System, method, and computer program product for detecting reduced tire pressure

Abstract

The present invention relates to a system, method and computer program product for detecting tire pressure loss in tires of a vehicle. The system includes a sensor disposed on the vehicle remote from the tire, at least indirectly mechanically coupled to a chassis of the vehicle, and configured to detect a characteristic indicative of tilting spatial movement of the chassis. The system also includes a processing unit communicatively coupled to the sensor, configured to receive a sensor signal from the sensor, the sensor signal indicative of tilting spatial movement of the chassis, and configured to detect tire pressure based on the sensor signal. The processing unit is configured to detect tire pressure loss in response to the sensor signal indicative of tilting spatial movement of the chassis toward at least one tire.

Description

Technical Field

[0001] The present invention generally relates to the detection of reduced tire pressure in a vehicle tire. Background Art

[0002] Tire pressure monitoring systems are often installed in road vehicles (e.g. passenger cars) and are mandatory by law in many countries. This increases safety in the event of a tire blowout and helps reduce fuel consumption by alerting the driver to the fact that the tire is significantly underinflated.

[0003] Typically, any system is based on direct pressure measurement, for example using a pressure sensor inside each tire, or on indirect pressure measurement, where sensor signals from other sensors (such as wheel speed signals from wheel speed sensors) are processed to obtain an estimate of the tire pressure.

[0004] In any case, these systems generally require that the vehicle is moving for pressure determination to be made. For example, an indirect system based on wheel speed certainly requires measuring wheel speed, i.e. a moving vehicle.

[0005] However, tire pressure loss usually does not occur immediately when a tire blows out, but rather occurs gradually over a longer period of time. This period of time may extend to a stopped state after the vehicle is parked. In other words, a tire blowout that occurs while driving may not cause enough pressure loss during driving to be monitored and thus detect the pressure loss before the car stops.

[0006] However, during a stop, the tires continue to lose pressure, and in some cases completely. This pressure loss is not detected until the vehicle is moving again. Similarly, a loss of tire pressure due to an event during a stop (such as a criminal puncturing a parked vehicle's tire) is not detected until the vehicle is moving again. Summary of the invention

[0007] Purpose of the Invention

[0008] In order to overcome the disadvantages of known methods, in particular of the type mentioned above, the object of the present invention is to provide a solution for detecting tire pressure loss. SUMMARY OF THE INVENTION

[0010] Systems, methods, computer program products, and apparatus are provided for detecting tire pressure loss in at least one tire of a plurality of tires of a vehicle.

[0011] In general, the invention utilizes a sensor signal indicative of the tilting spatial movement of the chassis. This allows the detection of chassis tilting due to pressure loss, and thus pressure loss. For the purposes of the present invention, "pressure loss" may refer to any condition with a significantly reduced pressure, regardless of whether the reduction is complete or only partial.

[0012] According to a first aspect, a system for detecting tire pressure loss in at least one tire of a plurality of tires of a vehicle is provided. The system comprises a sensor and a processing unit.

[0013] The sensor is arranged on the vehicle remote from the tire, is at least indirectly mechanically coupled to the chassis of the vehicle and is configured to detect a characteristic indicative of an oblique spatial movement of the chassis. By means of the mechanical coupling to the chassis, the sensor can follow any movement associated with a movement of the chassis. Such a movement can in particular be due to a pressure loss in at least one tire. The sensor is used to detect a characteristic indicative of an oblique spatial movement of the chassis. Furthermore, this arrangement overcomes the disadvantages of integrating the sensor in the tire, as is the case with known direct tire pressure measurement systems. The present invention therefore relates to pressure loss detection, wherein sensor signals from other sensors (i.e. not integrated into the tire) are processed, i.e. the present invention relates to indirect pressure loss detection.

[0014] Examples of sensors of the system include accelerometers of the vehicle or suspension sensors that indicate the operation (i.e., operating state, such as whether and how much the suspension system is compressed or extended) of the vehicle's suspension system. Thus, examples of these characteristics include acceleration or suspension measurements as will be described in further detail below.

[0015] The processing unit is communicatively coupled to the sensor, configured to receive a sensor signal from the sensor (the sensor signal being indicative of tilt spatial movement of the chassis), and configured to detect tire pressure based on the sensor signal.

[0016] In some embodiments, the processing unit may be configured to detect tire pressure loss in response to a sensor signal indicating tilted spatial movement of the chassis toward at least one tire. For example, such tilted spatial movement may include rotation about an axis that substantially passes through the center of mass of the vehicle.

[0017] For example, the characteristic detectable by the sensor may be acceleration, in particular an acceleration value or an acceleration vector. An acceleration vector has at least two or at least three components. For example, a three-dimensional acceleration vector may include components in longitudinal, transverse and vertical directions, which may or may not coincide with the corresponding axes of the chassis or vehicle. Alternatively, a two-dimensional acceleration vector may include longitudinal and transverse directions.

[0018] For example, the sensor may include an accelerometer for detecting tilt spatial movement of the chassis relative to the gravity acceleration axis. Examples of such sensors include one or more of the following: a lateral accelerometer for detecting lateral acceleration of the chassis; a longitudinal accelerometer for detecting longitudinal acceleration of the chassis; a vertical accelerometer for detecting vertical acceleration of the chassis; or any combination of the above (e.g., longitudinal / lateral).

[0019] In particular, in this case, the processing unit can be configured to detect tire pressure loss in response to a sensor signal of an accelerometer indicating a rotational movement or tilting movement of the chassis relative to a gravity acceleration axis. The gravity acceleration axis points essentially vertically to the center of the earth. An accelerometer typically detects an acceleration (or normal reaction force) corresponding to gravity. Therefore, a rotation of the accelerometer causes a rotation of the coordinate system of the accelerometer. The gravity axis remains unchanged, and its representation in the coordinate system of the accelerometer changes by the same amount as the accelerometer rotates. After the rotation (or tilt), the accelerometer detects that the gravity axis has "rotated" (at least in the coordinate system of the accelerometer). Therefore, the tilt of the chassis is converted into a change in the direction and / or amplitude of the gravity axis, as detected by the accelerometer coupled to the chassis.

[0020] This principle of detecting the tilt of the chassis relative to the earth-fixed reference vector can also be applied to sensors including magnetic detectors or compasses: in such examples, the sensor can include a magnetic sensor for detecting the tilt spatial movement of the chassis relative to the magnetic north azimuth axis. Examples of such sensors include strapdown magnetic detector units (SMDUs), which, for example, measure magnetic fields on three axes. Therefore, in this case, the processing unit can be configured to detect tire pressure loss in response to a sensor signal of the magnetic sensor indicating a rotational movement or tilting movement of the chassis relative to the magnetic north azimuth axis. The magnetic north azimuth axis essentially points to the magnetic north of the earth. The magnetic sensor generally detects a direction corresponding to an earth-fixed reference. Therefore, the rotation of the magnetic sensor (together with the chassis) causes a rotation of the coordinate system of the magnetic sensor. The earth-fixed reference axis remains unchanged, and its representation in the coordinate system of the magnetic sensor changes by the same amount as the magnetic sensor rotates. After the rotation (or tilt), the magnetic sensor detects that the magnetic north azimuth axis has "rotated" (at least in the coordinate system of the magnetic sensor). Therefore, the tilt of the chassis is converted into a change in the direction and / or amplitude of the magnetic north azimuth axis, as detected by the magnetic sensor coupled to the chassis. In this respect, the example using a magnetic sensor is essentially similar to the example using an accelerometer. In both cases, the chassis is tilted relative to an earth-fixed reference vector.

[0021] In addition or as an alternative to an accelerometer, a sensor indicating the state of the wheel suspension may be used. For example, the characteristic detectable by the sensor may be a suspension measure, in particular a suspension leg extension length or a suspension pressure value.

[0022] In this case, the sensor may comprise a suspension sensor for detecting spatial movement of the chassis relative to the vehicle wheels. In some embodiments, the system may comprise a plurality of sensors, in particular one suspension sensor per wheel.

[0023] Examples of suspension sensors may include one or more of the following: a pneumatic pressure sensor indicating pneumatic pressure within at least one suspension system; a hydraulic pressure sensor indicating hydraulic pressure within at least one suspension system of the vehicle; a suspension leg extension sensor indicating leg length of at least one suspension system of the vehicle; an air pressure sensor indicating air pressure within at least one suspension system of the vehicle. The specific type of sensor may be selected depending on the suspension system of the vehicle. Typically, modern vehicles may be equipped with suspension sensors for other purposes, such as for headlight tilt control or dynamic driving behavior during cornering. The present invention according to the present application may utilize such sensors.

[0024] As mentioned above, a pressure loss in at least one tire causes the chassis to tilt, thereby causing a load change in the suspension sensor.

[0025] In particular, considering the example of a vehicle with four wheels, the chassis plane can be defined by extension or compression. For illustration purposes, a state in which all four suspension sensors indicate equal extension / compression would correspond to a substantially horizontal (or non-tilted) chassis plane. If one tire loses pressure, the chassis will tilt in the direction of that tire. The suspension sensors at that wheel (and the diagonally opposite wheel) will show increased extension. Thus, the sensor signals from the suspension sensors indicate whether the chassis is tilted.

[0026] By comparing multiple suspension sensors at different corners of the vehicle, it can be determined whether the chassis movement is a tilting movement (rather than a linear lift or lowering due to load changes, for example).

[0027] According to a second aspect, the invention relates to the use of a system according to the first aspect in a vehicle for detecting a loss of tire pressure. Such use may in particular comprise one or more steps of the method according to the third aspect.

[0028] According to a third aspect, the invention relates to a method for detecting a tire pressure loss in at least one tire of a plurality of tires of a vehicle. The method comprises receiving a sensor signal from a sensor. The sensor is arranged on the vehicle remote from the tire, is at least indirectly mechanically coupled to a chassis of the vehicle, and is configured to detect a characteristic indicative of an oblique spatial movement of the chassis.

[0029] The method further comprises determining whether the sensor signal indicates that the chassis moves towards the tilted space of the at least one tire. In particular, the determination may comprise establishing a chassis plane indicating the orientation of the chassis, in particular relative to the suspension plane or relative to the gravity acceleration axis.

[0030] The method further comprises detecting a tire pressure loss in response to the determination.In particular, a tire pressure loss may be considered to be detected in case it has been determined that the sensor signal indicates that the chassis is moving towards the tilted space of the at least one tire.

[0031] Furthermore, the method may comprise receiving a reference reading from a sensor, receiving a detection reading from a sensor, and detecting whether the sensor signal indicates a tilting spatial movement of the chassis based on a comparison of the detection reading with the reference reading.

[0032] In some embodiments, reference readings may be collected in response to detecting a stop of the vehicle and / or detection readings may be collected in response to detecting an ignition of the vehicle.

[0033] According to a fourth aspect, the invention relates to a computer program product comprising program code configured to perform the steps of the method of the third aspect when executed in a computing device. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 is a schematic diagram showing a vehicle having a system according to the first embodiment.

[0035] Figure 2 is a schematic diagram showing the use of the system according to the first embodiment.

[0036] Figure 3 is a schematic diagram showing a vehicle having a system according to a second embodiment.

[0037] Figure 4 is a schematic diagram showing a part of a system according to a second embodiment.

[0038] Figure 5 is a block diagram of a system according to the second embodiment.

[0039] Figure 6 is a flow chart of a method according to an embodiment. DETAILED DESCRIPTION

[0040] In the following, a description of several preferred embodiments is given, wherein, for illustration purposes, a first embodiment utilizes an accelerometer and a second embodiment utilizes a suspension sensor. However, as mentioned above, the invention is not limited to these two types of sensors.

[0041] According to a first embodiment of the system, the sensor of the system is an accelerometer coupled to the chassis of the vehicle. For illustration purposes, an accelerometer with three sensitive axes is described, but other embodiments may include accelerometers with other numbers of axes.

[0042] In any case, the sensor signal is indicative of the tilting spatial movement of the chassis. This allows the detection of a tilting of the chassis due to a pressure loss and thus of a pressure loss.

[0043] Figure 1 is a schematic diagram showing a vehicle 10 with a system 20 according to a first embodiment. The system 20 is provided for detecting tire pressure loss in at least one of four tires 12a, 12b, 12c, 12d of the vehicle 10. The system comprises an accelerometer 22 and a processing unit 26.

[0044] The sensor 22 is arranged on the vehicle remote from the tires 12a, 12b, 12c, 12d, is mechanically coupled (at least indirectly coupled) to the chassis 14 of the vehicle 10, and is configured to detect an acceleration vector. The acceleration vector is a characteristic indicative of the tilting spatial movement of the chassis.

[0045] Modern automobiles are equipped with accelerometers, such as accelerometer 22 , which are used for a variety of purposes, including but not limited to electronic stability systems.

[0046] The acceleration vector that the accelerometer 22 outputs as its sensor signal may indicate the direction and magnitude of acceleration, i.e., the forces acting on the vehicle 10 in general and on the chassis 14 in particular. For example, during driving, these forces would include the forward propulsion of the vehicle itself (from the engine, drivetrain, wheels, etc.), as well as lateral acceleration during cornering. During stopping, the vehicle's own driving motion does not generate any forces.

[0047] In any case, the accelerometer 22 measures external forces. In particular, the sensor is statically affected by the Earth's gravity (or, strictly speaking, its static reaction force on a static object). Therefore, in the absence of any other forces during standstill, the accelerometer 22 outputs the direction of gravity (or its opposite, depending on the sign convention) as a vector with a magnitude of 1g.

[0048] exist Figure 1 In the case of the chassis 14, the accelerometer 22 is mechanically coupled to the chassis 14 and aligned so that the X and Y directions of the accelerometer are in the plane of the chassis, while the Z direction of the accelerometer is perpendicular to the plane of the chassis. Due to the mechanical coupling, the acceleration vector output by the accelerometer 22 as a sensor signal is indicated in the reference frame (or coordinate system) of the chassis, as will be referred to below. Figure 2 Further detailed.

[0049] Back to Figure 1 The processing unit 26 is communicatively coupled to the accelerometer 22. The processing unit 26 is configured to receive sensor signals from the accelerometer 22 and to detect tire pressure loss based on the sensor signals. The sensor signals indicate tilting spatial movement of the chassis 14, particularly tilting spatial movement toward any tires with reduced pressure.

[0050] In particular, the processing unit 26 is configured to detect tire pressure loss in response to sensor signals indicating that the chassis 14 is moving towards the tilt space of the tire.

[0051] exist Figure 1 In the case of the vehicle, the detectable characteristic of the sensor is acceleration, in particular the acceleration vector. To this end, the sensor is an accelerometer for detecting the tilting spatial movement of the chassis relative to the axis of gravity acceleration or at least comprises such an accelerometer.

[0052] Examples of such sensors include the following: a lateral accelerometer for detecting the lateral acceleration of the chassis; a longitudinal accelerometer for detecting the longitudinal acceleration of the chassis; a vertical accelerometer for detecting the vertical acceleration of the chassis; or any combination of the above. In the case of the first embodiment, the accelerometer 22 is a three-axis accelerometer that detects lateral acceleration, longitudinal acceleration, and vertical acceleration.

[0053] Thus, the processing unit 26 is configured to detect tire pressure loss in response to a sensor signal of the accelerometer 22 that is indicative of a rotational movement or a tilting movement of the chassis 14 relative to the gravity acceleration axis.

[0054] Reference below Figure 2 Describe the test, Figure 2 is a schematic diagram showing the use of the system according to the first embodiment to detect pressure loss in the right rear tire. In particular, Figure 2 A depicts the vehicle 10 in perspective view before the pressure loss, and Figure 2 B depicts the vehicle 10 in the same perspective view after a pressure loss in the right rear tire in an exaggerated manner for illustrative purposes.

[0055] In this illustrative example, a pressure loss in the right rear tire may cause the right rear corner to be lowered and the left front corner to be raised. This may correspond substantially to a rotation about an axis extending substantially from the left rear corner to the right front corner of the vehicle.

[0056] In such illustrations, the term "inclined spatial movement towards a specific tire" may be understood more generally as a movement of the chassis wherein the corner of the chassis where said tire is located is lowered and the opposite corner is raised.

[0057] Similarly, although not in Figure 2 , but the chassis can tilt towards both tires, especially if these two tires show a loss of pressure. For example, a loss of pressure in the two right tires causes both right corners of the chassis (right rear and right front) to be lowered. Thus, the tilting occurs essentially around the longitudinal axis of the vehicle. This tilting can be represented by the superposition of two tilting movements, a first tilting towards the right rear and a second tilting towards the right front.

[0058] Return to Figure 2 , the accelerometer 22 is also shown along with its three axes of sensitivity. The accelerometer 22 is mechanically coupled to the chassis of the vehicle 10. In addition, the axis g is shown, which shows the static reaction force to the earth's gravity. This reaction force is perpendicular to the ground on which the vehicle 10 is parked.

[0059] For illustration purposes, if the chassis is oriented perfectly horizontally, gravity will act only in the Z direction. In this case, the acceleration vector has a Z component that is substantially (positive or negative) g. In addition, the acceleration vector has X and Y components that are substantially zero.

[0060] In the event of a pressure loss in at least one tire, the vehicle tilts toward the at least one tire. For example, in the event of a pressure loss in the right rear tire, the vehicle will tilt so that the right rear corner of the vehicle is lowered.

[0061] In this case, the chassis 14 (and thus the reference frame of the accelerometer 22) is tilted. Continuing with this illustrative example, the gravity acceleration detected by the accelerometer 22 no longer coincides with the Z axis of the sensor. Instead, it acquires X and Y components that are different from zero. In the case of a right rear pressure loss, due to gravity acceleration, the X and Y components in the accelerometer signal point to the right rear. Therefore, the X and Y components of the static anti-gravity force point to the left front, as shown in FIG. Figure 2 B is visible.

[0062] This change in the acceleration vector (sensor signal) can be detected, for example, by a static before / after type comparison, for example, by subtracting the detection reading (after) from the reference reading (before). For example, these readings can be measured before and after a long period of stoppage.

[0063] The above description has been made in the example of a three-axis accelerometer for illustrative purposes. In other embodiments, the accelerometer may be sensitive to at least longitudinal acceleration and lateral acceleration (in the plane of the chassis, ie X and Y in the above example).

[0064] Furthermore, the above description is made under the assumption that the Z-axis is aligned with the gravity axis before the pressure loss. From this simplified description, it can be seen that the change in the acceleration vector points toward (or away from, depending on the sign convention) the tire with the reduced pressure. This relationship holds regardless of the above assumptions.

[0065] In a second embodiment of the system to be described below, the sensors of the system are suspension sensors located on the suspension legs of each wheel. These sensors are coupled to the vehicle chassis via a suspension coupled to the chassis. For purposes of illustration, a vehicle with four wheels and one suspension sensor per wheel is described, but other embodiments may include other numbers of wheels and / or other numbers of suspension sensors per wheel.

[0066] In any case, the suspension sensor signal is indicative of the tilting spatial movement of the chassis. This allows the detection of the tilting of the chassis due to a pressure loss and thus of a pressure loss.

[0067] Figure 3 1 is a schematic bottom view of a vehicle 10 having a system according to a second embodiment. The system is for detecting tire pressure loss in at least one of four tires 12a, 12b, 12c, 12d of the vehicle 10. The system includes suspension sensors 22a, 22b, 22c, 22d and a processing unit 26. Pairs of suspension sensors and tires 12a are located at respective corners of the vehicle 10.

[0068] Figure 4 A close-up schematic diagram of a portion of the system at tire 12a is shown. Suspension sensor 22a is a suspension leg extension sensor that indicates leg length at strut 28a. Suspension sensor 22a thereby generates data indicative of the state of the wheel suspension. Suspension sensor 22a detects suspension leg extension length, which is a suspension metric used as a characteristic for detecting pressure loss in accordance with the present invention.

[0069] Figure 4 The example shown is a mechanical spring type suspension, and the sensor is a suspension leg extension sensor that indicates the length of the leg of the vehicle's suspension system. In other examples, the suspension system may be of a hydraulic type and a hydraulic sensor may be used that will indicate the hydraulic pressure within the hydraulic system. In further examples, the suspension system may be of an air pressure type or a pneumatic pressure type and an air pressure sensor or a pneumatic pressure sensor may be used that will indicate the air pressure or pneumatic pressure within at least one air suspension system. Thus, a particular type of sensor may be selected depending on the vehicle's suspension system.

[0070] Sensor 22a is used to detect the spatial movement of the chassis relative to the wheels of the vehicle. This overcomes the disadvantages associated with measuring the axle-road distance. By detecting the spatial movement of the chassis, in particular its tilt, the measurement sensitivity can be increased by leveraging over the width or length of the vehicle. In addition, suspension sensors are present in many vehicles (indicating the extension / compression state of the suspension).

[0071] As described above, a pressure loss in at least one tire causes the chassis to tilt, thereby causing a load change in the suspension sensor.

[0072] In particular, considering the example of a vehicle with four wheels, the chassis plane can be defined by the extension or compression of the corresponding suspension sensors. As described above, a state in which all four suspension sensors indicate equal extension / compression will correspond to a substantially "horizontal" chassis plane. If one tire loses pressure, the chassis will tilt in the direction of that tire. The suspension sensors on that wheel (and the diagonally opposite wheel) will show increased extension. Thus, the sensor signals from the suspension sensors indicate whether the chassis is tilting.

[0073] Figure 5 is a block diagram of a system 20 according to a second embodiment. The system 20 comprises four suspension sensors 22a, 22b, 22c, 22d which are communicatively coupled to a processing unit 26. By considering sensor signals from multiple corners of the vehicle (rather than each wheel in isolation), the chassis plane can be reconstructed from the set of readings.

[0074] By taking into account the initial reference reading and later detection readings, the movement of the chassis plane (eg, over a longer period of time when the vehicle is parked) can be reconstructed.

[0075] By considering the chassis plane, rather than each wheel in isolation, the teachings of the present invention allow for better detection of the source of any variation. For example, substantially consistent variations at all corners (i.e., a substantial lift or drop in the overall chassis plane) may be attributed to load variation, while tilting of the chassis plane may be attributed to pressure loss.

[0076] Figure 6 6 is a flow chart of a method 60 according to an embodiment. The method 60 is for detecting tire pressure loss in at least one of a plurality of tires of a vehicle. The method 60 includes receiving 62 a sensor signal from a sensor. The sensor is disposed on the vehicle remote from the tire, is at least indirectly mechanically coupled to a chassis of the vehicle, and is configured to detect a characteristic indicative of tilting spatial movement of the chassis.

[0077] In particular, receiving 62 may include a first receiving and a second receiving, wherein the first receiving is related to a first sensor signal (i.e., a reference reading, such as a first acceleration vector) measured at a first point in time. The second receiving is related to a second sensor signal (i.e., a detection reading, such as a second acceleration vector) measured at a later second point in time. The first sensor signal and the second sensor signal (reference reading and detection reading) may have been measured sequentially by the same sensor. For example, the first point in time (reference) may be before the vehicle is turned off (turned off) (soon after) once the vehicle has been parked. The second point in time (detection measurement) may be after the vehicle is started (ignition) (soon after), before it starts to move.

[0078] Similarly, in the case of suspension based detection, a first chassis plane may be constructed at a first point in time and a second chassis plane may be constructed at a second point in time.For change detection, the difference in the normal vectors of the two planes may be calculated.

[0079] In the event that at least one tire has lost pressure while it has been parked, the method 60 will be able to detect this pressure loss: to this end, the method also comprises determining 64 whether the sensor signal indicates a movement of the chassis towards the inclined space of the at least one tire.

[0080] Finally, the method includes detecting 66 a loss of tire pressure in response to the determination. In the case of the first sensor signal and the second sensor signal described above, a change in the sensor signal may indicate a loss of pressure. Considering the example of a first acceleration vector and a second acceleration vector, a difference in the vectors may be calculated during the determination 64. If (the magnitude of) the difference vector is not substantially zero (or exceeds a predetermined threshold), a loss of pressure may be detected (step 66). Additionally, the direction of the difference vector may indicate which of the tires (or multiple tires) has lost pressure, as described above with reference to FIG. Figure 2 Further described.

[0081] In other examples, sensor signals from multiple types of sensors (e.g., both accelerometer-type sensors and suspension-type sensors) may be received (step 62). In this case, if one type of signal indicates tilt (step 64), then a pressure loss may be detected (step 66). Alternatively, if both (or all) types of signals indicate tilt (step 64), then a pressure loss may be detected (step 66). The former increases sensitivity (reduces false negatives), and the latter reduces false positives (increases reliability).

[0082] In other embodiments not shown, the method may further include outputting a result of the determination. For example, the result may be output in the form of an alert (e.g., visual, audible, electronic, or any combination thereof, within the vehicle or to the driver's electronic device) or as a control signal (e.g., to be further processed by the onboard electronic device or a connected drive).

Claims

1. A system for detecting tire pressure loss in at least one tire of a plurality of tires of a vehicle, comprising: - a sensor, said sensor: - arranged in said vehicle remote from said tyre, - is at least indirectly mechanically coupled to the chassis of the vehicle, and - configured to detect a characteristic indicative of tilting spatial movement of the chassis; - a processing unit, said processing unit: -- communicatively coupled to said sensor, configured to receive a sensor signal from the sensor, the sensor signal being indicative of tilt spatial movement of the chassis, wherein the sensor signal comprises (i) a reference reading from the sensor collected in response to detecting a stop of the vehicle and (ii) a detection reading from the sensor collected in response to detecting an ignition of the vehicle, and -- configured to detect tire pressure based on the sensor signal, Wherein the processing unit is configured to detect tire pressure loss in response to the sensor signal indicating tilted spatial movement of the chassis towards the at least one tire based on a comparison of the detection reading with the reference reading.

2. The system according to claim 1, wherein: The characteristic is acceleration.

3. The system according to claim 1 or 2, wherein: The sensor comprises an accelerometer for detecting tilting spatial movement of the chassis relative to a gravitational acceleration axis.

4. The system according to claim 3, wherein: The sensor includes one or more of the following: - a lateral accelerometer for detecting the lateral acceleration of the chassis, - a longitudinal accelerometer for detecting the longitudinal acceleration of the chassis, - a vertical accelerometer for detecting the vertical acceleration of the chassis.

5. The system according to claim 3, wherein: The processing unit is configured to detect tire pressure loss in response to a sensor signal of the accelerometer indicative of rotational movement or tilting movement of the chassis relative to the g-axis.

6. The system according to claim 1, wherein: The characteristic is a suspension measure.

7. The system according to claim 6, wherein: The sensors include suspension sensors for detecting spatial movement of the chassis relative to wheels of the vehicle.

8. The system according to claim 7, wherein: The suspension sensor includes one or more of the following: - a pneumatic pressure sensor indicating a pneumatic pressure within at least one suspension system; - a hydraulic pressure sensor indicating a hydraulic pressure within at least one suspension system of the vehicle; - a suspension leg extension sensor indicating the length of a leg of at least one suspension system of the vehicle; - an air pressure sensor indicating the air pressure within at least one suspension system of the vehicle.

9. The system according to claim 2, wherein: The characteristic is an acceleration value or an acceleration vector.

10. The system according to claim 6, wherein: The characteristic is the suspension leg extension length or the suspension pressure value.

11. Use of a system according to any one of claims 1 to 10 in a vehicle for detecting a loss of tire pressure.

12. A method for detecting tire pressure loss in at least one tire of a plurality of tires of a vehicle, comprising: - receiving a sensor signal from a sensor, the sensor: - arranged in said vehicle remote from said tyre, - is at least indirectly mechanically coupled to the chassis of the vehicle, and -- configured to detect a characteristic indicative of tilt spatial movement of the chassis, wherein the receiving comprises (i) receiving a reference reading from the sensor collected in response to detecting a stop of the vehicle and (ii) receiving a detection reading from the sensor collected in response to detecting an ignition of the vehicle; - determining, based on a comparison of the detection reading with the reference reading, whether the sensor signal indicates a movement of the chassis towards the inclined space of the at least one tire; and - Detecting tire pressure loss in response to said determining.

13. The method according to claim 12, wherein: The determining includes establishing a chassis plane, the chassis plane being indicative of an orientation of the chassis.

14. The method according to claim 13, wherein: The chassis plane indicates the orientation of the chassis relative to the suspension plane or gravitational acceleration axis.

15. A computer program product comprising program code configured to perform the steps of the method of any one of claims 12 to 14 when executed in a computing device.

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