Tire pressure monitoring system based on sensor level vehicle automatic positioning

Abstract

Embodiments included herein relate to a method, computer program product, and computing system for tire pressure monitoring. Embodiments of the present disclosure can include receiving amplitude and phase differences of a plurality of radio frequency (RF) signals between one or more TPMS sensors. Embodiments can also include comparing and monitoring the relative amplitude and phase differences of the plurality of RF signals between all of the TPMS sensors based on an automatic localization algorithm. Embodiments can also include distinguishing between a front of a vehicle and a back of the vehicle based on a statistical model. Embodiments can also include determining a rotational direction of all of the TPMS sensors on the vehicle based on information received from the statistical model in combination with data from sensor accelerometers.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 625,328, filed January 26, 2024, entitled "Tire Pressure Monitoring System: Sensor-Based Vehicle Autolocation," the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This disclosure applies generally to monitoring systems, and more specifically to systems and methods for tire pressure monitoring systems. Background Technology

[0004] In tire pressure monitoring systems (TPMS), automatic wheel alignment is required for a variety of reasons. A TPMS typically includes sensors in or at each wheel of a vehicle, along with a central controller that receives tire pressure information from each sensor and reports it to the driver. Automatic alignment is the process of automatically identifying each sensor and determining its location on the vehicle without human intervention. Automatic alignment can be performed initially during installation and subsequently upon tire rotation or replacement. Performing automatic alignment involves identifying the tire pressure monitoring system (TPMS) sensor in each wheel of the car, either as an identifier or serial number. In high-end vehicles, knowing the identifier of the TPMS sensor in each wheel enables pressure to be displayed by location and shown to the driver. In basic vehicles with different labeled tire pressures on the front and rear axles, it is necessary to know the identifier and location of the TPMS sensor to check the pressure against the correct threshold for the applicable axle.

[0005] In most countries, passenger vehicles are required to have a Tire Pressure Monitoring System (TPMS) to warn drivers of underinflation. The purpose is to inform the driver of unsafe operating modes associated with one or all of the vehicle's tires. Each sensor installed in the wheel has a unique identification code associated with that sensor, allowing the pressure value for each wheel to be displayed on the dashboard. If each sensor's identification code can be associated with a corner of the vehicle, then the vehicle's original equipment manufacturer (“OEM”) can implement “pressure display by location.” Automatic positioning functionality for all TPMS sensors requires a certain level of external data beyond the data available at the sensor level to create a system-level solution. Current automatic positioning solutions require collaboration with OEMs to provide a system-level solution for automatic positioning of TPMS. The most widely used technologies require the use of an anti-lock braking system (ABS) to associate the sensors with the wheel angles, ultimately involving integration work. Summary of the Invention

[0006] As will be discussed in more detail below, embodiments of this disclosure include a tire pressure monitoring system.

[0007] In one or more embodiments of this disclosure, methods, computer program products, and computing systems associated with a tire pressure monitoring system (“TPMS”) are included. The method may include receiving amplitude and phase differences of multiple radio frequency (RF) signals between one or more TPMS sensors. The method further includes comparing and monitoring the relative amplitude and phase differences of the multiple RF signals between all TPMS sensors based on an automatic positioning algorithm. The method may also include distinguishing between the front and rear of a vehicle based on a statistical model. The method may further include determining the rotation direction of all TPMS sensors on the vehicle based on information received from the statistical model, combined with data from sensor accelerometers.

[0008] The method may include one or more of the following features. In some embodiments, the method may include determining positive or negative Doppler frequency shift and vehicle speed to establish a statistical model. In some embodiments, the automatic localization algorithm is hosted at the sensor level without any system-level data processing. The method may also include using the rotation direction of all TPMS sensors on the vehicle to distinguish proximal information, thereby resulting in a complete system-level solution from the sensor level. The method may also include using the rotation direction of all TPMS sensors on the vehicle to distinguish distal information, thereby resulting in a complete system-level solution from the sensor level. In some embodiments, the automatic localization algorithm at the sensor level utilizes information available from at least one TPMS sensor and communication between the one or more TPMS sensors. In some embodiments, the automatic localization algorithm is independent of the anti-lock braking system (ABS) and any specific requirements for the placement of receivers in the TPMS.

[0009] In another embodiment of this disclosure, a non-transitory computer-readable storage medium is provided, having instructions stored thereon that, when executed by a processor, cause one or more operations to be provided. These operations may include receiving amplitude and phase differences between multiple radio frequency (RF) signals between one or more TPMS sensors. These operations may also include comparing and monitoring the relative amplitude and phase differences between the multiple RF signals between all TPMS sensors based on an automatic positioning algorithm. These operations may further include distinguishing between the front and rear of the vehicle based on a statistical model. These operations may further include determining the rotation direction of all TPMS sensors on the vehicle based on information received from the statistical model, combined with data from sensor accelerometers.

[0010] It may include one or more of the following features. In some embodiments, these operations may further include: determining positive or negative Doppler frequency shift and vehicle speed to establish a statistical model. In some embodiments, the automatic positioning algorithm is hosted at the sensor level without any system-level data processing. In some embodiments, these operations may further include: using the rotation direction of all TPMS sensors on the vehicle to distinguish proximal information, thereby resulting in a complete system-level solution from the sensor level. In some embodiments, these operations may further include: using the rotation direction of all the TPMS sensors on the vehicle to distinguish distal information, thereby resulting in a complete system-level solution from the sensor level. In some embodiments, the sensor-level automatic positioning algorithm utilizes information available from at least one TPMS sensor and communication between the one or more TPMS sensors. In some embodiments, the automatic positioning algorithm is independent of the anti-lock braking system (ABS) and any specific requirements for the placement of the receiver in the TPMS.

[0011] In one or more embodiments of this disclosure, a TPMS is provided. The TPMS may include a receiver, an anti-lock braking system (ABS) with multiple ABS sensors, an electronic control unit (ECU) including a processor and memory, and multiple wheel units. The ECU is coupled to the multiple ABS sensors. At least one wheel unit includes: a microcontroller, a battery, a transponder coil, a sensor interface, a pressure sensor, a wheel phase angle sensor, a transmitter, a sensor accelerometer, and an antenna. The microcontroller is coupled to the sensor interface, and the sensor interface is coupled to the wheel phase angle sensor. The processor is configured to receive amplitude and phase differences of multiple radio frequency (RF) signals between one or more TPMS sensors. The processor is also configured to compare and monitor the relative amplitude and phase differences of the multiple RF signals between all TPMS sensors based on an automatic positioning algorithm. The processor is further configured to distinguish between the front and rear of the vehicle based on a statistical model. The processor is further configured to determine the rotation direction of all TPMS sensors on the vehicle based on information received from the statistical model and data from the sensor accelerometer.

[0012] It may include one or more of the following features. In some embodiments, the processor is further configured to: determine positive or negative Doppler frequency shift and vehicle speed to establish the statistical model. In some embodiments, the automatic localization algorithm is hosted at the sensor level, without any system-level data processing. In some embodiments, the processor is further configured to: use the rotation direction of all TPMS sensors on the vehicle to distinguish proximal information, thereby resulting in a complete system-level solution from the sensor level. In some embodiments, the processor is further configured to: use the rotation direction of all TPMS sensors on the vehicle to distinguish distal information, thereby resulting in a complete system-level solution from the sensor level. In some embodiments, the automatic localization algorithm at the sensor level utilizes information available from at least one TPMS sensor and communication between the one or more TPMS sensors. In some embodiments, the automatic localization algorithm is independent of ABS and any specific requirements for the placement of receivers in the TPMS.

[0013] Details of one or more exemplary embodiments will be set forth in the accompanying drawings and the description below. Other possible exemplary features and / or possible exemplary advantages will become apparent from the description, drawings, and claims. Some embodiments may not have those possible exemplary features and / or possible exemplary advantages, and such possible exemplary features and / or possible exemplary advantages may not necessarily be necessary for some embodiments.

[0014] This summary is provided to introduce a series of concepts, which will be further described in the detailed description below. This summary is not intended to identify the essential features of the claimed subject matter, nor is it intended to be used as an aid to limiting the scope of the claimed subject matter. Brief description of the attached diagram

[0016] The accompanying drawings are included to provide a further understanding of embodiments of this disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments of this disclosure and, together with the description, serve to explain the principles of these embodiments.

[0017] Figure 1 An embodiment of a tire pressure monitoring system according to embodiments of the present disclosure is shown;

[0018] Figure 2 An embodiment of a wheel unit used with a tire pressure monitoring system according to an embodiment of the present disclosure is shown;

[0019] Figure 3A An example of the time difference between the forward and reverse motion of a four-wheeled vehicle according to an embodiment of the present disclosure is shown;

[0020] Figure 3BA table illustrating time differences is shown according to an embodiment of the present disclosure;

[0021] Figure 4 A flowchart according to an embodiment of this disclosure is shown;

[0022] The same reference numerals in the various figures may indicate the same elements. Detailed Implementation

[0023] The following discussion pertains to certain implementations. It should be understood that the following discussion is solely intended to enable those skilled in the art to make and use any subject matter defined by the patent "claims" found in any patent now or later published herein.

[0024] The specific intent is that the claimed combination of features is not limited to the embodiments and illustrations contained herein, but includes modifications to these embodiments, including portions of these embodiments falling within the scope of the following claims, as well as combinations of elements from different embodiments. It should be understood that in the development of any such actual embodiment (as in any engineering or design project), numerous implementation-specific decisions must be made to achieve the developer's specific objectives, such as compliance with system-related and business-related constraints, which may vary from embodiment to embodiment. Furthermore, it should be understood that such development work may be complex and time-consuming, but will remain a routine task of design, manufacture, and production for those skilled in the art who benefit from this disclosure. Nothing in this application is considered critical or necessary to the claimed invention unless explicitly stated as "critical" or "essential."

[0025] It will also be understood that although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are used only to distinguish one element from another. For example, a first object or first step may be referred to as a second object or second step without departing from the scope of the invention, and similarly, a second object or second step may be referred to as a first object or first step. The first object or first step and the second object or second step are objects or steps, but they should not be regarded as the same object or step.

[0026] In commercial vehicles, the TPMS market continues to need to extend system lifespan to reduce downtime and improve the effectiveness of this crucial safety system by remembering when to check tires and adding comfort-related safety features. The aim is to inform the driver about unsafe operating modes associated with one or all of the vehicle's tires.

[0027] This invention relates to a method, computer program product, and computing system associated with a tire pressure monitoring system (“TPMS”). The automatic positioning functionality of all TPMS sensors requires external data beyond what is available at the sensor level to create a system-level solution. Current automatic positioning solutions require collaboration with OEMs to provide a system-level solution for TPMS automatic positioning. The most widely used technologies require the use of an anti-lock braking system (ABS) to correlate the sensor angle with the wheel angle and ultimately involve integration work.

[0028] One or more embodiments of the present invention provide solutions that eliminate the requirements for use with the system. According to various embodiments of the invention, the automatic positioning solution for TPMS utilizes information available at the sensors and communication between the sensors to create a sensor-level independent automatic positioning solution for the TPMS. In some embodiments, algorithms are used to monitor and compare the relative amplitude and phase difference of radio frequency (RF) signals between all TPMS sensors. A statistical model is established by determining positive or negative Doppler frequency shifts and vehicle speed to determine the front of the vehicle based on its rear. In some embodiments, this information can be combined with sensor accelerometer data, which gives the rotation direction of all TPMS sensors on the vehicle, and this rotation direction can be used to distinguish between proximal and distal information, thereby obtaining a complete system-level solution at the sensor level of the TPMS.

[0029] In some embodiments, the algorithm is hosted at the sensor level, requiring no system-level data processing and minimizing any required system-level integration work. According to various embodiments of the invention, this automatic positioning solution for TPMS does not require collaboration with OEMs to provide a system-level solution, thereby minimizing integration costs and also making it more readily adaptable to retrofit solutions.

[0030] Figure 1 A tire pressure monitoring system (“TPMS”) 100 according to a first embodiment of the present disclosure is shown, which can communicate with a network in whole or in part. The TPMS 100 can be arranged in a standard vehicle 1 having four wheels. The four wheels include the left front wheel (FL), right front wheel (FR), left rear wheel (RL), and right rear wheel (RR). In another embodiment, the TPMS 100 can be arranged in any other vehicle with a different number of wheels. The TPMS 100 may include wheel units 101, 102, 103, and 104 that can be associated with each wheel of the vehicle 1.

[0031] In some embodiments, TPMS 100 may also include an anti-lock braking system (ABS). Figure 1 (Not shown in the image), which has four ABS sensors 201, 202, 203, and 204. ABS sensors 201-204 can also be associated with each wheel of vehicle 1. Therefore, each wheel can be assigned one of wheel units 101, 102, 103, and 104 and one of ABS sensors 201, 202, 203, and 204.

[0032] In some embodiments, the TPMS 100 may further include an electronic control unit (ECU) 300 and a receiver 400. The ECU 300 may be coupled to the ABS sensors 201-204 via a communication bus, such as a controller area network (CAN) bus, and may receive ABS data from the ABS sensors 201-204. The ECU 300 may include a processor 302 and a memory 304. The ECU 300 operates to store the received ABS data in the memory 304 to provide historical ABS trajectories. The ECU 300 may be implemented by any suitable means, such as a microprocessor, microcontroller, application-specific integrated circuit (ASIC), or other suitable data processing device programmed to perform the functions described herein. Furthermore, the ECU 300 may communicate with other vehicle components using any other suitable device (wired or wireless). A CAN bus is an exemplary implementation of data communication between vehicle components.

[0033] In some implementations, as will be discussed in more detail below, Figure 1 The TPMS 100 can include, but is not limited to, receiving amplitude and phase differences between multiple radio frequency (RF) signals from one or more TPMS sensors. Based on an automatic positioning algorithm, the relative amplitude and phase differences of multiple RF signals from all TPMS sensors can be compared and monitored. Based on a statistical model, the front and rear of the vehicle can be distinguished. Based on information received from the statistical model, combined with data from sensor accelerometers, the rotation direction of all TPMS sensors on the vehicle can be determined. Sensor-level comparisons are not limited to the vehicle and can also be provided as a cloud-based, application-based, or equivalent approach.

[0034] In some embodiments, the ECU 300 may also receive data from wheel units 101, 102, 103, and 104 via receiver 400. For example, wheel units 101, 102, 103, and 104 may transmit radio frequency signals or other wireless communications to the ECU 300 to transmit data and other information. Each wheel unit may include suitable radio transmitting circuitry, and the ECU 300 may include suitable radio receiving circuitry for radio communication. Furthermore, the radio circuitry may use agreed-upon transmission and reception formats and data encoding techniques. The ECU 300 operates to correlate the data received from wheel units 101, 102, 103, and 104 with ABS data to perform automatic positioning, as will be discussed in detail below.

[0035] Reference Figure 2 The structure of wheel unit 101 is shown in more detail. Wheel units 102-104 may contain the same structure as wheel unit 101. Figure 2 As shown, the wheel unit 101 includes a microcontroller 220, a battery 210, a transponder coil 206, a sensor interface 207, a pressure sensor 208, a wheel phase angle sensor 212, a transmitter 214, and an antenna 216. The microcontroller 220 is coupled to the sensor interface 207. The sensor interface 207 is coupled to the wheel phase angle sensor 212. The wheel phase angle sensor 212 measures the wheel phase angle at multiple different times. The wheel phase angle sensor 212 provides the measured values ​​to the sensor interface 207. The sensor interface 207 can receive the measured values ​​from the wheel phase angle sensor 212 in the form of an electrical output signal. The sensor interface 207 can receive the electrical output signal and amplify and filter the signal. Sensors installed in each wheel of the vehicle continuously measure tire pressure and, if the sensor is installed inside the tire, also continuously measure its temperature. This information is wirelessly transmitted to the sensor interface 207 and displayed via an onboard display or a technician's handheld device during maintenance checks. The sensor interface 207 can send the processed signal to an analog-to-digital converter (not shown) to convert the signal into a digital signal. The microcontroller 220 can receive and process the output signal in digital form from the wheel phase angle sensor 212.

[0036] In the illustrated embodiment, pressure sensor 208 can detect the inflation pressure of the tire associated with wheel unit 101. In alternative embodiments, pressure sensor 208 can be supplemented or replaced by a temperature sensor or other devices for detecting tire data. The tire pressure data indication is sent to microcontroller 220 via an analog-to-digital converter (not shown).

[0037] In some embodiments, battery 210 can be the power source for wheel unit 101. Transponder coil 206 can detect external activation of the transponder by a signal applied via a remote exciter and can modulate the signal to transmit data from wheel unit 101 to a remote detector. Wheel unit 101 can transmit data to ECU 300 (e.g., via transmitter 214 and antenna 216) via transmitter 214. Figure 1 (As shown) provides data including tire pressure from pressure sensor 208 and wheel phase angle information from wheel phase angle sensor 212.

[0038] In operation, as the wheel rotates, the wheel phase angle sensor 212 can operate to measure the wheel phase angle. The wheel phase angle measurement does not necessarily need to be relative to an absolute reference value. In other words, the phase measurement does not need to begin from the top of the wheel or the point of impact with the road. The key information may be the phase difference or the phase increment of the wheel; therefore, the requirement is to measure two different phase angles relative to the same angle. This reference can be arbitrarily chosen based on accuracy capabilities and ease of implementation. The wheel phase angle sensor 212 can be mounted on the wheel rim or is a tire-mounted sensor. Alternatively or additionally, the wheel phase angle sensor 212 can be arranged at any suitable location associated with the wheel. In one embodiment, the wheel phase angle sensor 212 includes a rotation sensor. For example, the rotation sensor can be a piezoelectric rotation sensor that measures the wheel phase angle based on gravity. Specifically, as the wheel rotates, gravity causes the sensing element of the rotation sensor to experience different forces, resulting in different output signals representing the wheel phase angle or wheel angular position. In this way, the rotation sensor produces an output signal indicating the wheel phase angle at a predetermined time. The output signal of the rotation sensor can have different amplitudes and / or different polarities depending on the wheel phase angle. For example, the rotation sensor produces an output signal with amplitude M at 0 degrees and an output signal with amplitude -M at 180 degrees. Alternatively or additionally, any conventional rotation sensor can be used as the wheel phase angle sensor 212.

[0039] In another embodiment, the wheel phase angle sensor 212 includes an impact sensor of the type that generates an electrical signal in response to acceleration. This electrical signal indicates, or is generally proportional to, the change in experienced acceleration. Alternatively, the wheel phase angle sensor 212 may each include an accelerometer or a microelectromechanical system (MEMS) sensor. The key difference between an accelerometer and an impact sensor is that the output signal from an impact sensor relates to a change in the force applied to the impact sensor, while the output signal from an accelerometer is proportional to the applied absolute force.

[0040] Reference Figure 1 and 2In most countries, passenger vehicles are required to have tire pressure monitoring systems to warn drivers of underinflated tires. The purpose is to inform the driver of unsafe operating modes associated with one or all of the vehicle's tires. Each sensor installed in the wheel can include a unique identification code associated with that sensor, allowing the pressure value for each wheel to be displayed on the dashboard. If the identification code for each sensor can be associated with a corner of the vehicle, then the vehicle OEM can implement a "pressure by location" display as described above.

[0041] However, problems can arise if the wheels on the vehicle are swapped. If the vehicle ECU is unaware that this has occurred, a warning to the driver might indicate a problem with the incorrect wheel position. Issues related to this specific problem can be addressed using automatic positioning system solutions, such as Wheel Unit Automatic Positioning (“WAL”) and Phase Automatic Positioning (“PAL”). In some embodiments, the TPMS 100 can conventionally use an ultra-high frequency (“UHF”) RF system transmitting in the 315 and 433 MHz ISM bands to transmit automatic positioning data from sensors to the vehicle ECU. In some other embodiments, OEMs are currently beginning to move towards Bluetooth-based systems to enable further integration of the TPMS, remote keyless entry (“RKE”) systems, passive entry and passive start (“PEPS”) systems, and entertainment systems.

[0042] Bluetooth Low Energy (BLE) is one of the most widely used short-range wireless standards today and is used across many products and industries, including computing, mobile, health and fitness, and automotive. As the automotive industry moves towards wireless vehicle architectures using BLE, new approaches are needed for manufacturing and service processes. While certain communication protocols (e.g., BLE) may be discussed in various aspects of this disclosure, it should be noted that any suitable communication protocol may be used without departing from the scope of this disclosure.

[0043] Automatic positioning systems (e.g., PAL) can correlate wheel unit angle information with vehicle ABS data, and the system must know the time elapsed from when the wheel unit is positioned at a predetermined angular location to when the vehicle ECU receives the automatic positioning data from that wheel unit. Typically, this automatic positioning data can be included as a time value encoded into an RF frame, and can include all system delays up to when the RF frame is received at the vehicle ECU.

[0044] Now refer to Figure 3A Example 350 illustrates the time difference between the forward and reverse movements of a four-wheeled vehicle according to an embodiment of the present disclosure. For example, as... Figure 1As shown, the TPMS 100 can be arranged in the four wheels of a vehicle (e.g., vehicle 1), which may include the left front wheel (FL) with sensor 2, the right front wheel (FR) with sensor 4, the left rear wheel (RL) with sensor 1, and the right rear wheel (RR) with sensor 3. In another embodiment, the TPMS 100 can be arranged in any other vehicle with a different number of wheels. In some embodiments, the automatic positioning solution of the TPMS utilizes sensors (e.g., Figure 3A The sensors shown are 1, 2, 3, and 4. Figure 1 Information available at the ABS sensors 201-204, pressure sensor 208, and wheel phase angle sensor 212 shown, as well as TPMS sensors (e.g., Figure 3A The sensors shown are 1, 2, 3, and 4. Figure 1 The communication between the ABS sensors 201-204, pressure sensor 208, and wheel phase angle sensor 212 (shown in the diagram) creates a sensor-level independent automatic positioning solution for the TPMS 100. For example, this information may include: for all TPMS sensors (e.g., Figure 3A The sensors shown are 1, 2, 3, and 4. Figure 1 The ABS sensors 201-204, pressure sensor 208, and wheel phase angle sensor 212 shown represent the time difference (t = ΔT) between the forward and reverse (bidirectional) motions of the vehicle when the vehicle is relatively stationary (t = 0).

[0045] In some embodiments, when vehicle 1 is stationary at t=0, the distance between sensor 1 and sensor 2 (and similarly, sensor 3 and sensor 4) is D, and the distance between sensor 2 and sensor 4 (and similarly, sensor 2 and sensor 4) is W. In some embodiments, algorithms are used to monitor and compare the relative amplitude and phase differences of the radio frequency (RF) signals between all TPMS sensors. For example, the rear of vehicle 1 can be determined by determining the reverse motion of sensors 1, 2, 3, and 4 of vehicle 1 that have moved a distance D + v*ΔT at a speed of vm / s at time t = ΔT. Similarly, the front of vehicle 1 can be determined by determining the forward motion of sensors 1, 2, 3, and 4 of vehicle 1 that have moved a distance D + v*ΔT at a speed of vm / s at time t = ΔT. In some embodiments, a statistical model is established by determining positive or negative Doppler frequency shifts and vehicle speed to determine the front and rear of vehicle 1.

[0046] Now refer to Figure 3BTable 360 ​​provides an overview of the anticipated physical differences between the forward and reverse (bidirectional) movements of a vehicle, shown as time differences, according to embodiments of the present disclosure. Table 360 ​​illustrates... Figure 3A The information available at sensors 1, 2, 3, and 4 is shown, along with the communication between them when the vehicle is stationary at t=0, moving forward at t=ΔT, and moving backward at t=ΔT. For example, when observing the communication between the TPMS sensors of sensor 2 in the transmitter and sensor 1 in the receiver of vehicle 1 during forward motion, a negative Doppler shift can be determined, as shown in Table 360. Similarly, for example, when observing the communication between the TPMS sensors of sensor 4 in the transmitter and sensor 3 in the receiver of vehicle 1 during backward motion, a positive Doppler shift can be determined, as shown in Table 360. In some embodiments, this information can be combined with sensor accelerometer data, which gives the rotation direction of all TPMS sensors on the vehicle, and these rotation directions can be used to distinguish between proximal and distal information, resulting in a system-wide solution at the sensor level of TPMS 100. In some embodiments, this solution may require no system-level integration work. This solution can be independent of ABS and any specific requirements for the placement of the RF receiver (e.g., receiver 400) in the TPMS 100.

[0047] Now refer to Figure 4 The diagram illustrates flowcharts of methods, computer program products, and computing systems associated with TPMS 100 according to embodiments of the present disclosure. In some embodiments, the automatic positioning function of TPMS 100 may require external data at some level other than the data available at the sensor level of TPMS 100, and utilize information available at one or more TPMS sensors and communication between TPMS sensors to create a sensor-level independent automatic positioning solution. Method 400 may include receiving (402) amplitude and phase differences of multiple radio frequency (RF) signals between one or more TPMS sensors (e.g., ABS sensors 201-204, pressure sensor 208, and wheel phase angle sensor 212).

[0048] In some embodiments, method 400 may further include: comparing and monitoring (404) the relative amplitude and phase differences of multiple RF signals between all TPMS sensors (e.g., ABS sensors 201-204, pressure sensor 208, and wheel phase angle sensor 212) based on an automatic positioning algorithm. In some embodiments, the automatic positioning algorithm is hosted at the sensor level (406) without any system-level data processing, and therefore may not require any system-level integration work. For example, the algorithm may need to record the phase and amplitude repeated in one (or more) drives and, based on... Figure 3B The expected results establish a confidence level. As more data is received, it establishes a higher statistical confidence level for the algorithm, meaning that the wheels can be assigned to the correct positions. In some other embodiments, the automatic positioning algorithm is independent of any specific requirements regarding the placement of the receiver (e.g., receiver 400) in the ABS (e.g., ABS with ABS sensors 201-204) and the TPMS (e.g., TPMS 100).

[0049] In some embodiments, method 400 may further include distinguishing the front and rear of a vehicle (e.g., vehicle 1) based on a statistical model (410). In some embodiments, method 400 may further include determining (412) a positive or negative Doppler frequency shift and determining the vehicle speed to establish a statistical model. For example, an automatic positioning algorithm may be designed to monitor and compare the relative amplitude and phase differences of RF signals between all TPMS sensors, determine a positive or negative Doppler frequency shift and vehicle speed to establish a statistical model, thereby determining the front and rear of the vehicle, such as... Figure 3A As shown. In some other embodiments, the statistical model can be updated using these techniques as artificial intelligence (AI) or machine learning (ML) matures.

[0050] In some embodiments, method 400 may further include: determining (414) the rotation direction of all TPMS sensors on the vehicle based on information received from a statistical model and in conjunction with data from sensor accelerometers. In some embodiments, method 400 may include using (416) the rotation direction of all TPMS sensors on the vehicle to distinguish between proximal and distal information, thereby resulting in a complete system-level solution from the sensor level.

[0051] For example, information obtained from this statistical model can be combined with data from sensor accelerometers, which provide the rotational direction of all TPMS sensors on the vehicle. These rotational directions can be used to distinguish between proximal and distal information, thus enabling a complete system-level solution from the sensor level. For instance, the amplitude / phase difference obtained from the sensor accelerometer data can inform the relative position of the sensors with respect to each other, but when the vehicle moves from reverse to forward motion, the algorithm needs some method to identify proximal or distal information. According to various embodiments of the invention, this automatic positioning solution for TPMS does not require collaboration with OEMs to provide a system-level solution, thereby minimizing integration costs and making it more readily adaptable to retrofit solutions.

[0052] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” are intended to also include the plural forms. It should also be understood that when the terms “comprises” and / or “comprising” are used in this specification, these terms indicate the presence of the stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0053] The equivalents of the corresponding structures, materials, actions, and means or steps plus functional elements in the appended claims are intended to include any structure, material, or action that, in combination with other elements specifically claimed, performs the function. The description in this disclosure is presented for purposes of illustration and description, but is not intended to be exhaustive or to limit the disclosure to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of this disclosure. These embodiments were chosen and described in order to best explain the principles and practical application of this disclosure and to enable others skilled in the art to understand the various embodiments of this disclosure and the various modifications suitable for the particular intended use.

[0054] Although some exemplary embodiments have been described in detail above, those skilled in the art will readily understand that many modifications can be made to these exemplary embodiments without substantially departing from the scope of this disclosure as set forth herein. Therefore, these modifications are intended to be included within the scope of this disclosure as defined by the appended claims. In the claims, the means plus function clause is intended to cover not only structural equivalents but also equivalent structures, as described herein. Thus, although nails and screws may not be structural equivalents because nails have a cylindrical surface for securing wooden parts together, while screws have a helical surface, nails and screws may be equivalent structures in the context of fastening wooden parts. The applicant expressly intends not to limit any claim in this application by invoking 35 USC § 112(f) unless that claim expressly uses the words “means for” or “steps for” and the associated function.

[0055] Therefore, after the disclosure of this application has been described in detail with reference to its embodiments, it will be apparent that modifications and variations may be made without departing from the scope of this disclosure as defined by the appended claims.

Claims

1. A computer-implemented method in a tire pressure monitoring system ("TPMS"), comprising: Receives the amplitude and phase differences of multiple radio frequency (RF) signals between one or more TPMS sensors; Based on the automatic positioning algorithm, the relative amplitude difference and phase difference of the multiple RF signals among all TPMS sensors are compared and monitored; Based on a statistical model, the front and rear of a vehicle are distinguished. as well as Based on the information received from the statistical model and combined with data from the sensor accelerometer, the rotation direction of all TPMS sensors on the vehicle is determined.

2. The method according to claim 1, further comprising: Determine the positive or negative Doppler frequency shift and vehicle speed to establish the statistical model.

3. The method according to claim 1, wherein, The automatic positioning algorithm is hosted at the sensor level, requiring no system-level data processing.

4. The method according to claim 3, further comprising: Using the rotation direction of all TPMS sensors on the vehicle to distinguish proximal information results in a complete system-level solution from the sensor level.

5. The method according to claim 3, further comprising: Using the rotation direction of all TPMS sensors on the vehicle to distinguish far-side information results in a complete system-level solution from the sensor level.

6. The method according to claim 3, wherein, The automatic positioning algorithm at the sensor level utilizes information that can be obtained from at least one TPMS sensor and communication between the one or more TPMS sensors.

7. The method according to claim 1, wherein, The automatic positioning algorithm is independent of the anti-lock braking system (ABS) and any specific requirements for the placement of the receiver in the TPMS.

8. A non-transitory computer-readable storage medium having instructions stored thereon that, when executed by a processor, cause one or more operations, the operations comprising: Receives the amplitude and phase differences of multiple radio frequency (RF) signals between one or more TPMS sensors; Based on an automatic positioning algorithm, the relative amplitude and phase differences of multiple RF signals among all TPMS sensors are compared and monitored. Based on a statistical model, the front and rear of a vehicle are distinguished. as well as Based on the information received from the statistical model and combined with data from the sensor accelerometer, the rotation direction of all TPMS sensors on the vehicle is determined.

9. The non-transitory computer-readable storage medium of claim 8 further comprises determining positive or negative Doppler frequency shift and vehicle speed to establish the statistical model.

10. The non-transitory computer-readable storage medium according to claim 8, wherein, The automatic positioning algorithm is hosted at the sensor level, requiring no system-level data processing.

11. The non-transitory computer-readable storage medium of claim 10, further comprising using the rotation direction of all TPMS sensors on the vehicle to distinguish proximal information, thereby resulting in a complete system-level solution from the sensor level.

12. The non-transitory computer-readable storage medium of claim 10, further comprising using the rotation direction of all TPMS sensors on the vehicle to distinguish remote information, thereby resulting in a complete system-level solution obtained from the sensor level.

13. The non-transitory computer-readable storage medium according to claim 10, wherein, The automatic positioning algorithm at the sensor level utilizes information that can be obtained from at least one TPMS sensor and communication between the one or more TPMS sensors.

14. The non-transitory computer-readable storage medium according to claim 8, wherein, The automatic positioning algorithm is independent of the anti-lock braking system (ABS) and any specific requirements for the placement of the receiver in the TPMS.

15. A tire pressure monitoring system ("TPMS"), comprising: Receiver; Anti-lock braking system (ABS) has multiple ABS sensors; Electronic control unit (ECU), comprising a processor and a memory, wherein the ECU is coupled to the plurality of ABS sensors; and Multiple wheel units, wherein at least one wheel unit includes: microcontroller; Battery; Transponder coil; Sensor interface; Pressure sensor; Wheel phase angle sensor; Transmitter; Sensors, accelerometers; and antenna, The microcontroller is coupled to the sensor interface, and the sensor interface is coupled to the wheel phase angle sensor. The processor is configured as follows: Receives the amplitude and phase differences of multiple radio frequency (RF) signals between one or more TPMS sensors; Based on the automatic positioning algorithm, the relative amplitude difference and phase difference of the multiple RF signals among all TPMS sensors are compared and monitored; Based on a statistical model, the front and rear of a vehicle are distinguished; and Based on the information received from the statistical model and combined with data from the sensor accelerometer, the rotation direction of all TPMS sensors on the vehicle is determined.

16. The system according to claim 15, wherein, The processor is also configured to determine positive or negative Doppler frequency shift and vehicle speed to establish the statistical model.

17. The system according to claim 15, wherein, The automatic positioning algorithm is hosted at the sensor level, requiring no system-level data processing.

18. The system according to claim 17, wherein, The processor is also configured to use the rotation direction of all TPMS sensors on the vehicle to distinguish between proximal and distal information, thereby resulting in a complete system-level solution from the sensor level.

19. The system according to claim 17, wherein, The automatic positioning algorithm at the sensor level utilizes information that can be obtained from at least one TPMS sensor and communication between the one or more TPMS sensors.

20. The system according to claim 15, wherein, The automatic positioning algorithm is independent of the ABS and any specific requirements for the placement of the receiver in the TPMS.

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