit association or a probable association which meets at least one of the criteria of significance is possible.
    Inconsistencies in the association:
    [00081] In principle, it is possible that two wheel electronics units are apparently capable of being associated with the same vehicle wheel based on the evaluation methods and the results obtained from them. Such inconsistencies in the association must be recognized. In these cases, an association between the wheel electronics and the respective installation positions is first of all prevented or suspended. An allocation is then made preferably based on a direct comparison between the measures of significance for all wheel electronics units and vehicle wheels.
    Number of radio broadcasts processed:
    [00082] The more emissions received are processed, the safer an association becomes in general. It is, therefore, advantageous to prescribe a minimum number of emissions which need to be at least present and evaluated before an allocation. In this
    Petition 870190108076, of 10/24/2019, p. 34/52
    In this context, it is advantageous to prescribe a minimum number of emissions received per unit of wheel electronics, for example, at least 5 and more preferably at least 10 and even more preferably at least 20.
    Premature allocation:
    [00083] If three wheel electronics units are already capable, with a very high level of certainty, of having their installation positions associated, it is possible, in the case of four wheel electronics units or vehicle wheels, to dispense with performing the evaluation of the fourth remaining wheel electronics unit and with it the hitherto vacated fourth installation position. The search function can then also be terminated. Similarly, if an association is already possible for the vehicle wheels on an axle, this association can also be made at this location. This is advantageous if, for example, only one axis association is required as a result of different axis pressures that must be monitored. In this case, it is now possible to monitor the tire inflation pressures, for example - regardless of the information on the vehicle side.
    [00084] Many and diverse combinations of the items above are conceivable, for example, using the AND and / or OR functions. In addition, special cases can also be implemented: If, for example, an association is possible based on very explicit measures of significance, then it would also be possible to dispense with the requirement for a minimum number of emissions, for example.
    [00085] On the other hand, the location would be completed as quickly as possible. On the other hand, the vehicle wheels on the vehicle turn only slowly in relation to each other during travel in most driving situations. Consequently, it takes more or less time before differences
    Petition 870190108076, of 10/24/2019, p. 35/52
    33/39 explicit in the alignment methods become evident and a safe association is possible. Usually, a compromise between a quick location on the one hand and a safe location on the other hand is therefore appropriate and desirable.
    A TRANSMISSION INSTANT: SENDING INSTANT AND RECEIVING INSTANT FOR SENT AND RECEIVED TELEGRAMS [00086] The wheel electronics (transmission end) performs the following steps:
    1. Wait for the moment of transmission of a transmission (transmission of a complete telegram) by a wheel electronics unit. As the wheel electronics typically do not ship continuously, however, and there is often a minimum prescribed interval for two emissions, a wheel electronics unit must in each case wait for a slice of time for transmission, for example, every 15 s.
    2. Detect a prescribed orientation or angle position for the vehicle wheel whose orientation or angle position requires a signal to be sent. Alternatively, it is also possible to recognize a current orientation for the vehicle wheel, in which case this information is also sent in the telegram in the transmission signal.
    3. Compile the telegram into the transmission signal; prepare the radio broadcast.
    4. Start sending a transmission (emission) signal which has a complete telegram.
    5. Finish sending the transmission signal. A complete telegram was sent.
    6. Return to method step 1.
    [00087] The receiving device (receiving end) on the
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    34/39 vehicle performs the following steps:
    The. Wait for a transmission signal with a complete telegram.
    B. Detect the start of a radio broadcast.
    ç. Detect the end of the radio transmission.
    d. Possibly transmitting a time stamp with information about the instant of the radio transmission.
    and. Return to.
    [00088] The instant b. at the receiver end corresponds to time 4. at the transmission end. As it is important that the evaluation unit in the vehicle, that is to say, at the receiver end, knows when the transmitter end wheel electronics determined a wheel orientation, instant 2 is effectively sought. This is usually difficult. The receiver, therefore, will usually more readily determine the instant c., That is, the instant at which the telegram was received without error. In principle, it is also possible, but does not make an absolute sense, to determine the instant b. when decreases in radio transmission occur from time to time during the reception of a sent and received transmission signal. For instant c., It is generally readily possible to deduce instant b., However, since it is typically known how long a radio transmission typically lasts. This knowledge is obtained based on the volume of data that a complete transmission record contains and for the transmission of which a transmission device in the wheel electronics requires a known period. In this case, it is then only necessary to deduce the instant 2 from the instant 4. This is possible when the delay time is determined by analyzing the behavior of the wheel electronics. Consequently, it is possible that instant 2 is deduced in the controller and that the four wheel orientations or
    Petition 870190108076, of 10/24/2019, p. 37/52
    35/39 wheel angle determined by the wheel electronics are determined for said instant.
    [00089] An additional delay may arise when the telegram is transmitted to the evaluation unit / controller of an external receiving unit outside the controller via a communication bus. In this case, a time stamp for the radio transmission can also be transmitted in the message. Alternatively, it would also be conceivable to observe a known, constant delay, which is required for transmission on the communication bus, for communication. This delay can then be subtracted again from the controller.
    [00090] In general, it is of course also desirable to keep all the delays which are present as short as possible in order to process all the information as much as possible in real time and without corruption.
    [00091] For the behavior of wheel electronics, it makes sense to expand the sequence described so far. In practice, it is occasionally the case that a wheel orientation cannot be determined, for example, when signals with a high noise level are available. For example, this occurs when a road on which the vehicle is traveling has severe irregularities. If it is not possible to detect an orientation or a time is exceeded during recognition, this needs to be established in the wheel electronics. In this case, a radio telegram is usually still sent in order to send the current information about the tires, such as the tire inflation pressure, to the controller for monitoring. In this case, it is then necessary that the wheel electronics also send a warning in the telegram to the effect that an issue which is not related to the guidance is involved. With this, the controller only processes the information sent,
    Petition 870190108076, of 10/24/2019, p. 38/52
    36/39 but does not evaluate the radio transmission time for the location. [00092] When determining moment 2., there are also other factors which can play a role and therefore need to be kept in mind. These are briefly explained below:
    [00093] It is known that transmissions by tire sensors have what are known as black dots. These are wheel angle positions in which reception of a telegram by the receiver in the vehicle is difficult or totally impossible. This can be attributed to the radio connection being impaired by body parts, for example. So it makes sense not to always emit in the same position, but instead also incorporate a random delay and thus the wheel angle shifted before the actual radio transmission, so that the most uniform distribution of emissions possible over the complete wheel circumference of 360 ° is achieved. For the transmission by wheel electronics, it is therefore important that the telegram contains information about the respective random delay. This delay can then be subtracted again in the controller in order to obtain the original instant of position recognition within the wheel electronics. Furthermore, it may repeatedly occur in practice that single transmissions are not received correctly, for example, due to radio interference or cancellations as a result of emissions by other wheel electronics units at the same time. For this reason, it is advantageous to send the information from the wheel electronics units redundantly. Consequently, single frames or broadcasts are sent which contain identical information.
    [00094] In practice, not every frame will be sent to a defined wheel orientation, but instead the predefined orientation will be determined for the first frame and then the other frames
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    37/39 will be transferred in a defined pattern. Within the context of position-based sending by wheel electronics units, it is therefore also necessary that the original detection of the orientation is also deduced only from the reception of one or two of the frames in a burst. This requires each frame to carry information about which frame is within the burst. With this knowledge and the knowledge of the pause times between frames, the controller can then progressively deduce the original detection time. [00095] It must be emphasized once again that this is not absolutely necessary for the wheel electronics to recognize a specific orientation and issue said orientation. Alternatively, it is also possible to recognize any guidance, broadcast on the latter and also send the respective guidance information on the transmission signal that is sent. In the controller, it is also possible to search again for a coincidence between the transmission moments and the wheel angle positions of this information. The described methods can be easily adapted to this. In principle, however, it is simpler to recognize a prescribed orientation than to determine an orientation continuously.
    [00096] Although the present invention has been described above with reference to preferred exemplary embodiments, it is not limited to this but rather can be modified in a wide variety of ways.
    [00097] The present invention is not necessarily limited to a tire information device which is used in an automobile. On the contrary, the invention can be used for any vehicles, such as HGVs, buses, motorcycles, trailers without traction, etc. Specifically, the invention is also not limited to the described number of vehicle wheels in the vehicle, it is also possible to locate more or less than 4 wheel electronics units. Rather than
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    38/39 wheel location, an axle location would also be conceivable and advantageous.
    [00098] At this juncture, it is highlighted that the invention also refers to the location of tires as such, that is to say that the patent embodiments are also capable of being read within the context of devices and methods for locating at least one tire in a vehicle. In this case, the term vehicle wheel would then need to be notationally replaced by tire in the remainder of the order.
    [00099] Specifically, the invention is not limited to the way in which the tire electronics determine a wheel position in which an emission is intended to occur. This can be done in any mode, such as the evaluation of a gravity information item which has been determined by a gravitation sensor, an acceleration information item, its derivation, etc.
    LISTING OF REFERENCE SYMBOLS
    Vehicle
    Vehicle Wheels
    Wheel electronics
    Transmitting / receiving devices
    Controller for the tire information device
    Program-controlled device, microcontroller
    Memory device
    Vehicle information system
    Device
    Wheel electronics
    Vehicle wheel
    Receiving device
    Evaluation device
    Stability control system
    Petition 870190108076, of 10/24/2019, p. 41/52
    39/39
    Disco
    Rotation speed sensor
    Support
    Segments on the disk
    RA - RD Wheel electronics units
    D1 - D4 Rotation speed sensors
    S1 - S5 Steps
    T1 - T20 Transmission instants
    FL, FR Installation position / left and right front vehicle wheels
    RL, RR Installation position / left and right rear vehicle wheels
    F1, F2 Vehicle wheels
    X1, X2 Transmission signals
    权利要求:
    Claims (14)
    [1]
    1. Method for locating the installation positions (FL, FR, RL, RR) of vehicle wheels (11, 22) in a motor vehicle (10), in which at least one vehicle wheel has wheel electronics ( 12, 21), with the following steps determining (S1) by the wheel electronics (12, 21) of a first vehicle wheel rotation angle position (11, 22) associated with that wheel electronics (12, 21) ;
    sending (S2) a transmission signal (X1) with a first item of rotation angle information dependent on the first determined angle of rotation position;
    determination (S3) by the vehicle of second positions of rotation angle of the vehicle wheels (11, 22) and, depending on this, provision of second items of rotation angle information;
    alignment (S4) of the first item of rotation angle information with second items of rotation angle information;
    determination (S5) of the installation position (FL, FR, RL, RR) of the vehicle wheel (11, 22) associated with the wheel electronics (12, 21) depending on this alignment, characterized by the fact that delay times, which are obtained by creating the telegram for the transmission signal (X1) by the wheel electronics (12, 21), consciously inserted delays or waiting times, sending the transmission signal (X1), receiving and evaluating the transmission signal (X1) by the vehicle, the routing of the first items of rotation angle information obtained from the received transmission signal (X1), the determination and routing of the second items of rotation angle information and the alignment of the first and second rotation angle information items are also included in the
    Petition 870190108076, of 10/24/2019, p. 43/52
    [2]
    2/5 evaluation and alignment.
    2. Method according to claim 1, characterized by the fact that, by the wheel electronics (12, 21), a plurality of transmission signals (X1) are sent with a plurality of first items of rotation angle information, which corresponds to the number of transmission signals (X1) at different times and is aligned with a corresponding number of second items of corresponding angle of rotation information.
    [3]
    Method according to claim 2, characterized in that at least two, preferably at least six, and specifically even more preferably at least 20 transmitted transmission signals (X1) are used to determine the installation position ( FL, FR, RL, RR).
    [4]
    4. Method according to claim 2 or 3, characterized by the fact that the different transmission signals (X1) are sent by the wheel electronics (12, 21) to a respective fixed prescribed angle of rotation position, which is known by the wheel electronics (12, 21), and since the second positions of rotation angle are determined by the vehicle for each transmission signal received at the moment of reception of that transmission signal (X1), second positions of rotation angle these from which the second items of rotation angle information are derived.
    [5]
    5. Method according to claim 4, characterized by the fact that a distribution of the second items of rotation angle information is configured for each vehicle wheel (11, 22), the distribution containing the second positions of angle of rotation rotation derived from the second items of rotation angle information, and, for determining the installation position (FL, FR, RL, RR), the maximum values and / or the variances of the
    Petition 870190108076, of 10/24/2019, p. 44/52
    3/5 distribution are evaluated.
    [6]
    6. Method according to claim 5, characterized by the fact that that distribution, which has the highest maximum values or the smallest variances, is determined as the installation position (FL, FR, RL, RR) of the vehicle wheel (11, 22) associated with this distribution.
    [7]
    7. Method according to claim 5 or 6, characterized by the fact that unusual data in the distribution of the second rotation angle positions are detected and eliminated before assessing the distribution.
    [8]
    Method according to any one of claims 5 to 7, characterized in that, in a group of second positions of rotation angle close to 0 ° or 360 °, the distribution of the second positions of rotation angle is shifted by a prescribed value on the abscissa, for example, by 90 ° or 180 °.
    [9]
    Method according to any one of the preceding claims, characterized by (a) determining the respective second positions of rotation angle for each vehicle wheel (11, 22) for at least two transmission signals received in succession by the vehicle from one wheel electronics (12, 21);
    (b) calculation of different values of the respective positions of rotation angle with reference to each vehicle wheel (11,22);
    (c) calculating the quotients of the differential values calculated by a value that corresponds to a complete revolution of a vehicle wheel (11,22);
    (d) determination of the installation position (FL, FR, RL, RR) as that vehicle wheel (11, 22) with the lowest quotient.
    [10]
    10. Method according to claim 9, characterized
    Petition 870190108076, of 10/24/2019, p. 45/52
    4/5 due to the fact that, via the wheel electronics (12, 21), at least N transmission signals are sent, and for the assessment and determination of the installation position (FL, FR, RL, RR) of a wheel vehicle (11, 22), at least N / 2, preferably at least (N-1) and specifically preferably up to N * (N-1) / 2 combinations of the second wheel angle positions, are used for each one of which steps (b) and (c) are performed, and in step (d), that vehicle wheel (11, 22) is determined as the installation position (FL, FR, RL, RR), which cumulatively presents the lowest quotients and / or the lowest distribution of quotients.
    [11]
    11. Method according to any one of the preceding claims, characterized in that the second rotational speed positions are determined by counting the rise and / or fall of clock edges of a signal determined by a rotational speed sensor, a prescribed number of clock edges corresponding to a complete revolution of a vehicle wheel (11, 22).
    [12]
    12. Apparatus (20) for locating the installation positions (FL, FR, RL, RR) of vehicle wheels (11, 22) on a motor vehicle (10), specifically by means of a method as defined in any one of claims 1 to 12, with at least one wheel electronics (12, 21), which is arranged on a vehicle wheel (11, 22) and which is designed to determine a first angle of rotation of the wheel of vehicle (11, 22) associated with it and to send a first item of rotation angle information dependent on the first determined angle of rotation position, to a receiving device on the vehicle;
    with at least one speed sensor (31) on the vehicle, which is designed to determine respective seconds
    Petition 870190108076, of 10/24/2019, p. 46/52
    5/5 angle of rotation positions of the respective vehicle wheels (11, 22) associated with them and, depending on this, to provide second items of rotation angle information;
    with an evaluation device (24), which aligns the first rotation angle information item with at least two second rotation angle information items and, depending on this alignment, determines the installation position (FL, FR, RL, RR) of the vehicle wheel (11, 22) associated with the wheel electronics (12, 21), characterized by the fact that delay times, which are obtained by creating the telegram for the transmission signal (X1 ) via wheel electronics (12, 21), consciously inserted delays or waiting times, sending the transmission signal (X1), receiving and evaluating the transmission signal (X1) by the vehicle, forwarding the first items of rotation angle information obtained from the received transmission signal (X1), the determination and routing of the second rotation angle information items and the alignment of the first and second route angle information items are also included in the assessment and alignment.
    [13]
    Apparatus according to claim 12, characterized in that the speed sensor (31) is performed as an ESP speed sensor or an ABS speed sensor.
    [14]
    14. Vehicle (10), specifically a passenger car, characterized by the fact that it comprises a plurality of vehicle wheels (11, 22) and a tire information apparatus, which is equipped with an apparatus (20) as defined in claim 12 or 13.
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    JP5477370B2|2014-04-23|Wheel position detecting device and tire air pressure detecting device having the same
    US10239366B2|2019-03-26|Wheel position detecting device and tire air pressure detecting apparatus having the same
    CN104417294B|2018-01-26|The localization method of TPMS sensors and the positioner using the TPMS sensors
    JP5626126B2|2014-11-19|Wheel position detecting device and tire air pressure detecting device having the same
    JP5810940B2|2015-11-11|Wheel position detecting device and tire air pressure detecting device having the same
    同族专利:
    公开号 | 公开日
    IN2012DN04951A|2015-09-25|
    JP2013514934A|2013-05-02|
    US20120259507A1|2012-10-11|
    CN102656030B|2015-11-25|
    DE102009059788A1|2011-06-22|
    US9387733B2|2016-07-12|
    FR2954226A1|2011-06-24|
    RU2012131218A|2014-01-27|
    DE102009059788B4|2014-03-13|
    RU2550409C2|2015-05-10|
    WO2011085877A1|2011-07-21|
    KR101734952B1|2017-05-24|
    KR20120092200A|2012-08-20|
    EP2516182A1|2012-10-31|
    CN102656030A|2012-09-05|
    EP2516182B1|2013-10-02|
    FR2954226B1|2015-11-13|
    BR112012017197A2|2016-03-22|
    BR112012017197A8|2016-10-04|
    JP5738313B2|2015-06-24|
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-10-08| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2019-12-31| B09A| Decision: intention to grant|
    2020-02-27| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 09/12/2010, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102009059788.3|2009-12-21|
    DE102009059788.3A|DE102009059788B4|2009-12-21|2009-12-21|Method and device for locating the installation positions of vehicle wheels in a motor vehicle|
    PCT/EP2010/069283|WO2011085877A1|2009-12-21|2010-12-09|Method and device for locating the installation position of vehicle wheels in a motor vehicle|
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