Method for indirectly monitoring tire pressure and tire pressure monitoring system

• US 8,634,983 B2
• Filed: 11/27/2008
• Issued: 01/21/2014
• Est. Priority Date: 12/10/2007
• Status: Active Grant

• Current Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Original Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Inventors: Irth, Markus, Fischer, Daniel, Kbe, Andreas, Sumann, Christian
• Primary Examiner(s): GOKHALE, PRASAD V
• Application Number:
  US12/747,063
• Publication Number:
  US 20110060500A1
• Time in Patent Office: 1,881 Days
• Field of Search: 701/29.1, 701/36, 340442-444
• US Class Current: 701/29.1
• CPC Class Codes: B60C 23/061 by monitoring wheel speed measuring distance traversed on the ground by vehicles G01C22/00
• CPC Class Codes: B60C 23/062 Frequency spectrum analysis of wheel speed signals, e.g. using Fourier transformation

Abstract

A method for indirectly monitoring tire pressure or for detecting damage to a wheel suspension, wherein a pressure loss detection variable (DVE) is determined using an analysis of a vibratory behavior of a wheel of a motor vehicle, and a pressure loss in the tire of the wheel or damage to the wheel suspension is detected by comparing a momentarily determined pressure loss detection variable (DVE_akt) to a learned pressure loss detection variable (DVE_soll), wherein at least two dimensional variables are determined from a wheel speed signal (w) of the wheel, each representing a dimension for the extent of a frequency or a frequency range in the vibratory behavior of the wheel, and that the pressure loss detection variable (DVE) is derived from the two dimensional variables (e1, e2, e3), particularly from a ratio of the two dimensional variables (e2/e3), and a tire pressure monitoring system.

Claims

1. A method for indirectly monitoring tire pressure or for detecting damage to a wheel suspension system, said method comprising the steps of:

determining a pressure loss detection variable (DVE) by an analysis of an oscillation behavior of a wheel of a motor vehicle,

detecting a pressure loss at a tire of a wheel or damage to the wheel suspension system by comparing a currently determined pressure loss detection variable (DVE_cur) with a learnt pressure loss detection variable (DVE_setp), wherein at least two dimensional variables (e1, e2, e3), representing a torsional and a vertical dimension for the value of a frequency (f_nat1, f_nat2, f_nat3) or of a frequency range (f_lower, f_upper, Δ

f_nati) in an oscillation behavior of the wheel, are determined from a wheel speed signal (w) of the wheel, and

wherein the pressure loss detection variable (DVE) is formed from the two dimensional variables (e1, e2, e3).

2. The method as claimed in claim 1, wherein the pressure loss detection variable (DVE) is calculated from a ratio between the two dimensional variables (e2/e3) and a vehicle velocity (v).

3. The method as claimed in claim 1, wherein at least two of the frequencies (f_nat1, f_nat2) or frequency ranges (f_nat1±

, Δ

f_nat1/2/f_nat2±

Δ

f_nat2/2) are selected in such a way that corresponding dimensional variables (e1, e2) exhibit a different change in terms of their values or an opposing behavior in terms of their change in at least one of an event of a tire pressure loss and an event of a tire suspension damage.

4. The method as claimed in claim 1, wherein at least one dimensional variable (e1, e2, e3) is determined by filtering the wheel speed signal (ω

) with a bandpass filter (BP).

5. The method as claimed in claim 4, wherein the at least one dimensional variable (e1, e2, e3) is obtained from a variance of a filtered signal.

6. The method as claimed in claim 5, wherein the at least one dimensional variable (e1, e2, e3) is obtained from the variance of a filtered signal after mean value filtering.

7. The method as claimed in claim 1, wherein

(a) at least one dimensional variable (e1, e2, e3) is an amplitude value (G) of a frequency spectrum of the wheel speed signal (ω

) at a predefined or specific frequency (f_nat1, f_nat2, f_nat3), or

(b) at least one dimensional variable (e1, e2, e3) is determined by integrating or averaging amplitude values (G) of a frequency spectrum of the wheel speed signal (ω

₁) in a predefined or specific frequency range (f_nati±

, Δ

f_nati/2).

8. The method as claimed in claim 1, wherein at least one of the frequencies and frequency ranges which are considered are at least one of resonant frequencies of the wheel oscillation and frequency ranges about resonant frequencies of the wheel oscillation, wherein at least one resonant frequency, is at least one of:

predefined, or

determined from an obtained frequency spectrum of the wheel speed signal (ω

), or

obtained from model parameters of at least one model or at least one model-based equation, wherein the model parameters are determined by parameter estimation with evaluation of the wheel speed signal (ω

).

9. The method as claimed in claim 1, wherein at least one of the following dependencies are learnt and taken into account:

(a) one dimensional variable (e1, e2, e3) and another dimensional variable (e1, e2, e3),

(b) a ratio between dimensional variables (e2/e3) and another ratio between dimensional variables (e1/e3),

(c) one dimensional variable (e1, e2, e3) and a vehicle velocity (v),

(d) a ratio between dimensional variables (e2/e3) and a vehicle velocity (v),

(e) a dimensional variable (e1, e2, e3) and a temperature (T), and

(f) a ratio between dimensional variables (e2/e3) and a temperature (T).

10. The method as claimed in claim 9, wherein the at least one dependence is predefined or determined in a form of a functional relationship (g) between one variable (X) and another variable (Y), or in that the dependence is taken into account by learning and comparing one variable in value intervals of the other variable.

11. The method as claimed in claim 9, wherein the at least one dependence is/are used to determine at least one compensated dimensional variable (e1, e2, e3) or one compensated pressure loss detection variable (DVE).

12. The method as claimed in claim 9, wherein the ratio between dimensional variables (e2/e3) includes the pressure loss detection variable (DVE).

13. The method as claimed in claim 1, wherein said method is combined with a method whose pressure loss detection variable (DVE) is a resonant frequency (f) for indirectly monitoring tire pressure.

14. The method as claimed in claim 1, wherein the pressure loss detection is carried out as a function of the vehicle velocity (v) and/or the values of the dimensional variables (e1, e2, e3).

15. The method as claimed in claim 14, wherein the pressure loss detection is carried out as a function of a value of a ratio between the dimensional variables, by means of the one or other method for indirectly monitoring tire pressure.

16. A tire pressure monitoring system in which a wheel speed (ω

) of at least one wheel or a variable which is associated with the wheel speed (ω

) of the wheel is obtained and is evaluated for detection of a tire pressure loss, wherein said tire pressure monitoring system comprises an evaluation means in which a method according to claim 1 is carried out.

17. A method for indirectly monitoring tire pressure or for detecting damage to a wheel suspension system, said method comprising the steps of:

determining a pressure loss detection variable (DVE) by an analysis of an oscillation behavior of a wheel of a motor vehicle,

detecting a pressure loss at a tire of a wheel or damage to the wheel suspension system by comparing a currently determined pressure loss detection variable (DVE_cur) with a learnt pressure loss detection variable (DVE_setp), wherein at least two dimensional variables (e1, e2, e3), which each represent a dimension for the value of a frequency (f_nat1, f_nat2, f_nat3) or of a frequency range (f_lower, f_upper, Δ

f_nati) in an oscillation behavior of the wheel, are determined from a wheel speed signal (w) of the wheel, and

wherein the pressure loss detection variable (DVE) is formed from the two dimensional variables (e1, e2, e3)

wherein dimensional variables (e1, e2, e3) are determined for at least one of at least three different frequencies and at least three different frequency ranges, and wherein the three dimensional variables (e1, e2, e3) are used for at least one of pressure loss detection and damage detection.

18. The method as claimed in claim 17, wherein the pressure loss detection variable (DVE) is formed from two of the dimensional variables (e1, e2, e3) and wherein the pressure loss detection variable (DVE) is considered as a function of the third dimensional variable (e1).

19. The method as claimed in claim 18, wherein the pressure loss detection variable (DVE) is considered as a function of a ratio between two dimensional variables (e1/e3) which contains the third dimensional variable (e1).

20. A method for indirectly monitoring tire pressure or for detecting damage to a wheel suspension system, said method comprising the steps of:

determining a pressure loss detection variable (DVE) by an analysis of an oscillation behavior of a wheel of a motor vehicle,

detecting a pressure loss at a tire of a wheel or damage to the wheel suspension system by comparing a currently determined pressure loss detection variable (DVE_cur) with a learnt pressure loss detection variable (DVE_setp), wherein at least two dimensional variables (e1, e2, e3), which each represent a dimension for the value of a frequency (f_nat1, f_nat2, f_nat3) or of a frequency range (f_lower, f_upper, Δ

f_nati) in an oscillation behavior of the wheel, are determined from a wheel speed signal (w) of the wheel

wherein the pressure loss detection variable (DVE) is formed from the two dimensional variables (e1, e2, e3), and

wherein the pressure loss detection variable (DVE) is formed from a ratio between the two dimensional variables (e2/e3).