System and method for performing auto-location of a tire pressure monitoring sensor arranged with a vehicle wheel using confidence interval analysis and change of wheel direction

• US 9,278,590 B2
• Filed: 11/18/2013
• Issued: 03/08/2016
• Est. Priority Date: 08/22/2013
• Status: Active Grant

• Current Assignee: Schrader Electronics Limited (Sensata Technologies Holding Plc)
• Original Assignee: Schrader Electronics Limited (Sensata Technologies Holding Plc)
• Inventors: Friel, Edward, Graham, Gary, Walker, Peter, Millen, Alan
• Primary Examiner(s): Jabr, Fadey
• Assistant Examiner(s): Troost, Aaron L
• Application Number:
  US14/083,305
• Publication Number:
  US 20150057878A1
• Time in Patent Office: 841 Days
• Field of Search: 701/34.4
• US Class Current: 1/1
• CPC Class Codes: B60C 23/00 Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
• CPC Class Codes: B60C 23/0416 allocating a corresponding wheel position on vehicle, e.g. front/left or rear/right
• CPC Class Codes: B60C 23/0488 Movement sensor, e.g. for sensing angular speed, acceleration or centripetal force
• CPC Class Codes: B60C 23/0489 for detecting the actual angular position of the monitoring device while the wheel is turning
• CPC Class Codes: B60T 8/171 Detecting parameters used in the regulation; Measuring values used in the regulation
• CPC Class Codes: B60T 8/172 Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence
• CPC Class Codes: B60W 40/10 related to vehicle motion
• CPC Class Codes: B60W 40/105 Speed
• CPC Class Codes: G01P 13/045 with speed indication

Abstract

A method for determining change of direction of a vehicle includes steps of maintaining a rolling window of ABS data indicative of ABS tooth count and capturing a relevant rolling window of ABS data at the predetermined one-measurement point; storing the rolling window of the ABS data indicative of ABS tooth in a buffer; monitoring the ABS data and detecting a valid stop event which causes the rate of change of ABS tooth count to substantially decrement to zero; and monitoring the ABS data and detecting a valid move event which causes the rate of change of ABS tooth count to substantially increment from zero. The method also includes steps of determining a pre-stop phase relationship between at least two wheels based on the ABS tooth count stored in the buffer immediately prior to the valid stop event; determining a post-start phase relationship between at least two wheels based on the ABS tooth count stored in the buffer immediately subsequent to the valid move event; and correlating the pre-stop phase relationship and the post-start phase relationship to determine change of direction and confidence level.

Claims

1. A method for determining a change of direction of a vehicle, comprising:

maintaining a rolling window of ABS anti-lock brake system (“

ABS”

) data indicative of an ABS tooth count and capturing a relevant rolling window of the ABS data at a predetermined one-measurement point;

storing the rolling window of the ABS data indicative of the ABS tooth count in a buffer;

monitoring the ABS data and detecting a valid stop event based, at least in part, on detecting a rate of change of the ABS tooth count substantially decrementinq to zero;

monitoring the ABS data and detecting a valid move event based, at least in part, on detecting the rate of change of the ABS tooth count substantially incrementing from zero;

determining a pre-stop phase relationship between at least two wheels based on the ABS tooth count stored in the buffer immediately prior to the valid stop event;

determining a post-start phase relationship between the at least two wheels based on the ABS tooth count stored in the buffer immediately subsequent to the valid move event; and

correlating the pre-stop phase relationship and the post-start phase relationship to determine the change of direction.

2. The method of claim 1, wherein the step of determining the pre-stop phase relationship comprises identifying a pre-stop search window with respect to the ABS tooth count stored in the buffer.

3. The method of claim 2, wherein the step of identifying the pre-stop search window comprises identifying a predetermined pattern of the ABS tooth count for each wheel.

4. The method of claim 3, wherein the predetermined pattern of the ABS tooth count comprises zero (0)-one (1)-zero (0).

5. The method of claim 1, wherein the step of determining the post-start phase relationship comprises identifying a predetermined pattern of the ABS tooth count for each wheel and the predetermined pattern comprises zero (0)-one (1)-zero (0).

6. The method of claim 1, wherein the step of determining the post-start phase relationship comprises identifying one of lead, lag and in phase relationship between the two wheels.

7. The method of claim 1, wherein the step of determining the pre-stop phase relationship comprises:

upon determination that a first wheel leads a second wheel, recording “

1”

in a decision matrix table;

upon determination that the first wheel lags the second wheel, recording “

-1”

in the decision matrix table; and

upon determination that the first wheel is in phase with the second wheel, recording “

0”

in the decision matrix table.

8. The method of claim 7, wherein the step of determining a post-start phase relationship comprises:

upon determination that the first wheel leads the second wheel, recording “

1”

in a decision matrix table;

upon determination that the first wheel lags the second wheel, recording “

-1”

in the decision matrix table; and

upon determination that the first wheel is in phase with the second wheel, recording “

0”

in the decision matrix table.

9. The method of claim 8, wherein the step of correlating comprises:

multiplying a recorded value of the pre-stop phase relationship for a pair of wheels with a recorded value of the post-start phase relationship for the pair of wheels.

10. The method of claim 1, wherein:

the step of determining the pre-stop phase relationship comprises recording a pre-stop value corresponding to lead, lag, or in phase relationship for each pair of wheels;

the step of determining the post-start phase relationship comprises recording a post-start value corresponding to lead, lag, or in phase relationship for each pair of wheels; and

the step of correlating comprises;

multiplying the pre-stop value and the post-start value for each pair of wheels;

summing each multiplication result; and

determining the change of direction based on a sum of all multiplication results.

11. The method of claim 10, wherein the step of determining the change of direction further comprises:

determining the change of direction when the sum of all multiplication results is a negative value;

and determining no change of direction when the sum of all multiplication results is a positive value.

12. The method of claim 11, wherein the step of determining the change of direction further comprises:

determining a confidence level based on an absolute magnitude of the sum of all multiplication results.

13. The method of claim 12, wherein the confidence level indicates a maximum certainty when the absolute magnitude of the sum of all multiplication results is six for four wheels.

14. A wheel auto-location method, comprising:

receiving a radio frequency (“

RF”

) transmission indicating a predetermined one-measurement point during rotation of a wheel and tire pressure monitor (“

TPM”

) sensor parameters;

calculating the predetermined one-measurement point based on the RF transmission;

maintaining a rolling window of ABS data and capturing a relevant rolling window of ABS data at the predetermined one-measurement point;

monitoring the ABS data and detecting a valid stop event based, at least in part, on detecting a rate of change of the ABS tooth count substantially decrementinq to zero;

monitoring the ABS data and detecting a valid move event based, at least in part, on detecting the rate of change of the ABS tooth count substantially incrementing from zero;

determining a pre-stop phase relationship between at least two wheels based on the ABS tooth count stored in the buffer immediately prior to the valid stop event;

determining a post-start phase relationship between the at least two wheels based on the ABS tooth count stored in the buffer immediately subsequent to the valid move event;

correlating the pre-stop phase relationship and the post-start phase relationship to determine a change of direction;

correlating the ABS data at the one-measurement point with a specific location of a wheel based on confidence interval (“

COIN”

) width analysis of the relevant rolling window of ABS data at the predetermined one-measurement point; and

determining the specific location of the wheel where the TPM sensor parameters are assigned, and determining a confidence level of the wheel location based, at least in part, on the determined change of direction.

15. The wheel auto-location method of claim 14, further comprising:

calculating a COIN width based on the ABS tooth count until an indication of the change of direction is determined; and

calculating a weighted cumulative COIN width based on individual COIN width calculations and the count of the ABS tooth count used in each COIN width calculation at the time of indication of each change of direction.

16. A tire pressure monitoring system for performing auto-location of a wheel in a vehicle, comprising:

a wheel unit to be associated with a wheel of the vehicle, the wheel unit comprising;

a tire pressure monitor (“

TPM”

) sensor that measures TPM sensor parameters of the wheel; and

a wheel phase angle sensor that detects an angle of interest (P1) at a first time (T1);

wherein the wheel unit transmits at a second time (T2) a radio frequency (RF) message comprising;

an identification of the TPM sensor; and

measured TPM sensor parameters; and

an electronic control unit (“

ECU”

) of the vehicle in communication with the wheel unit and an anti-lock brake system (“

ABS”

) sensor; and

computer program code operable in conjunction with the ECU of the vehicle, the ECU in communication with the wheel unit and the ABS sensor of the vehicle, wherein in response to a phase correlation data storage event trigger, the ECU is operable in response to the computer program code to execute instructions of;

calculating the first time (T1) based on a predetermined time delay (T2-T1), wherein the predetermined time delay is equal to a difference between T2 and Tl;

storing a count of a number of ABS teeth which represents the number of ABS teeth that have passed each ABS sensor in a given period of time and is indicative of wheel phase angle based on the phase correlation data storage event trigger and determining the count of the number of ABS teeth or data at the first time (T1);

correlating a location of the wheel with a location of the ABS sensor based on a confidence interval (“

COIN”

) width value calculated from the count of the number of ABS teeth at the first time (T1); and

associating the TPM sensor parameters with the determined location of the wheel;

wherein the ECU is further operable to execute instructions of;

calculating a width based on the number of ABS teeth upon detection of an indication of a change of direction; and

calculating a weighted cumulative width based on individual COIN width value calculations and the count of the number of ABS teeth used in each COIN width value calculation at the time of indication of each change of direction.

17. The system of claim 16, wherein the ECU is further operable to execute instructions of:

determining a pre-stop phase relationship between at least two wheels based on the count of the number of ABS teeth stored in a buffer immediately prior to a valid stop event;

determining a post-start phase relationship between the at least two wheels based on the count of the number of ABS teeth stored in the buffer immediately subsequent to a valid move event; and

correlating the pre-stop phase relationship and the post-start phase relationship to determine the change of direction.

18. The system of claim 17, wherein the instruction of determining the pre-stop phase relationship comprises recording a pre-stop value corresponding to lead, lag, or in phase relationship for each wheel;

the instruction of determining the post-start phase relationship comprises recording a post-start value corresponding to lead, lag, or in phase relationship for each wheel; and

the instruction of correlating comprises;

multiplying the pre-stop value and the post-start value for each wheel;

summing each multiplication result; and

determining the change of direction based on a sum of all multiplication results.

19. The system of claim 18, wherein the instruction of determining the change of direction further comprises:

determining the change of direction when the sum of all multiplication results is a negative value; and

determining no change of direction when the sum of all multiplication results is a positive value.

20. The system of claim 19, wherein the instruction of determining the change of direction further comprises:

determining a confidence level based on an absolute magnitude of the sum of all multiplication results.