• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The aim of the invention is to determine the footprint (ΔL) of a tire (3) by using the equipment already installed in series on the tires. Since the clock frequency of the transmitter present in the wheel unit (4) is disturbed by the mechanical vibrations during the contact of the tire (3) with the ground, the variations of the frequency of the reference clock are representative. the value of the impression (ΔL). The method according to the invention thus consists in determining the footprint (ΔL) on the ground of a tire (3) of a wheel (1) by the continuous measurement and as a function of time, of a signal representative of variations in the frequency of the reference clock outputted from time control equipment, determining a time range during which said frequency variations of the reference clock occur and, from the rotational speed tire (3), to deduce an angular range of contact (Θ) corresponding to the footprint (ΔL) between ends (A, B) representing the contact length of the tire (3) on the ground.
    公开号:FR3014366A1
    申请号:FR1362161
    申请日:2013-12-05
    公开日:2015-06-12
    发明作者:Rachid Benbouhout；Jean-Christophe Bouthinon
    申请人:Continental Automotive GmbH；Continental Automotive France SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to a method for determining the length of the portion of a tire in contact with the ground, hereinafter called imprint. This footprint makes it possible, when known, to provide useful information, in particular: the load borne by the tire, the tire wear, or the pressure drop in this tire. The knowledge of this footprint can also advantageously complement tire monitoring systems TPMS tires (initials of "tire pressure monitoring system" in English terminology), aids to brake calculators (ABS, etc.). , anti-skid systems or other control systems.
    [0002] Until now, such a method is achieved by adding a sensor to the existing tire monitoring system. An example of this type of embodiment is shown in EP Patent No. 2,090,862 which describes a method involving the use of a magnetic sensor to determine the length of the imprint. This magnetic sensor, placed on the rim, analyzes the magnetic field it receives. When this magnetic sensor is in the angular portion of the wheel that is in contact with the ground, the magnetic field is modified, which makes it possible to calculate the footprint from the magnetic field variation, the dimensions of the wheel and the its rotation. An improvement to this solution is disclosed in the patent document FR 2 944 231. This document proposes a less expensive solution than the use of pressure sensors. It proposes to place magnetometers in a fixed manner, for example on the turn of a shock absorber spring. Each magnetometer measures the magnetic field of a metal belt placed under the tread of the tire near the magnetometer. This magnetic field is changed when the tire, rolling, flattens on the ground. The curve representing the magnetic field received as a function of the rotation angle of the wheel then has variations directly related to the deformation of the tire in contact with the ground. These two examples show that the impression detection of a tire is currently carried out with additional equipment not integrated in tire management systems TPMS type or information type TIS ("Tire 30 Information System" in English terminology ). The search for the reduction of costs and the simplification of the equipment therefore make it advantageous to use a process that does not require additional equipment for the knowledge of tire impressions. For this purpose, the invention proposes to use equipment already present on the vehicle to measure the tire footprint. To do this, the present invention uses, to define the footprint, the shocks suffered by these devices.
    [0003] More specifically, the subject of the present invention is a method for determining the tire cavity of a vehicle equipped with a monitoring system comprising a tire wheel unit, said wheel unit comprising a microcontroller, a tire sensor speed, a transmitter, a reference clock of the transmitter having a given frequency and at least one time control device of the system. This method consists in measuring continuously and as a function of time a signal representative of the variations of the frequency of the reference clock supplied at the output of the time regulation equipment, to determine a time range during which said variations occur. frequency of the reference clock and, from the rotational speed of the tire, to deduce an angular contact range corresponding to the footprint representing the contact length of the tire on the ground. Thus, the invention advantageously uses the fact that the clock frequency of the transmitter is disturbed by the mechanical vibrations during the contact of the tire 15 with the ground, and that consequently the variations of the frequency of the clock reference numbers are representative of the value of the impression. This method has the advantage of eliminating any additional equipment to measure the footprint of a tire, by exploiting the possibilities offered by existing equipment. Advantageously, the method of the invention comprises the following successive steps: - recording as a function of time the frequency of the reference clock and the variations of this frequency from said representative signal; determining the time range during which said representative signal varies; Deriving the angular range of contact of the tire corresponding to the time range of the variations of the frequency of the reference clock; define a detection threshold below which said frequency variations are not taken into account; if the frequency variations are greater than the frequency threshold, calculate the footprint from the contact angle, the time range and the speed of the wheel; - define limits for the value of the footprint beyond and below which the calculated value of the fingerprint is not retained; define a calculation frequency for determining the value of the impression of the tire, and repeat the calculation at the frequency thus defined.
    [0004] In one embodiment of the method according to the invention, the regulation equipment is a clock of the microcontroller and the signal representative of the variations of the frequency of the reference clock is the relative variation of this frequency clocked by the frequency of the microcontroller clock. Indeed, the clock of the microcontroller 5 remains stable while the frequency of the transmitter clock is disturbed by the mechanical vibrations during contact of the tire with the ground. Since the clock of the microcontroller is not very accurate, it is advantageous to calibrate it by using the reference clock of the transmitter in an angular range situated outside the contact angle corresponding to the imprint. In another embodiment, the regulation equipment is a phase-locked detector of a phase-locked loop fitted to the transmitter, and the signal representative of variations in the frequency of the reference clock. is a phase lock status information signal provided by the phase lock detector to the microcontroller. In operation, the detector signal carries locking information - phase locked or not - which is communicated to the microcontroller. This lock information is communicated as logical type values that vary between so-called "0" values, indicating a phase lock, and "1", indicating no phase lock. When the wheel unit is in contact with the ground, the operation of the transmitter clock is disturbed, and its frequency varies, which unlocks the phase of the phase locked loop. The signal of said phase-locked detector then changes from the value "0" to the value "1". Thus, the set of values "1" of this signal makes it possible to obtain the value of the imprint. Advantageously, the lock state information signal is outputted from the phase lock detector as pseudo-digital values and a decision threshold is defined to assimilate the values of said output information signal. said detector to a value "1" beyond this threshold and to a value "0" below this threshold. A period of time during which the signal given by this detector remains equal to "1" then corresponding to the time range where the wheel unit is in the cavity. In another embodiment, the lock state information signal is provided directly at the output of the phase locked loop as numerical values that vary between "0" and "1". A period of time during which the signal given by said loop remains equal to "1" then corresponding to the time range where the wheel unit is in the footprint. Other data, features and advantages of the present invention will appear on reading the non-limiting detailed description which follows, with reference to the appended figures which represent, respectively: FIG. 1, a diagrammatic front view of a wheel fitted a tire showing the deformation of the tire on the ground and the footprint of this tire which results; FIG. 2 is a block diagram of an exemplary wheel unit capable of implementing the method according to the invention when the frequency of the microcontroller of the wheel unit is used as the clock reference frequency; FIG. 3, an example of a measurement diagram of the relative variation of the frequency of the reference clock of the wheel unit for determining the footprint of the tire on the ground, after calibration with the frequency of the internal clock of the microcontroller; FIG. 4, the block diagram of the wheel unit adapted to implement the method according to the invention when a phase-locked detection function is used as a measure of the disturbance of the reference clock; FIGS. 5a and 5b, examples of measurement diagrams of the phase-locked detection function making it possible to determine the impression of the tire, and FIG. 6 the flow diagram of an example of the steps unfolding according to the method according to the invention. . FIG. 1 schematically represents, from the front, a wheel 1 of a motor vehicle (not shown) equipped with a tire 3 around a rim 7, and a wheel unit 4 placed, in this example, on the tread , inside the tire 3. This tire 3 is partially deflated, and its crushing on the ground 5 is represented by a zone of length AL located between the two contact ends A and B, called the impression AL. This impression AL is also defined by the contact angle θ formed by the two points A and B and the vertex of the angle at the center C of the wheel 1. When the wheel rotates, the wheel unit 4 is once per wheel revolution between the ends A and B of the footprint. The wheel unit 4 comprises in particular (FIG. 2) a transmitter 10 provided with a clock 16 clocked at a frequency F. The frequency of the clock 16 of the transmitter 10 of the wheel unit 4 is disturbed when this wheel unit 4 is positioned in the AL impression. The length of the footprint AL is then determined from: - frequency variations of the clock 16 of the transmitter 10 of the wheel unit 4 which is periodically found on this fingerprint area AL, - the speed of rotation of the wheel 1, and - of the radius of this wheel 1. Examples of wheel unit implementing the measurement of the frequency variations of the clock 16 of the transmitter 10 are detailed below with reference to the figures 2 and 4. The view of FIG. 2 shows a block diagram of an example of a wheel unit 45 equipped with a time regulation formed by an internal clock 13 of frequency "f" of a microcontroller 14. This unit wheel 4 comprises, in addition to the microcontroller 14 and its internal clock 13, a pressure sensor 12 and a speed sensor 12 'connected to the transmitter 10 via a link 15 between the microcontroller 14 and the transmitter 10. This emitter 10 emits in the field of radio frequencies in conjunction with its antenna 24, 10 and comprises a phase locked loop (abbreviated as PLL) 20, a frequency divider 19, a voltage controlled oscillator 18 (abbreviated VCO), a power amplifier 22 and a reference clock 16. Equipped with these devices, the wheel unit 4 operates in the following way: the microcontroller 14 receives and processes the measurements made by the sensors 12 and 12 ', and then transmits these measurements in the form of digitized data to a central unit placed in the vehicle (not shown) via the link 15 and the antenna 24 of said transmitter 10. The data is first digitized by the microcontroller 14 as a function of the frequency "f" of its internal clock 13. The frequency of the data transmission is then clocked by the frequency "F" of the reference clock 16 whose oscillations are set on a quartz crystal 17. This reference clock 16 is accurate, but its frequency "F" is disturbed when the wheel unit 4 is, once per wheel revolution, between the ends A and B of the tire contact recess AL with the ground (cf. figure 1). In the illustrated example, the frequency "F" of the reference clock 16 is of the order of 20 MHz (more generally, between 10 and 30 MHz) and it undergoes variations of up to 50 kHz when the wheel unit 4 is included in the AL imprint. The internal clock 13 of the microprocessor 14 (of frequency "f" of the order of 30 MHz) is relatively less precise than the reference clock 16, but has a frequency which is not disturbed when the wheel unit 4 The internal clock 13 is then advantageously used to serve as a "reference" for measuring the disturbances of the frequency "F 16. The detection of these disturbances by the variations of the frequency "F" of the reference clock 16 therefore reflects the presence of the wheel unit 4 in the impression AL of the tire on the ground, and the measurement of the duration of this detection then makes it possible to calculate the length of the imprint AL.
    [0005] FIG. 3 illustrates such a detection of the disturbances of the frequency "F" of the reference clock 16 by a measurement diagram of the relative variations 4F / Fo as a function of time "t", of the frequency "F" with respect to Fo, Fo being the undisturbed frequency of the reference clock 16.
    [0006] The measurement of the frequency "F" of the clock 16 of the transmitter 10 is clocked by the frequency "f" of the internal clock 13 of the microprocessor 14 via the frequency divider 19. Advantageously, in order to increase the accuracy of the measurement, the internal clock 13 of the microcontroller 14 is previously calibrated by the reference clock 16, which is more precise, during the phases in which the reference clock 16 is not disturbed by the contact of the tire with the ground (In other words: out of the footprint AL in Figure 1). The measurement of the relative variations 4F / Fo is in the form of a curve 30. In a time range You, the measurement AF / Fo undergoes significant changes of values - defined by AF higher than a threshold value Fmin (cf. FIG. 6) - on both sides of the zero value, between the two instants tA and tB. These instants tA and tB define the limits of the time range T o which therefore correspond to the duration during which the frequency "F" of the reference clock 16 is disturbed and during which the wheel unit 4 is in the zone of contact with the ground. We then deduce the length of the footprint AL corresponding to this area, knowing the contact angle 0 - calculated from the time range T0 and the speed of the wheel - and the radius of the wheel. Outside the time range You, the relative variation 4F / Fo is zero because the frequency "F" of the reference clock 16 is no longer disturbed when the wheel unit 4 is outside the cavity. FIG. 4 illustrates a block diagram using another time regulation equipment, here a phase lock detector 32, for measuring the disturbance of the reference clock 16 of the transmitter 10. This detector 32 belongs to a loop phase lock 20 which comprises successively connected, in addition to this detector 32, a phase comparator 29, a charge pump 28 and a low-pass filter 26. The other elements referenced are described in the passage of the present description relating to the DESCRIPTION OF FIGURE 2. The phase-locked detector 32 communicates synchronization measurements between the input and output voltages of said loop 20 to the microcontroller 14 by a wired link 34. These voltage measurements are communicated in the form of values. logic type: a "0" indicating a phase synchronization and a "1" indicating a phase opposition. When the wheel unit 4 is in contact with the ground 5 (see FIG. 1), the operation of the clock 16 of the transmitter 10 is disturbed and its frequency "F" varies, which unlocks the phase of the loop phase-locked (in other words, the input and output voltages of the loop are in phase opposition). The phase lock detector 32 then changes its signal from the value "0" to the value "1". The period of time during which the signal given by this phase lock detector 32 remains equal to "1" corresponds to the period of time when the wheel unit 4 is in the cavity AL. By simple calculation, it is then possible to access the value of this fingerprint AL as explained below with reference to FIGS. 5a and 5b. FIGS. 5a and 5b show examples of a diagram of the measurements, as a function of time "t", of the signals "S" and "S" respectively sent by the phase-locked detector 32 and used to calculate the print-out AL. . In FIG. 5a, the signal "S" of said detector 32 is illustrated as a function of time "t" by the curve 60 at the direct output of this detector. The logic values at the output of the detector 32 are of the "pseudo-digital" type. A critical threshold AS is then defined by a horizontal line of constant value, beyond which the values of the signal "S" are assimilated to the value "1" and below which the values of the signal "S" are assimilated to the value "0". The two instants tA and tB where the curve 60 intersects the line AS respectively correspond to the beginning and the end of the time range T o where the wheel unit 4 is in the area of the cavity AL. Knowing the value of the time range You, it is then possible to calculate the footprint AL as explained above with reference to FIG. 3. When the variations of the signal S do not make it possible to define a critical threshold AS in a sufficiently exploitable manner , an alternative solution illustrated by FIG. 5b uses a signal "S" supplied directly at the output of the phase-locked loop. To do this, a phase detection function defines two phase states "0" and "0". 1 ", respectively" in phase "and" in phase opposition ". These phase states are reproduced on the curve 60 'of FIG. 5b and then materialize the measurement of the time range T o in which the phase state is equal to "1". This time range T0 corresponds, as previously described, to the duration during which the wheel unit 4 is in the zone of the cavity AL.
    [0007] In order to more precisely illustrate the successive steps of the fingerprinting method AL, FIG. 6 presents a logic diagram of the progress of these steps 100 to 135. A first step 100 called "Start" serves as a starting point for the method and the procedure. reset at a preset rate. The recordings made in step 110 are those - as a function of time - of the rotational speed "V" of the wheel and the frequency "F" of the reference clock 16 (see FIG. ). The variations AF of the frequency "F" of the reference clock as a function of time "t" are determined from the variations of the signal emitted by a time control unit of the wheel unit, for example the clock of the microcontroller or the phase lock detector of the transmitter as previously described. In the test of step 120, the frequency variations AF are compared with a minimum threshold Fm ', below which the AF variations are assimilated to a noise and are therefore not taken into account. This threshold Fm, n is advantageously defined between 1 and 10 kHz. If the AF variations are below the Fun threshold, the process returns to the "Start" point of step 100. In the opposite case, the process continues by calculating (step 122) the footprint AL from the time range Tm as defined previously. The test of step 130 then checks whether the value of the cavity AL is within a defined range of values between terminals ALmin and 41-max, corresponding, for example, to contact angles θ of between 10 °. and 30 °. If this condition is not fulfilled, the process returns to the "start" point of step 100. If the value of the imprint AL 15 is in the 41-min 41-max value range, step 135 valid the calculated value of the AL impression. After validation, the process is reset. The invention is not limited to the embodiments described and shown. Thus, in the case where the microcontroller has a frequency divider, where the transmitter / microcontroller has a frequency demodulator coupled to a frequency downconverter, or where the microcontroller has a DSP digital signal processor (Digital Signal Processor) in connection with a CAN (Control Area Network) network bus, the frequency divider, the frequency down-converter / mixer or the CAN can serve as regulation equipment according to the invention.
    [0008] Furthermore, the reference clock signal of the transmitter, which is generally a crystal oscillator, can be frequency modulated to improve the accuracy of the measurements and, in particular, the frequency variations and the frequency value. the imprint according to the method of the invention. In addition, the phase detection function of the phase-locked loop can be implemented by any known means, for example by means of the application known under the name "Lock Detector" (locking detector in the English language). In addition, the invention applies to any method based on elements comprising a phase-locked loop whose temporary disturbances are to be determined.
    权利要求:
    Claims (7)
    [0001]
    REVENDICATIONS1. Method for determining the impression of a tire (3) of a vehicle equipped with a monitoring system comprising a wheel unit (4) per tire (3), each wheel unit (4) comprising a microcontroller (14) , a speed sensor (12 '), a transmitter (10), a reference clock (16) of the transmitter (10) having a given frequency (F), and at least one time control device of the system (13). , 32), characterized in that it consists of: - measuring, continuously and as a function of time (t), a signal (AF / Fo, S, S ') representative of the variations (AF) of the frequency (F ) of the reference clock (16) outputting the time regulation equipment (13, 32), - determining a time range (Toi) during which said frequency variations (AF) of the reference clock (16), and - from the speed of rotation of the tire (3), to deduce therefrom an angular range of contact (0) corresponding to the imprint (AL) representing the contact length of this tire (3) on the ground.
    [0002]
    2. A method of determining an imprint according to claim 1, comprising the following successive steps: - recording (30, 60, 60 ') as a function of time the frequency (F) of the reference clock (16) and the variations (AF) of this frequency (F) from said representative signal (AF / Fo, S, S '); determining the time range (Toi) during which said representative signal (AF / Fo, S, S ') varies; - record as a function of time the speed of rotation of the wheel (1); - deduce the angular range of contact (0) of the tire (3) corresponding to the time range (Toi) frequency variations (AF) of the reference clock (16); define a frequency detection threshold (Fun) below which said frequency variations (AF) are not taken into account; - if the frequency variations (AF) are greater than the frequency threshold (Fm ,,), calculate the footprint (AL) from the contact angle (0), the time range (Toi) and the speed of the wheel (1) - set AL (') values of the fingerprint (AL) value beyond and below which the calculated value of the fingerprint (AL) is not retained; - Define a calculation frequency to determine the value of the footprint (AL) of the tire (3), and - repeat the calculation at the frequency thus defined.
    [0003]
    A method of determining a fingerprint according to any one of claims 1 or 2, wherein the regulation equipment is a clock (13) of the microcontroller (14) and the signal representative of the variations (AF) of the frequency ( F) of the reference clock (16) is the relative variation (4F / F0) of this frequency (F) clocked by the frequency of the clock (13) of the microcontroller (14).
    [0004]
    4. Fingerprinting method according to the preceding claim, wherein the clock (13) of the microcontroller (14) is calibrated by the reference clock (16) in an angular range outside the contact angle (0) corresponding to the imprint (AL).
    [0005]
    An imprint determination method according to any one of claims 1 or 2, wherein the regulation equipment is a phase-locked detector (32) of a phase-locked loop (20) fitted to the transmitter (10), and the signal representative of the variations (AF) of the frequency (F) of the reference clock (16) is a phase lock status information signal (S, S ') provided by the phase lock detector (32) to the microcontroller (14).
    [0006]
    A method of determining a fingerprint according to the preceding claim, wherein the latch state information signal (S) is outputted from the phase lock detector (32) as pseudo-digital values (60). ), And in which a decision threshold (AS) is defined so as to assimilate the values of said information signal (S) at the output of said detector (32) to a value "a" beyond this threshold (AS). ) and a "zero" value below this threshold (AS), a period of time during which the signal (S) given by this detector (32) remains equal to "one" then corresponding to the time range (Toi) ) where the wheel unit (4) is in the footprint (AL). 30
    [0007]
    An imprint determination method according to claim 5, wherein the latch state information signal (S ') is supplied directly at the output of the phase-locked loop (20) as digital values (60). ') varying between' zero 'and' one ', a period of time during which the signal (S') given by said loop (20) remains equal to 'one' then corresponding to the time range (Toi) where the wheel unit (4) 35 is in the footprint (AL).
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    FR2985014A1|2012-07-06|2013-06-28|Continental Automotive France|Method for measuring length of imprint of pneumatic tire of wheel of car on ground, involves calculating footprint on ground based on plausibility condition and measured value corresponding to length of revolution|JP6318743B2|2014-03-18|2018-05-09|株式会社Ｓｏｋｅｎ|Tire condition detection device|
    FR3028058B1|2014-10-30|2016-12-09|Continental Automotive France|METHOD FOR CONTROLLING A PROCESSOR OF AN ELECTRONIC HOUSING MOUNTED ON A WHEEL OF A MOTOR VEHICLE|
    JP6627670B2|2016-07-13|2020-01-08|株式会社デンソー|Tire mount sensor and road surface condition estimation device including the same|
    FR3072165B1|2017-10-10|2019-10-04|Continental Automotive France|METHOD FOR DETERMINING THE THICKNESS OF A TIRE OF A MOTOR VEHICLE|
    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362161A|FR3014366B1|2013-12-05|2013-12-05|METHOD FOR DETERMINING THE IMPRESSION OF A WHEEL TIRE ON THE GROUND|FR1362161A| FR3014366B1|2013-12-05|2013-12-05|METHOD FOR DETERMINING THE IMPRESSION OF A WHEEL TIRE ON THE GROUND|
    US15/101,086| US10207551B2|2013-12-05|2014-11-24|Method for determining a wheel tire ground print|
    PCT/EP2014/003132| WO2015082054A1|2013-12-05|2014-11-24|Method for determining a wheel tire ground print|
    CN201480066134.1A| CN105764715B|2013-12-05|2014-11-24|Method for determining wheel tyre track|
    US16/248,992| US10780750B2|2013-12-05|2019-01-16|Method for determining a wheel tire ground print|
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