Low tire warning system with axle torque signal

• US 6,002,327 A
• Filed: 11/04/1998
• Issued: 12/14/1999
• Est. Priority Date: 11/04/1998
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Boesch, Mathew Alan, Rhode, Douglas Scott, Brown, Leonard Murray
• Primary Examiner(s): Lefkowitz, Edward
• Assistant Examiner(s): GOINS, DAVETTA WOODS
• Application Number:
  US09/186,233
• Time in Patent Office: 405 Days
• Field of Search: 340/442, 340/443, 340/444, 340/445, 340/446, 340/447, 340/438, 73/146.2, 73/146.5, 364/565, 364/424.034
• US Class Current: 340/442
• CPC Class Codes: B60C 23/061 by monitoring wheel speed measuring distance traversed on the ground by vehicles G01C22/00

Abstract

A system and method that monitors four wheel sensors of an automotive vehicle to determine changes in the effective rolling radii of any wheel and a low pressure tire condition. Certain vehicle operating conditions, such as excessive or very low speeds, driven wheel torque, braking, and turns, are determined from the sensor outputs and are used to prevent erroneous detection of changes in effective rolling radius. Data from the sensors that is determined to be acceptable is accumulated over time as displacement values for each wheel. When the displacement values exceed a predetermined value, a metric function is used to compare differences detected in accumulated displacement values for the front pair of wheels and for the rear pair of wheels. If the difference between compared pairs of wheels is excessive, as compared with a predetermined baseline metric value, a low tire condition is detected. Further accumulation of instances where the metric indicates a detected condition, provides confidence that the condition actually exists and a warning is provided to the vehicle operator. Resetting of the system and the baseline metric is performed when the low tire condition is corrected or when the tires are checked and properly inflated.

Claims

1. A low tire inflation warning system for an automotive vehicle comprising:

a wheel containing a pneumatic tire on both sides of the front of the vehicle;

a wheel containing a pneumatic tire on both sides of the rear of the vehicle;

angular displacement sensors associated with each wheel, to provide output signals corresponding to the rotation of each wheel;

processor means for sampling said sensor signals over predetermined time periods to determine the occurrence of a low tire; and

warning means activated when said determining means indicates the occurrence of a low tire greater than a predetermined threshold number of occurrences;

said processor means is programmed to;

determine a velocity value for each wheel, a longitudinal acceleration value for each wheel, a lateral acceleration value for the front pair of wheels, a lateral acceleration value for the rear pair of wheels, a displacement value for each wheel, a torque value for each driven wheel, and a metric value based upon a predetermined relationship of an accumulation of displacement values for each wheel during several sampling periods;

prevent the determining of the displacement of each wheel when any velocity value or any torque value is outside upper and lower predetermined limits;

prevent the determining of the displacement of each wheel when any longitudinal acceleration value is above a predetermined maximum limit;

prevent the determining of the displacement of each wheel when the lowest of the two said lateral acceleration values is above a predetermined maximum limit; and

prevent the determining of the metric value until the accumulation of displacement values for any wheel exceeds a predetermined threshold displacement value.

2. A low tire inflation warning system as in claim 1, wherein said processor means is further programmed to compare each determined metric value with a predetermined base-line metric value and to accumulate each occurrence that said comparison results in said metric differs from said predetermined base-line metric value by a at least a predetermined amount;

and to provide said activation signal to said warning means when said accumulated occurrences exceed a second predetermined value.

3. A method of detecting a partially deflated pneumatic tire on a vehicle having a wheel at both sides of the front of the vehicle and a wheel at both sides of the rear of the vehicle, comprising the steps of:

sensing the angular rotation of each wheel;

calculating the velocity of each wheel according to the sensed angular rotation over a predetermined sampling period;

sensing an axle torque for each driven wheel

deriving the longitudinal acceleration of each wheel over said sampling period;

comparing each velocity value with a predetermined minimum acceptable velocity value and a predetermined maximum acceptable velocity value to determine if any velocity value is below the predetermined minimum velocity value or above the predetermined maximum velocity value;

comparing each axle torque value with a predetermined minimum acceptable torque value and a predetermined maximum acceptable torque value to determine if any torque value is below the predetermined minimum torque value or above the predetermined maximum torque value;

comparing each longitudinal acceleration value with a corresponding predetermined maximum acceptable longitudinal acceleration value to determine if any longitudinal acceleration value is above the predetermined maximum longitudinal acceleration value;

calculating and accumulating displacement values θ

for each wheel over several of said sampling periods in which said comparing steps indicate velocity values and acceleration values are within acceptable limits;

calculating a metric U=((θ

fl-θ

fr)/θ

flθ

fr)-((θ

rl-θ

rr)/.theta.rlθ

rr) when said θ

for any wheel exceeds a predetermined displacement value, wherein

θ

fl is the front left wheel accumulated displacement value,

θ

fr is the front right wheel accumulated displacement value,

θ

flθ

fr is the mean value of θ

fl and θ

fr,

θ

rl is the rear left wheel accumulated displacement value,

θ

rr is the rear right wheel accumulated displacement value,

θ

rlθ

rr is the mean value of θ

rl and θ

rr;

comparing said calculated metric with a first predetermined metric value;

accumulating each occurrence that said comparing step results in said calculated metric exceeding said first predetermined metric value by at least a predetermined amount; and

providing an activation signal to a warning device when said accumulated occurrences exceed a predetermined occurrence value.

4. A low tire inflation warning system as in claim 3, wherein said accumulating step includes positively accumulating each occurrence that said comparing step results in said calculated metric exceeding said first predetermined metric value and negatively accumulating each occurrence that said comparing step results in said calculated metric not exceeding said first predetermined metric value;

and providing an activation signal to said warning means when the sum of said positively and negatively accumulated occurrences exceeds said second predetermined value.

5. A method as in claim 3, wherein said step of calculating the velocity value V of each wheel is performed by using a filter technique according to the relationship:

space="preserve" listing-type="equation">Vk=α

(Vk-1)+(1-α

)(μ

k),

wherein

Vk becomes the filtered velocity value for the most recent of k samples;

α

is a constant, less than 1;

Vk-1 is the filtered velocity value for the sampling immediately preceding the most recent sampling; and

μ

k is the sensed angular rotation rate for the most recent sampling of several that occur during the predetermined sampling period.

6. A method as in claim 5, further including the steps of:

deriving the lateral acceleration of the front pair of wheels over said sampling period; and

deriving the lateral acceleration of the rear pair of wheels over said sampling period; and

wherein said step of deriving the lateral acceleration A_lat of each said pair of wheels is performed by using the filter technique according to the relationships;

space="preserve" listing-type="equation">A.sub.latf =κ

(V.sub.wfl -V.sub.wfr)(V.sub.wfl +V.sub.wfr) and A.sub.latr =κ

(V.sub.wrl -V.sub.wrr)(V.sub.wrl +V.sub.wrr),

wherein

κ

is a constant;

V_wfl is the velocity value calculated for the front left wheel;

V_wfr is the velocity value calculated for the front right wheel;

V_wrl is the velocity value calculated for the rear left wheel; and

V_wrr is the velocity value calculated for the rear right wheel.

7. A method as in claim 3, further including the steps of:

deriving the lateral acceleration of the front pair of wheels over said sampling period; and

deriving the lateral acceleration of the rear pair of wheels over said sampling period; and

wherein said step of deriving the lateral acceleration A_lat of each said pair of wheels is performed by using the filter technique according to the relationships;

space="preserve" listing-type="equation">A.sub.latf =κ

(V.sub.wfl -V.sub.wfr)(V.sub.wfl +V.sub.wfr) and A.sub.latr =κ

(V.sub.wrl -V.sub.wrr)(V.sub.wrl +V.sub.wrr),

wherein

κ

is a constant;

V_wfl is the velocity value calculated for the front left wheel;

V_wfr is the velocity value calculated for the front right wheel;

V_wrl is the velocity value calculated for the rear left wheel; and

V_wrr is the velocity value calculated for the rear right wheel.

8. A method as in claim 3, wherein said step of deriving the longitudinal acceleration A_lng of each wheel is performed by using the filter technique according to the relationship:

space="preserve" listing-type="equation">A.sub.lng k=α

(A.sub.lng k-1)+β

[Vk-Vk-1],

wherein

α

is a constant, less than 1;

β

is a constant;

Vk is the most recently calculated velocity for the most recent of k samplings of sensed angular rotation rate of several samplings that occur during the predetermined sampling period;

Vk-1 is the calculated velocity for the sampling of sensed angular rotation rate immediately preceding the most recent sampling; and

A_lng k-1 is the longitudinal acceleration derived from the calculated velocity immediately preceding the most recently calculated velocity.

9. A method as in claim 3, further including the step of comparing the lowest value of the derived lateral acceleration of the front pair and rear pair of wheels with a predetermined maximum acceptable lateral acceleration value prior to said step of calculating and accumulating displacement values.

10. A method of detecting a partially deflated pneumatic tire on a vehicle having a wheel at both sides of the front of the vehicle and a wheel at both sides of the rear of the vehicle, comprising the steps of:

sensing the rotation of each wheel and the axle torque of each driven wheel;

sampling said sensed rotation of each wheel and said axle torque of the driven wheels over predetermined time periods to determine the occurrence of a low tire; and

warning the vehicle operator when said step of determining indicates the occurrence of a low tire over a predetermined threshold number of occurrences; and

said sampling includes the steps of;

determining a velocity value for each wheel, a torque value for each driven wheel, a longitudinal acceleration value for each wheel, a lateral acceleration value for the front pair of wheels, a lateral acceleration value for the rear pair of wheels, a displacement value for each wheel, and a metric value based upon a predetermined relationship of an accumulation of displacement values for each wheel during several sampling periods;

preventing the determining of the displacement of each wheel when any velocity value is outside upper and lower predetermined velocity limits;

preventing the determining of the displacement of each wheel when any torque value is outside upper and lower predetermined torque limits;

preventing the determining of the displacement of each wheel when any longitudinal acceleration value is above a predetermined maximum limit;

preventing the determining of the displacement of each wheel when the lowest lateral acceleration value is above a predetermined maximum limit; and

preventing the determining of the metric value until the accumulation of displacement values for any wheel exceeds a predetermined threshold displacement value.

11. A method as in claim 10, wherein said sampling step further includes the steps of comparing each determined metric value with a predetermined base-line metric value and accumulating each occurrence that said comparing results in said metric differ from said predetermined base-line metric value by at least a predetermined amount;

and to provide said warning when said accumulated occurrences exceed a predetermined threshold number of occurrences.