Wheel theft detection and notification using tire pressure monitoring system

Abstract

Methods, apparatus, systems, and computer program products for wheel theft detection and notification using a tire pressure monitoring system (TPMS) are disclosed. In particular embodiments, wheel theft detection and notification using TPMS includes monitoring, by an electronic control unit (ECU) of a vehicle, one or more parameters associated with a tire monitoring sensor (TMS) coupled to a wheel assembly of the vehicle. In this embodiment, based on the monitored one or more parameters, the ECU determines that the wheel assembly is in a damaged condition associated with or at risk of dislocating the wheel assembly from the vehicle. In response to determining that the wheel assembly is in the damaged state, the ECU triggers an alert of the vehicle safety system.

Description

Background Art

[0001] Wheels are one of the most common parts stolen from vehicles. If a thief attempts to remove the wheels, activating the vehicle's alarm is one of the best ways to hinder the thief from completing the theft. Therefore, it would be beneficial for vehicle manufacturers, insurance companies, and vehicle owners to improve existing methods and systems for wheel theft detection and notification. Summary of the invention

[0002] A tire pressure monitoring system (TPMS) may have some combination of components including, but not limited to, a tire monitoring sensor (TMS), one or more electronic control units (ECUs), sensors, and monitoring devices, such as mobile phones. According to embodiments of the present invention, components within the TPMS may be configured to share and utilize data about a wheel assembly to provide wheel theft detection. As will be further explained below, the data may also be used to optimize an automatic positioning mechanism for the tire monitoring sensors when the vehicle is started.

[0003] The present invention discloses a method, apparatus, system and computer program product for wheel theft detection and notification using TPMS. In a specific embodiment, wheel theft detection and notification using TPMS includes: an ECU that monitors one or more parameters associated with a TMS coupled to a wheel assembly of a vehicle. In this embodiment, the ECU determines that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle based on the monitored one or more parameters. In response to determining that the wheel assembly is in a damaged state, the ECU triggers an alarm of a vehicle security system.

[0004] In another embodiment, wheel theft detection and notification using a TPMS includes a TMS receiving an indication from an ECU of a vehicle that a vehicle security system is activated. In this embodiment, after receiving the indication that the vehicle security system is activated, the TMS performs a wheel theft detection operation, which includes measuring one or more parameter values ​​associated with a wheel assembly, and determining whether the one or more measured parameter values ​​deviate from one or more reference parameter values ​​by one or more predetermined amounts. After determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by one or more predetermined amounts, the TMS transmits an indication that the one or more parameter values ​​have changed.

[0005] In another embodiment, wheel theft detection and notification using TPMS includes: an ECU determining that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle. In this embodiment, in response to determining that the wheel assembly is in a damaged state, the ECU transmits a message to a first device indicating that the wheel assembly is in a damaged state.

[0006] In another embodiment, wheel theft detection and notification using a TPMS includes: the TMS determining that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle. In response to determining that the wheel assembly is named as being in a damaged state, the TMS broadcasts a message indicating that the wheel assembly is in a damaged state.

[0007] In another embodiment, wheel theft detection and notification using a TPMS includes: a first device receiving a first message from the TMS indicating that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle. In this embodiment, the first device determines a location of the wheel assembly and transmits the determined location of the wheel assembly to a second device.

[0008] In another embodiment, wheel theft detection and notification using a TPMS includes receiving, by a second device, from a first device an indication that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle, the indication including an identifier associated with the wheel assembly. In this embodiment, the second device receives a message including the identifier associated with the wheel assembly from a tire monitoring sensor (TMS), and transmits a message to the TMS updating the current state of the wheel assembly to a damaged state.

[0009] In another embodiment, an automatic positioning mechanism in a tire pressure monitoring system (TPMS) is optimized to include an ECU that detects a change in the state of a vehicle ignition of a vehicle from on to off. In this embodiment, in response to the detected change in the state of the vehicle ignition from on to off, the ECU transmits a message indicating that the vehicle ignition is off to multiple tire monitoring sensors (TMS) of the vehicle. The ECU also detects a change in the state of the vehicle ignition from on to off, and in response to the detected change in the state of the vehicle ignition from on to off, transmits a message indicating that the ignition is off to multiple TMSs. For each of the multiple TMSs, the ECU receives an indication of whether the TMS detects a change in the orientation of the TMS, and determines whether to initiate the automatic positioning mechanism on the multiple TMSs based on the indications received from the multiple TMSs.

[0010] The foregoing and other objects, features, and advantages of the present invention will become apparent from the following more particular description of exemplary embodiments of the present invention as illustrated in the accompanying drawings, wherein like reference numerals generally represent like parts of exemplary embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1A An isometric diagram of a system for wheel theft detection and notification using a tire pressure monitoring system (TPMS) according to the present disclosure is shown.

[0012] Figure 1B Shows Figure 1A Top view of the system.

[0013] Figure 2 A schematic diagram of an exemplary electronic control unit (ECU) configured for wheel theft detection and notification using TPMS is shown in accordance with at least one embodiment of the present disclosure.

[0014] Figure 3 A schematic diagram of an exemplary tire monitoring sensor (TMS) configured for wheel theft detection and notification using a TPMS is shown in accordance with at least one embodiment of the present disclosure.

[0015] Figure 4 A schematic diagram of an exemplary computing device configured for wheel theft detection and notification using TPMS in accordance with at least one embodiment of the present disclosure is shown.

[0016] Figure 5 A flow chart of a method for wheel theft detection and notification using a TPMS according to at least one embodiment of the present disclosure is shown.

[0017] Figure 6 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0018] Figure 7 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0019] Fig. 8A A schematic diagram is shown of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure.

[0020] Figure 8B A schematic diagram is shown of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure.

[0021] Fig. 9 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0022] Fig.10 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0023] Fig.11A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0024] Fig.12 A flow chart of a method for optimizing an automatic positioning mechanism using a TPMS according to at least one embodiment of the present disclosure is shown.

[0025] Fig.13 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0026] Fig.14 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0027] Fig.15 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0028] Fig.16 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0029] Fig.17 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0030] Fig.18 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0031] Fig.19 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0032] Fig. 20 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0033] Fig.21 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0034] Fig. 22 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0035] Fig.23A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0036] Fig.24 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0037] Fig.25 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0038] Fig.26 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0039] Fig. 27 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0040] Fig.28 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0041] Fig.29 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0042] Fig.30 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0043] Fig.31 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0044] Fig.32 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0045] Fig.33 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0046] Fig.34 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0047] Fig.35A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0048] Fig.36 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0049] Fig.37 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0050] Fig.38 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown.

[0051] Fig.39 A flow chart of another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0052] The terms used herein for the purpose of describing a particular example are not intended to limit other examples. Whenever a singular form such as "a", "an", and "the" is used and only a single element is neither explicitly nor implicitly defined as mandatory, other examples may also use plural elements to implement the same function. Similarly, when a function is subsequently described as being implemented using multiple elements, further examples may use a single element or processing entity to implement the same function. It will be further understood that the terms "comprises", "comprising", "includes", and / or "including" specify the presence of the features, wholes, steps, operations, processes, actions, elements, and / or parts when used, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, processes, actions, elements, parts, and / or any groups thereof.

[0053] It will be understood that when an element is referred to as being "connected" or "coupled" to another element, the elements may be directly connected or coupled via one or more intermediate elements. If two elements A and B are combined using "or", this should be understood to disclose all possible combinations, i.e., only A, only B, and A and B. An alternative wording for the same combination is "at least one of A and B". The same applies to combinations of more than two elements.

[0054] Therefore, although other examples are capable of various modifications and alternative forms, some specific examples thereof are shown in the drawings and will be described in detail later. However, this detailed description does not limit other examples to the specific forms described. Other examples may encompass all modifications, equivalents, and alternatives that fall within the scope of the present invention. Throughout the description of the drawings, the same reference numerals represent the same or similar elements, which, when compared to each other, can be implemented identically or in a modified form while providing the same or similar functions.

[0055] To solve the problem of wheel theft detection, the present invention discloses a method of using a vehicle's tire pressure monitoring system (TPMS) to identify when wheel theft occurs and notify the vehicle system. In some embodiments, the method is for a system with two-way communication between the vehicle's electronic control unit (ECU) and the wheel unit (a tire monitoring sensor coupled to a tire or wheel), but in other embodiments, a system with only one-way communication may be used.

[0056] from Figure 1A Initially, exemplary methods, apparatuses, and computer program products for wheel theft detection and notification using a tire pressure monitoring system (TPMS) according to the present disclosure are described with reference to the accompanying drawings. For further explanation, Figure 1A An isometric diagram of a system (100) for wheel theft detection and notification using a tire pressure monitoring system (TPMS) according to the present disclosure is shown. Figure 1B Shows Figure 1A Top view of the system. Figure 1A and Figure 1B The system includes a vehicle (101) equipped with a tire (103) including a tire monitoring sensor (TMS) (105). The TMS is a sensor configured to monitor and transmit parameters of the tire. According to an embodiment of the present disclosure, the TMS may be coupled to a portion of the tire (e.g., mounted to the interior of the tire). In at least one embodiment, the TMS may be coupled to a rim of the tire. The TMS may also be coupled to a wheel flange. As will be explained in more detail below, the TMS may transmit data (such as tire parameters) to a receiver of a tire pressure monitoring system (TPMS).

[0057] Figure 1A and Figure 1B The vehicle further includes an electronic control unit (ECU) (107) that controls various components, subsystems, and systems within the vehicle. Often referred to as the vehicle's "computer," the ECU may be a central control unit or may collectively refer to one or more vehicle subsystem control units, such as an engine control module (ECM), a powertrain control module (PCM), a transmission control module (TCM), a brake control module (BCM), a central timing module (CTM), a generic electronic module (GEM), or a suspension control module (SCM). Figure 1A and Figure 1B In an example of the invention, a vehicle (101) includes a dashboard display screen (140) for displaying messages from an ECU (107). For example, the ECU (107) may send a "low tire pressure" message to a component connected to the dashboard display screen (140). In this example, in response to receiving the "low tire pressure" message, the component may turn on a "low tire pressure" indicator displayed on the dashboard display screen (140).

[0058] Each TMS (105) may be equipped with a wireless transceiver for two-way wireless communication with the ECU (107), as will be described in more detail below. Similarly, the ECU is equipped with a wireless transceiver for two-way wireless communication with each TMS (105), as will be described in more detail below. The two-way wireless communication may be achieved via a low-power communication technology (such as Bluetooth Low Energy) or other low-power two-way communication technology intended to save consumed energy. Alternatively, each TMS (105) may include a unidirectional transmitter configured to transmit a signal to the ECU (107). In some embodiments, each TMS (105) and ECU (107) may communicate directly with a monitoring device (133) (such as a smartphone, tablet, or diagnostic tool), as will be described in more detail below.

[0059] Each vehicle system may include sensors (113) for measuring and communicating vehicle operating conditions. For example, the ABS may include wheel speed sensors on the wheelbase for measuring wheel speed. The ESP subsystem may include a yaw rate sensor configured to measure the acceleration caused by the yaw of the vehicle when the vehicle is turning. Readings from these sensors (113) may be provided to the ECU (107), which may provide parameters to the TMS (105) based on these readings.

[0060] The vehicle (101) may further include a transceiver (109) communicatively coupled to the ECU (107) for cellular terrestrial communications, satellite communications, or both.

[0061] In a specific embodiment, the ECU (107) is configured to perform the following operations: monitor one or more parameters associated with a TMS (105) coupled to a wheel assembly of a vehicle; determine, based on the monitored one or more parameters, that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; and in response to determining that the wheel assembly is in a damaged state, trigger an alarm of a vehicle safety system. The ECU (107) may also be configured to perform the following operations: determine that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; and in response to determining that the wheel assembly is in a damaged state, transmit a message to a first device indicating that the wheel assembly is in a damaged state. In another embodiment, the ECU (107) is configured to perform the following operations: detecting a change in the state of a vehicle ignition of the vehicle from on to off; in response to the detected change in the state of the vehicle ignition from on to off, transmitting a message indicating that the vehicle ignition is off to multiple TMSs of the vehicle; detecting a change in the state of the vehicle ignition from on to off; in response to the detected change in the state of the vehicle ignition from on to off, transmitting a message indicating that the ignition is on to multiple TMSs via the ECU; for each TMS in the multiple TMSs, receiving an indication of whether the TMS detects a change in the orientation of the TMS; and determining whether to initiate an automatic positioning mechanism on the multiple TMSs based on the indication received from the multiple TMSs.

[0062] In a particular embodiment, the TMS (105) is configured to perform the following operations: receiving an indication from the ECU (107) that a vehicle security system is activated; after receiving the indication that the vehicle security system is activated, performing a wheel theft detection operation, the operation comprising: measuring one or more parameter values ​​associated with the wheel assembly; and determining whether the one or more measured parameter values ​​deviate from one or more reference parameter values ​​by one or more predetermined amounts; and after determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by one or more predetermined amounts, sending an indication that the one or more parameter values ​​have changed. The TMS (105) may also be configured to perform the following operations: determining that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; and in response to determining that the wheel assembly is designated as being in a damaged state, broadcasting a message via the TMS indicating that the wheel assembly is in a damaged state.

[0063] In a particular embodiment, the monitoring device (133) is configured to perform the following operations: receiving a first message from the TMS (105) indicating that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; determining a position of the wheel assembly; and transmitting the determined position of the wheel assembly to the second device via the first device. In another embodiment, the monitoring device (133) is configured to perform the following operations: receiving an indication from the first device that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle, the indication including an identifier associated with the wheel assembly; receiving a message from the TMS including the identifier associated with the wheel assembly; and transmitting a message to the TMS updating the current state of the wheel assembly to a damaged state.

[0064] constitute Figure 1A and Figure 1B The arrangement of the devices of the exemplary system shown in the figure is for explanation and not limitation. As will be appreciated by those skilled in the art, a data processing system useful according to various embodiments of the present disclosure may include devices not shown in the figure. Figure 1A and Figure 1B The network in such a data processing system may support many data communication protocols, including, for example, TCP (Transmission Control Protocol), IP (Internet Protocol), Bluetooth protocol, Near Field Communication, Controller Area Network (CAN) protocol, Local Interconnect Network (LIN) protocol, FlexRay protocol, and other data communication protocols that will occur to those skilled in the art. Figure 1A and Figure 1B Various embodiments of the present disclosure may be implemented on a variety of hardware platforms in addition to those shown in FIG.

[0065] To further illustrate, Figure 2 A schematic diagram of an exemplary electronic control unit (ECU) (200) for wheel theft detection and notification using a tire pressure monitoring system (TPMS) according to an embodiment of the present invention is shown. The ECU (200) includes a controller (201) coupled to a memory (203). The controller (201) is configured to acquire sensor readings related to vehicle operating conditions and data from sources external to the vehicle, and to provide configuration parameters to a TMS, such as a TMS (300) (see Figure 3). According to the present disclosure, the controller may include or implement a microcontroller, an application specific integrated circuit (ASIC), a digital signal processor (DSP), a programmable logic array (PLA) such as a field programmable gate array (FPGA), or other data computing unit. Sensor readings and data received from the TMS and tire characteristic data may be stored in the memory (203). The memory (203) may be a non-volatile memory such as a flash memory. For example, the ECU (200) may obtain vehicle operating condition data, such as sensor readings from onboard sensors.

[0066] For two-way wireless communication with TMS, Figure 2 The ECU (200) includes a TMS transceiver (205) coupled to a controller (201). In one embodiment, the TMS transceiver (205) is a Bluetooth low energy transmitter-receiver. In other embodiments, the TMS transceiver (205) may be other types of low power radio frequency communication technologies intended to conserve energy consumed in the TMS. The ECU (200) may further include a transceiver (207) for cellular terrestrial communications, satellite communications, or both. In some examples, the ECU (200) communicates with a cloud-based server to transmit sensor readings and tire characteristic data, and to receive analysis results.

[0067] The ECU (200) may further include a controller area network (CAN) interface (209) for communicatively coupling vehicle sensors and devices to the controller (201). Figure 2 In an example of a vehicle, a CAN interface (209) couples a wheel speed sensor (211), a yaw rate sensor (213), a tilt sensor (215), and other sensors (217) to a controller (201). The wheel speed sensor (211) measures the rotational angular velocity of the wheel, for example in radians per second. The yaw rate sensor (213) can be used to measure the acceleration caused by the yaw of the vehicle, for example when the vehicle is turning, which will affect the magnitude of the load on each tire. The yaw rate sensor (213) can also provide information about the shear force on the tires that contact the road. The tilt sensor (215) can detect the longitudinal and / or lateral tilt of the vehicle. The wheel speed sensor 211, the yaw rate sensor 213, and the tilt sensor 215 transmit their respective readings to the controller 201. In some examples, an inertial measurement unit (IMU) (229) is configured to measure specific forces, angular velocities, and / or orientations of the vehicle using a combination of accelerometers, gyroscopes, and / or magnetometers.

[0068] In a specific embodiment, the memory (203) includes a monitoring controller (299) including computer program instructions that, when executed by the controller (201), cause the controller (201) to: monitor one or more parameters associated with a TMS of a wheel assembly coupled to a vehicle; determine, based on the monitored one or more parameters, that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; and, in response to determining that the wheel assembly is in the damaged state, trigger an alarm of a vehicle safety system. The monitoring controller (299) also includes computer program instructions that, when executed by the controller (201), cause the controller (201) to: determine that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; and, in response to determining that the wheel assembly is in the damaged state, transmit a message to the first device indicating that the wheel assembly is in the damaged state.

[0069] In another embodiment, the monitoring controller (299) further includes computer program instructions which, when executed by the controller (201), cause the controller (201) to perform the following operations: detecting a change in the state of a vehicle ignition of the vehicle from on to off; in response to the detected change in the state of the vehicle ignition from on to off, transmitting a message indicating that the vehicle ignition is off to multiple TMSs of the vehicle; detecting a change in the state of the vehicle ignition from on to off; in response to the detected change in the state of the vehicle ignition from on to off, transmitting a message indicating that the ignition is on to multiple TMSs via the ECU; for each TMS in the multiple TMSs, receiving an indication of whether the TMS has detected a change in the orientation of the TMS; and determining whether to initiate an automatic positioning mechanism on the multiple TMSs based on the indications received from the multiple TMSs.

[0070] To further illustrate, Figure 3 A schematic diagram of an exemplary tire monitoring sensor (TMS) (300) for wheel theft detection and notification using a tire pressure monitoring system (TPMS) according to an embodiment of the present disclosure is shown. The TMS (300) includes a processor (301). The processor may include or implement a microcontroller, an application specific integrated circuit (ASIC), a digital signal processor (DSP), a programmable logic array (PLA) such as a field programmable gate array (FPGA), or other data computing unit according to the present disclosure.

[0071] Figure 3The TMS (300) further includes a memory (303) connected to the processor (301). The memory (303) can also store acceleration data (325), which includes a raw digital signal sampled from the accelerometer (307) through the ADC (311) and a processed acceleration waveform processed by the processor (301). The memory (303) can also store a tire pressure value (326) captured by the tire pressure sensor (331) via the digital converter (ADC) (311).

[0072] For two-way wireless communication with ECU (200), Figure 3 The TMS (300) includes a transceiver (305) coupled to a processor (301). In one embodiment, the transceiver (305) is a Bluetooth low energy transmitter-receiver. In other embodiments, the transceiver (305) may be other types of low power bidirectional communication technologies intended to conserve energy consumed in the TMS (300). The TMS (300) may transmit acceleration data and tire pressure values ​​to the ECU (200) via the transceiver (305). In an alternative embodiment, the TMS (300) includes a unidirectional transmitter configured to transmit data to the ECU (200).

[0073] Figure 3 The accelerometer (307) may also be an acceleration sensor, an accelerometer device, a vibration sensor, a force sensor, a micro-electromechanical system (MEM) sensor, or other devices similarly responsive to acceleration magnitude and / or acceleration change, such that tire revolutions may be determined from the time between detected ground impact events. For example, the accelerometer senses acceleration in a radial plane (z plane), a transverse plane (y plane), a tangential plane (x plane), or any combination of the three planes, and outputs an electrical pulse signal in response to the sensed acceleration, including but not limited to a signal indicating ground impact. In an embodiment, the accelerometer (307) may be configured with an accelerometer range, a wheel speed parameter, or other vehicle parameters provided by the ECU (200). For example, a g-offset may be determined via a wheel speed sensor or another vehicle parameter and used to capture and process signals more quickly. The accelerometers may have selectable ranges of forces that they may measure. These ranges may vary from ±1g to ±700g. An example range of an accelerometer is ±200g. The accelerometer range can be configured based on wheel speed, for example, ±150g at low speed, ±250g at medium speed, and ±500g at high speed. Generally, the smaller the range, the more sensitive the reading from the accelerometer will be.

[0074] exist Figure 3In the example of , the ADC (311) is configured to receive electrical pulse signals from the accelerometer (307) and the tire pressure sensor (331), and sample the signals according to a sampling rate. The ADC (311) converts the original analog signals received from the accelerometer (307) and the tire pressure sensor (331) into original digital signals suitable for digital signal processing.

[0075] Figure 3 The TMS (300) also includes a battery (309) connected to a power bus (not shown) to power the transceiver (305), the processor (301), the ADC (311), the accelerometer (307), and the memory (303). The TMS (300) can be powered by other sources instead of the battery (309) or in addition to the battery (309), such as an energy harvester or other power source.

[0076] In a particular embodiment, the memory (303) includes a monitoring controller (399) including computer program instructions that, when executed by the processor (301), cause the processor (301) to perform the following operations: receive an indication from the ECU that a vehicle security system is activated; after receiving the indication that the vehicle security system is activated, perform a wheel theft detection operation, which includes: measuring one or more parameter values ​​associated with the wheel assembly; and determining whether one or more measured parameter values ​​deviate from one or more reference parameter values ​​by one or more predetermined amounts; and after determining that one or more measured parameter values ​​deviate from one or more reference parameter values ​​by one or more predetermined amounts, send an indication that one or more parameter values ​​have changed. The monitoring controller (399) includes computer program instructions that, when executed by the processor (301), cause the processor (301) to perform the following operations: determine that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; and in response to determining that the wheel assembly is designated as being in a damaged state, broadcast a message via the TMS indicating that the wheel assembly is in a damaged state.

[0077] To further illustrate, Figure 4A schematic diagram of an exemplary monitoring device (400) for wheel theft detection and notification using a tire pressure monitoring system (TPMS) according to an embodiment of the present invention is shown. Examples of monitoring devices include, but are not limited to, handheld devices, mobile devices, mobile phones, or any other computing device that can be configured to perform wheel theft detection and notification according to one or more embodiments of the present disclosure. The monitoring device (400) includes a processor (401) connected to a memory (403). The processor may include or implement a microcontroller, an application specific integrated circuit (ASIC), a digital signal processor (DSP), a programmable logic array (PLA) such as a field programmable gate array (FPGA), or other data computing unit according to the present disclosure. The memory (403) may be a non-volatile memory, such as flash memory.

[0078] exist Figure 4 In an example, the monitoring device (400) further includes a display device (450) for displaying information related to wheel detection and notification. For example, the monitoring device may display a map indicating the location of the wheel assembly on the display device. As another example, the monitoring device may display an interface of an application on the display device that allows the user to be indicated that the wheel assembly is in a damaged state.

[0079] For two-way wireless communication with another computing device such as TMS, ECU, Figure 4 The monitoring device (400) includes a transceiver (405) coupled to a processor (401). In one embodiment, the transceiver (405) is a Bluetooth low energy transmitter-receiver. In other embodiments, the transceiver (405) may be other types of low power radio frequency communication technologies intended to conserve energy consumed in the TMS. The monitoring device (400) may further include a transceiver (405) for cellular terrestrial communications, satellite communications, or both. In some examples, the monitoring device (400) communicates with a cloud-based server to transmit sensor readings and tire characteristic data, and to receive analysis results.

[0080] In a particular embodiment, the memory (403) includes a monitoring controller (499) including computer program instructions that, when executed by the processor (401), cause the monitoring device (400) to perform the following operations: receive a first message from the TMS indicating that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; determine a position of the wheel assembly; and transmit the determined position of the wheel assembly to the second device via the first device. In another embodiment, the monitoring controller (499) includes computer program instructions that, when executed by the processor (401), cause the monitoring device (400) to perform the following operations: receive an indication from the first device that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle, the indication including an identifier associated with the wheel assembly; receive a message from the TMS including the identifier associated with the wheel assembly; and transmit a message to the TMS updating the current state of the wheel assembly to a damaged state.

[0081] To explain further, Figure 5 A flow chart of a method of wheel theft detection and notification is shown. For the purpose of explaining the wheel theft detection process, the flow chart excludes any processes undertaken by the wheel unit that may occur in parallel with the wheel theft detection. Figure 5 In the method, the wheel unit (e.g., Figure 3 TMS (300)) from the vehicle ECU (for example, as Figure 2 The ECU (200) of the present invention receives (502) an indication of the status of the vehicle alarm system. This may occur periodically, or only when the status changes. This step is intended to prevent additional monitoring or transmission from the sensor when wheel theft monitoring is not required, and to prevent false alarm triggering during routine wheel removal procedures. The entire system can also be implemented without this step, for example in a system without two-way communication, by the vehicle ECU checking the status of the vehicle alarm before sending a wheel theft alarm, but will potentially result in higher current consumption within the wheel unit because the sampling and transmission steps will be activated every time the vehicle is stationary. Figure 5 The method further comprises the wheel unit checking (504) the status reported from the vehicle ECU and if the alarm system has been activated, moving to the initialization phase for wheel theft monitoring. If the alarm is not activated, the sensor continues in its normal operating mode.

[0082] Figure 5The method includes a sensor acquiring and storing (506) reference pressure and / or accelerometer measurements. In a specific embodiment of the method, a MEMS accelerometer can provide a static offset value indicative of the orientation of the wheel unit, and the MEMS accelerometer can be a single-axis or multi-axis device. In conjunction with the static offset or as an alternative to the reference measurement process, noise measurements can also be used to detect vibrations during wheel removal. Figure 5 The method also includes providing (508) a delay between samples, and will follow the typical sampling interval of pressure / LF / motion used in TPMS wheel units (eg, 10s). Figure 5 The method continues to check (512) the alarm status in the event that the vehicle ECU sends an update during the sampling delay period, and based on the result either continues to sample pressure and accelerometer inputs or reverts to normal operating mode.

[0083] During steps (514) and (516), pressure and accelerometer inputs are measured and if the resulting change exceeds a predetermined value, the notification phase is entered. Otherwise, the sensor moves back to method step (508). In steps (518) and (519), the wheel unit enters a fast transmission state to enable the vehicle ECU to monitor the signal strength and / or flight time of the sensor transmissions in order to infer whether the distance between the wheel unit and the vehicle ECU is increasing. These transmissions may contain indications in the frame content to identify these transmissions as associated with a wheel theft feature. The wheel unit will continue in this mode until a predefined exit criterion is met, such as the number or time of transmissions, or if two-way communication is available, this can be achieved by sending a stop message from the vehicle ECU. If the system is based on Bluetooth, an alternative implementation would be to send a connectable report in step (518), allowing the vehicle ECU to control the transmission rate and duration. Once the fast transmission rate has expired, the sensor may revert to a state such as Figure 5 Normal operating mode as shown or move back to an earlier step in the detection process to continue monitoring.

[0084] To further illustrate, Figure 6A flow chart of a method for wheel theft detection and notification using TPMS is given. In step (602), the vehicle ECU sends an alarm status to the wheel units mounted to the vehicle. This can be achieved via standard UHF transmission, or if implemented in a Bluetooth system, the vehicle ECU can connect to each wheel unit and modify the registered location within the wheel unit memory. In steps (604) and (606), the vehicle ECU monitors transmissions from wheel units known to be mounted on the vehicle, and if a transmission is received indicating that the sensor has detected a change in wheel status, the ECU begins an estimation phase. Otherwise, the vehicle ECU continues to monitor the wheel unit transmission. If two-way communication is available, another approach can be taken. If the vehicle alarm system has detected inputs from other modules on the vehicle (e.g., suspension level or tilt) that may indicate an early stage of a wheel theft attempt, but is not sufficient to indicate a break-in and activate the alarm system, the vehicle ECU may request data or initiate a transmission from one or more wheel units. This can enable earlier detection of wheel theft attempts and, if used as an alternative to wheel units monitoring sensor inputs, can reduce the consumption of wheel unit batteries.

[0085] In step (610), the vehicle ECU begins monitoring for indications to determine if a wheel is being removed from the vehicle. There are several suggested options for determining if a wheel theft event is in progress for single or multiple wheels. A simple method for detecting theft of multiple wheels is to trigger an alarm system if multiple wheel units notify the vehicle ECU of a change in wheel status (e.g., loss of pressure or change in orientation) within a predefined time period. This method may be effective for multiple wheel theft, but is not suitable for detection of a single wheel.

[0086] In a particular embodiment, the method may utilize signal strength information monitored over a defined period of time, such as a standard received signal strength index / indicator (RSSI), to estimate whether the distance between the wheel unit and the vehicle ECU is changing. The RSSI measurement may also be combined with or replaced by a time-of-flight measurement to improve the accuracy of the estimate, and in a system including two-way communication between the wheel unit and the vehicle ECU, such as Bluetooth, the vehicle ECU may control the transmission rate and duration of the fast transmission state of the wheel unit as needed.

[0087] The calculated RSSI value may also be compared to historical values ​​from the wheel unit to determine if the calculated RSSI value is within an expected range and potentially help prevent false detections. In a further refinement, the vehicle ECU may utilize RSSI or similar information from other wireless modules fixed to the vehicle structure (such as wireless brake wear monitoring sensors and remote keyless entry systems) to provide confirmation or improve the accuracy of the distance estimate.

[0088] In steps (612) and (614), the calculation results in step (610) are compared to predetermined thresholds and if these thresholds are exceeded, the vehicle ECU notifies the vehicle alarm system, which may take into account inputs from other vehicle systems when deciding to activate the alarm system.

[0089] To further illustrate, Figure 7 A flow chart showing a method of wheel theft detection and notification using TPMS. Figure 7 The method includes detecting (702) a change in wheel status when the vehicle is in alarm or stationary. The method also includes entering (704) a fast transfer mode in the wheel unit in response to the change in wheel status detected when the vehicle is in alarm or stationary. Figure 7 The method further includes the vehicle ECU monitoring (706) RSSI and / or flight time to estimate the distance to the wheel unit. Finally, Figure 7 The method includes the vehicle ECU sending (708) a trigger to an alarm system if a change in the distance monitoring parameter is above a threshold.

[0090] To further illustrate, Fig. 8A A diagram showing a method of wheel theft detection and notification using TPMS. Fig. 8A The diagram of shows a mechanism for tracking wheels, which in turn will help the vehicle user in the event that the wheels of the vehicle are stolen or lost. The mechanism can act as a deterrent to thieves. In addition, for second-hand tire buyers, it can provide a check whether the tires have been sold by illegal means.

[0091] In this method, a TMS within a vehicle identifies its owner's vehicle (802) and keeps track of the fact that it is mounted in its owner's vehicle. When a wheel (806) is illegally removed from the vehicle, its tracking mechanism detects that it is no longer on the owner's vehicle. After determining that the wheel (806) is no longer mounted on the owner's vehicle (806), the TMS begins broadcasting (810) a message over BLE indicating that it has been lost or stolen.

[0092] In addition, the vehicle whose wheel was stolen can use telematics or any other means to notify (814) the cloud server / central database (804) that the wheel was stolen. When the stolen wheel (806) encounters any other vehicle (808), the TPMS receiver on the vehicle can detect (812) the broadcast from the stolen wheel. The TPMS receiver then notifies (816) the cloud server / central database of the stolen wheel information received from the stolen wheel broadcast. The cloud server / central database can then check this information against a list of stolen wheels and notify (818) the legal owner / authority about its location.

[0093] exist Figure 8B In the example of FIG. 8 , an application on a mobile device ( 854 ) can act as a TPMS receiver and can detect ( 862 ) a broadcast from a nearby stolen wheel ( 856 ) and notify ( 866 ) a cloud server / central database ( 852 ). When a user purchases a second-hand wheel using the application on the mobile device, the user can detect whether the wheel is stolen.

[0094] In summary, this method can detect stolen or lost wheels when they are within range of a TPMS receiver or when a mobile application is nearby. This method can give a degree of protection against wheel theft. In addition to this, it also gives second-hand wheel buyers the ability to detect if the wheels are being sold in a legitimate manner. This method can also give wheel unit dealers a way to track their wheels as they ship and can give a degree of protection against theft.

[0095] When a wheel is removed and successfully tagged by a TPM sensor in the vehicle or wheel during removal, the TPM sensor will immediately start publishing its private ID to let other devices, vehicles, TPM sensors on other wheels know of its presence at that location, so that the collective device's system can estimate the actual location and provide it to the actual owner.

[0096] To further illustrate, Fig. 9 An example method for wheel theft detection and notification is shown, including determining (902) that a wheel is stolen / lost. The method also includes issuing (904) a private ID via a TPM sensor. In addition, the method also includes reporting (906) the location of the wheel by another device (e.g., a mobile device, a vehicle, or any other authorized device) in the vicinity of the stolen wheel in response to receiving the issuance of the private ID. In this example, the method includes monitoring (908) the location of the wheel via another device (e.g., a mobile device, a vehicle, or any other authorized device). Finally, Fig. 9 The method includes switching (910) a TPM sensor of a wheel to normal operation in response to "discovering" the wheel.

[0097] However, automatic local tagging of wheels may not work all the time. Therefore, the system can let the TPM sensor know remotely that the TPM sensor is stolen or lost. To do this, the vehicle automatically notifies the TPM sensor through the vehicle or notifies the user through an application on a mobile device that a given wheel is stolen / lost. In this case, the ecosystem of devices (vehicles, phones, wheel-TPM sensors, other Bluetooth-capable IOT devices) will look for the release of remotely tagged stolen / lost wheels. When found, these devices will locally tag the previously remotely tagged car to securely store the updated status on the sensor.

[0098] To further illustrate, Fig.10 An example method of wheel theft detection and notification is shown, the method including a user determining (1002) that they cannot find the wheel and the user reporting (1004) the wheel as lost or stolen using an authorized device (e.g., a mobile device, a vehicle, or any other authorized device). In addition, Fig.10 The method also includes searching (1006) the missing wheel through other devices. In this example, the method includes finding (1008) a matching ID of the missing TPM sensor / wheel. In response to finding the missing TPM sensor / wheel, the method includes the device connecting and updating (1010) the wheel status according to the user's declaration.

[0099] A wheel may declare itself lost after motion detection (during removal from the original vehicle, during transport, or when installed in an alien vehicle) and is determined to have no communication with the linked / original vehicle for a certain period of time. In this case, the wheel should immediately start publishing the secret ID without updates from other devices in the ecosystem. From now on, the wheel will publish its secret ID to let other devices know it is stolen / lost. The secret ID is used to avoid being tracked and identified by malicious attackers via a known fixed ID.

[0100] In a specific embodiment, users will be able to track wheel location from their phone and vehicle (if it is connected to the cloud ecosystem). In this example, users will only be allowed to track their own wheels that were previously assigned to the user's vehicle. According to this example, the wheel (TPM sensor) and vehicle will retain ownership information unless the actual owner of the vehicle deletes it via the vehicle, or other cloud-connected device pre-linked to the vehicle, etc.

[0101] The BLE transceiver functionality may reside in the TPM ECU, TCU, BCM, or any other ECU. The vehicle may be connected to the Internet and cloud ecosystem through the TCU (local Wi-Fi, 4G / 5G connectivity) or through any other ECU in the vehicle. The user's phone may be connected to the Internet and cloud ecosystem through local Wi-Fi, 4G / 5G communications using a dedicated application with associated credentials to access vehicle data. There are many ways to keep a record of ownership data and update wheel status information in the cloud. It is not limited to the above methods.

[0102] If the user is authorized via the HMI in the vehicle or via the user's authorized phone, the user must deauthorize the wheel before removal. Otherwise, the wheel will behave as described above.

[0103] In a particular embodiment, wheel theft detection may utilize the auto-locate functionality of the TPM sensor. Generally speaking, in approximately 99% of usage scenarios, the tires / wheels on a vehicle are not rotated / changed. Therefore, a true auto-locate routine only needs to be performed in approximately 1% of driving. In a specific embodiment, the TPM sensor detects whether the wheels have moved while the vehicle is stationary, and this condition notifies the vehicle-based ECU. When the vehicle is stationary, each TPM sensor monitors its orientation. If the TPM sensor detects a change in orientation while the vehicle is stationary, it issues an alert to the vehicle-based ECU. If, when the vehicle key is turned on, the ECU has not been notified of any change in orientation from any of its wheel-based sensors, it can be assumed that the wheel position has not changed since the previous trip and the auto-locate routine does not need to be initiated - thereby performing an instant decision on the wheel / sensor vehicle position in the 99% of cases where the wheels have not been rotated on the vehicle.

[0104] Additionally, this mechanism can be used as a method of wheel theft detection and alarm. When the vehicle is parked, locked, and the security alarm is activated, the detection of a change in the orientation of the wheel can be considered a process of wheel tampering or removal / theft. Additional RF-based intelligence is described below.

[0105] In a particular embodiment, each TPM sensor monitors its orientation (relative to gravity) when the vehicle is stationary. If the sensors do not sense a change in the centrifugal deflection associated with vehicle driving (i.e., a deflection with a value exceeding a few g), the sensors determine whether they are in stationary mode. Alternatively, using BLE or similar two-way communication, the vehicle-based ECU can notify each sensor when the ignition has been turned off (or the door is closed), and thus initiate stationary monitoring. In stationary mode, each sensor periodically monitors one or both of its X-plane accelerometer and Z-plane accelerometer. A typical TPM sensor samples the accelerometer once every 10 seconds to detect whether the vehicle is in motion - in order to increase the pressure sample and data transmission rate when driving has been detected. If the TPM sensor detects an orientation change (expressed as a change in acceleration due to the gravity angle shift) when the vehicle is stationary, it issues an alarm based on the vehicle's ECU. Alternatively, and as described above, if the TPM system is equipped with BLE, the ECU can poll / query each sensor at critical moments to determine whether its orientation has changed during the stationary period. If the ECU has not been notified of any change in orientation from any of its wheel-based sensors during a stationary period or after interrogation at key-on (in the case of BLE), it can be assumed that the wheel position has not changed since the previous trip and no automatic positioning routine or mechanism needs to be initiated. Alternatively, each sensor can notify (transmit) the duration of its stationary state (fixed orientation period) at drive-off. If the values ​​of each sensor agree with those of the vehicle, no system automatic positioning is required, thus achieving instantaneous sensor vehicle positioning while driving.

[0106] In another embodiment, each TPM sensor can be notified by a vehicle-based ECU (via BLE) when the vehicle is locked and the alarm system is activated. When an orientation change is detected while stationary, each sensor can alert the vehicle system via BLE that an orientation change has been detected. As an additional method of feature robustness, the system will then proceed to check the received signal strength (RSSI) of the BLE channel between the vehicle and the sensor. If the RSSI or angle of arrival (AoA), time of flight (ToF), or distance measurement (HADM / channel sounding) between the ECU and the sensor is confirmed to be changing, it can be assumed that the wheel was removed while the vehicle security system was still enabled and theft is occurring. The ECU can then poll other sensors, perform other vehicle safety checks, or immediately activate the vehicle alarm.

[0107] When a wheel is detected to be moving / rotating during a period when vehicle security is activated, it can alert the vehicle so that the vehicle's security system can take action. In 99% of cases, sensor position in the TPM system does not need to be performed. This option detects if the wheel has moved during a stationary period, and if not, re-assumes the wheel / sensor position of the previous trip - thereby providing instantaneous TPM sensor position at key on / off.

[0108] To explain further, Fig.11 A flow chart for wheel theft detection and notification is shown. Fig.11 In an example of , the method starts (1102) and determines (1104) whether a vehicle security alarm has been activated. If the alarm is activated, the method continues by transmitting (1106) a wheel theft-enabled message to the wheel-mounted sensors. Each sensor monitors (1108) X, Y, or Z acceleration data. The method also includes determining (1110) whether an orientation change has been detected by any sensor. If an orientation change is detected, the ECU evaluates (1112) the changes in the sensor RSSI, ToF, AoA, HAHM of the vehicle ECU / receiver. The ECU determines (1114) whether a change in both sensor orientation and RSSI has been detected. If the ECU determines that a change in both sensor orientation and RSSI has been detected, the ECU issues an alarm (1116) to the vehicle security system. If the ECU determines that no change in both sensor orientation and RSSI has been detected, the ECU determines (1118) that a false alarm exists. The ECU also determines (1120) whether the vehicle security alarm has been deactivated. If the alarm has been disabled, the ECU transmits (1121) a message disabling the wheel theft to the sensor mounted on the wheel.

[0109] To further illustrate, Fig.12 A flow chart for optimizing the automatic positioning mechanism using TPMS is shown. Fig.12In an example of , the method starts (1202) and determines (1204) whether the ignition has been switched from on to off. If the ignition has been switched to off, the ECU sends (1206) an ignition off message to the sensors mounted on the wheels. Each sensor records (1208) X, Y, or Z acceleration data (or any combination). The ECU determines (1210) whether the ignition has been switched from off to on. If the ignition has been switched to on, the ECU sends (1212) an ignition on message to the sensors mounted on the wheels. Each sensor measures (1214) X, Y, or Z acceleration data (or any combination). Each sensor checks (1216) whether the acceleration measurement has changed since the ignition was turned off. The sensor determines (1218) whether the acceleration data has changed. If the acceleration data has changed, the sensor transmits (1228) a position change message to the ECU. If the acceleration data has not changed, the sensor transmits (1220) a "no position change" message to the ECU. The ECU determines (1222) whether a "no position change" message has been received from all sensors. If the message has been received from all sensors, the ECU assigns (1226) the sensor position of the previous trip and disables the automatic positioning mechanism. If the message has not been received from all sensors, the ECU activates (1224) the automatic positioning mechanism.

[0110] Current wheel anti-theft technology uses vehicle chassis tilt sensors that can be circumvented by thieves by keeping the vehicle level when the wheel is removed. According to at least one embodiment of the present invention, the system detects changes in sensor orientation and BLE received signal strength to detect stolen wheels. A software addition to the existing tire pressure monitoring system automatic positioning procedures (sensors and ECU) at no additional cost will greatly improve the system's performance (never achieved before) in notifying wheel sensor position at key-on in 99% of all use cases (with no change in wheel / sensor position).

[0111] To further illustrate, Fig.13 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.13The method includes monitoring (1302) by an electronic control unit (ECU) (1301) of a vehicle one or more parameters associated with a tire monitoring sensor (TMS) coupled to a wheel assembly of the vehicle. Examples of parameters include, but are not limited to, pressure values ​​measured by the TMS, acceleration data from the TMS, and received signal strength indication (RSSI) measurements of signals from the TMS. Monitoring (1302) by an electronic control unit (ECU) (1301) of the vehicle one or more parameters associated with a tire monitoring sensor (TMS) coupled to a wheel assembly of the vehicle may be performed by receiving data from the TMS and analyzing data and signals from the TMS.

[0112] Fig.13 The method further includes determining (1304) by the ECU (1301) based on the monitored one or more parameters that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle. Based on the monitored one or more parameters, determining (1304) that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle can be performed by comparing the monitored one or more parameter values ​​with one or more reference values; determining that the monitored one or more parameter values ​​substantially match the one or more reference values, the reference values ​​corresponding to the wheel assembly separated from the vehicle or the wheel assembly being removed from the vehicle.

[0113] also, Fig.13 The method further includes triggering (1306) an alarm of a vehicle safety system by the ECU (1301) in response to determining that the wheel assembly is in a damaged state. In response to determining that the wheel assembly is in a damaged state, triggering (1306) an alarm of the vehicle safety system may be performed by sending a message or signal to the vehicle safety system to activate the alarm.

[0114] To further illustrate, Fig.14 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.14 Methods include Fig.13 However, in Fig.14In a method of determining (1304) that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle based on one or more monitored parameters, the method includes determining (1402) that a distance from the ECU to the TMS is increasing. Determining (1402) that the distance from the ECU to the TMS is increasing can be performed by monitoring a signal strength or a flight time of a signal transmission from the TMS; determining whether the signal strength is weakening or whether the flight time of the signal transmission is increasing; and using a determination that the signal strength is weakening or a determination that the flight time of the signal transmission is increasing to infer that the distance from the ECU to the TMS is increasing.

[0115] To further illustrate, Fig.15 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.15 Methods include Fig.14 However, in Fig.15 In the method, determining (1402) that the distance from the ECU to the TMS is increasing includes generating (1502) a plurality of signal attribute samples by the ECU (1301) based on the signal received from the TMS. Examples of signal attribute samples may include, but are not limited to, a plurality of received signal strength indication (RSSI) samples and a plurality of flight time samples. Generating (1502) a plurality of signal attribute samples by the ECU (1301) based on the signal received from the TMS may be performed by measuring and recording the RSSI or flight time of a set of transmissions received from the TMS.

[0116] In addition, according to Fig.15 In an example method, determining (1402) that the distance from the ECU to the TMS is increasing also includes determining (1504) that the distance from the ECU to the TMS is increasing based on multiple signal attribute samples. Based on the multiple signal attribute samples, determining (1504) that the distance from the ECU to the TMS is increasing can be performed by comparing the value of the signal attribute sample to one or more thresholds; determining whether the value of the signal attribute sample is above or below the one or more thresholds; and using the determination of whether the signal attribute sample is above or below the one or more thresholds to determine whether the distance from the ECU to the TMS is increasing. For example, the ECU can use a determination that the signal strength is below a first threshold to infer that a wheel assembly associated with the TMS is removed from the vehicle or, alternatively, has been removed from the vehicle. As another example, if the flight time of the signal transmission is above a second threshold, the ECU can determine that the distance from the ECU to the TMS is increasing.

[0117] To further illustrate, Fig.16 FIG. 4 is a flow chart illustrating another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present invention. Fig.16 Methods include Fig.13 In addition to Fig.13 In addition to the components, Fig.16 The method also includes sending (1602) an indication of the status of the vehicle safety system to the TMS by the ECU (1301). Sending (1602) the indication of the status of the vehicle safety system to the TMS by the ECU (1301) may be performed by sending a message indicating whether the vehicle safety system is activated or inactivated. As described above, the TMS may take action, such as changing an operating mode, in response to receiving an indication of the status of the vehicle safety system from the ECU. For example, in response to receiving a message that the vehicle safety system is activated, the TMS may switch to a rapid transmission mode in which the TMS increases the frequency of transmissions to the ECU. In this example, the increased transmissions from the TMS may allow the ECU to more accurately monitor parameters related to the TMS and, therefore, determine whether the wheel assembly has been removed from the vehicle or is in the process of being removed from the vehicle.

[0118] To further illustrate, Fig.17 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.17 Methods include Fig.13 In addition to Fig.13 In addition to the components, Fig.17 The method further comprises receiving (1702) by the ECU (1301) from a monitoring module of the vehicle an indication of a change in a parameter monitored by a module of the vehicle. Receiving (1702) by the ECU (1301) from a monitoring module of the vehicle an indication of a change in a parameter monitored by a module of the vehicle may be performed by the ECU receiving a message that one or more parameters monitored by another module (e.g., a sensor, a control system, or another ECU) have changed.

[0119] also, Fig.17 The method further comprises, in response to receiving an indication of a change in a parameter monitored by a module of the vehicle, requesting (1704) the TMS, by the ECU (1301), to perform a wheel theft detection operation. In response to receiving an indication of a change in a parameter monitored by a module of the vehicle, requesting (1704) the TMS to perform a wheel theft detection operation may be performed by transmitting a message or request for the TMS to perform a wheel theft detection operation.

[0120] For example, a suspension level sensor or an ECU monitoring the suspension level sensor may send a message conveying that a suspension level parameter (which indicates the suspension level of the vehicle) has changed. In this example, the change in suspension level may indicate the early stages of a wheel theft attempt, but not enough to indicate a break-in, so the ECU requests the TMS to increase its monitoring by entering wheel theft detection operation. The ECU may then use the data from the TMS to determine if the wheel assembly is in a compromised state.

[0121] To further illustrate, Fig.18 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.18 Methods include Fig.13 However, in Fig.18 In a method of determining (1304) that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from a vehicle or being in danger of being dislocated from a vehicle based on one or more monitored parameters, the method includes using (1802) the monitored one or more parameters to determine, by an ECU (1301), that an orientation of the TMS and a signal strength from the TMS have changed during a wheel theft detection operation at the TMS. Using (1802) the monitored one or more parameters to determine, by an ECU (1301), that an orientation of the TMS and a signal strength from the TMS have changed during a wheel theft detection operation at the TMS can be performed by determining an amount of change in acceleration data during a time period; determining whether the amount of change in acceleration data exceeds a threshold; in response to determining that the amount of change in acceleration data exceeds the threshold, determining that the orientation of the TMS has changed; determining an amount of change in RSSI of a signal from the TMS during the time period; determining whether the amount of change in RSSI exceeds a threshold; and determining whether the RSSI is below a threshold.

[0122] In addition, based on the monitored one or more parameters, determining (1304) that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle, the method also includes determining (1804) by the ECU (1301) that the wheel assembly is in a damaged state in response to determining that both the orientation of the TMS and the strength of the signal from the TMS have changed during the wheel theft detection operation. In response to determining that the orientation of the TMS and the strength of the signal from the TMS have changed during the wheel theft detection operation, determining (1804) that the wheel assembly is in a damaged state may be performed by changing a parameter in the ECU that indicates the current state of the wheel assembly or the TMS. For example, the ECU may maintain a record of the current state of each wheel assembly of the vehicle. In this example, the ECU may store a value indicating whether the TMS is in a damaged state.

[0123] To further illustrate, Fig.19 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.19 Methods include Fig.13 In addition to Fig.13 In addition to the components, Fig.19The method further includes determining (1902) by the ECU (1301) that the vehicle safety system has been deactivated. Determining by the ECU (1301) that the vehicle safety system has been deactivated may be performed by receiving a message or signal from the vehicle safety system indicating a change in the activation state of the vehicle safety system or indicating that the vehicle safety system is not activated.

[0124] also, Fig.19 The method further includes transmitting (1904) a message to the TMS by the ECU (1301) to disable the wheel theft detection operation at the TMS after determining that the vehicle security system has been deactivated. After determining that the vehicle security system has been deactivated, transmitting (1904) to the TMS, the message to disable the wheel theft detection operation at the TMS may be performed by transmitting a message to the TMS that the vehicle security is not activated; transmitting a message instructing the TMS to change the operation mode from the wheel theft detection operation to the normal operation; and transmitting a message to the TMS to stop performing the wheel theft detection operation.

[0125] To further illustrate, Fig. 20 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig. 20 Methods include Fig.13 In addition to Fig.13 In addition to the components, Fig. 20 The method further includes, in response to determining that the wheel assembly associated with the TMS is in a damaged state, transmitting (2002) a message that the wheel assembly is in a damaged state to another device through the ECU (1301). Examples of other devices may include, but are not limited to, other ECUs, TMSs, and monitoring devices. In response to determining that the wheel assembly associated with the TMS is in a damaged state, transmitting (2002) the message that the wheel assembly is in a damaged state to another device may be implemented by sending a message with an identification identifying the wheel assembly or the TMS associated with the wheel assembly.

[0126] For example, after determining that a wheel assembly is in a damaged state, the ECU may "mark" the wheel assembly as being in a damaged state and may send a message alerting other devices that the wheel assembly is in a damaged state. When the device receives another message from the unknown wheel assembly, the device may use the information in the message to determine whether the unknown wheel assembly is lost / stolen or otherwise in a damaged state. In response to discovering that the unknown wheel assembly is a wheel assembly that the ECU identifies as being in a damaged state, the device may perform various actions, including but not limited to remotely marking the unknown wheel assembly as being in a damaged state; determining and reporting the location of the wheel assembly; and providing updates on the location of the unknown wheel assembly.

[0127] To further illustrate, Fig.21A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.21 The method includes receiving (2102) an indication that a vehicle safety system is activated from an electronic control unit (ECU) of the vehicle via a tire monitoring sensor (TMS) (2101) of the vehicle. Receiving (2102) an indication that a vehicle safety system is activated from an electronic control unit (ECU) of the vehicle via a tire monitoring sensor (TMS) (2101) of the vehicle may be performed by receiving a message or signal indicating that the vehicle safety system has been activated, has become activated, or is currently activated.

[0128] Fig.21 The method further includes, after receiving an indication that a vehicle security system is activated, performing (2104) a wheel theft detection operation including measuring (2106) one or more parameter values ​​associated with the wheel assembly via the TMS (2101). Measuring (2106) the one or more parameter values ​​associated with the wheel assembly via the TMS (2101) may be performed by measuring tire pressure or acceleration data.

[0129] according to Fig.21 A method for detecting a wheel theft includes performing (2104) a wheel theft detection operation, the wheel theft detection operation comprising determining (2108) by a TMS (2101) whether one or more measured parameter values ​​deviate from one or more reference parameter values ​​by one or more predetermined amounts. Determining (2108) by the TMS (2101) whether one or more measured parameter values ​​deviate from one or more reference parameter values ​​by one or more predetermined amounts may be performed by determining a difference between a measured tire pressure and a previously measured or recorded tire pressure; determining whether the difference in tire pressure exceeds a first threshold; comparing the measured acceleration data to the previously measured or recorded acceleration data; and determining whether the difference in acceleration data exceeds a second threshold.

[0130] also, Fig.21 The method further comprises transmitting (2110) via the TMS (2101) an indication that the one or more parameter values ​​have changed after determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by one or more predetermined amounts. Transmitting (2110) an indication that the one or more parameter values ​​have changed after determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by one or more predetermined amounts may be accomplished by transmitting a message indicating that the wheel assembly is in a damaged state; transmitting a message indicating that the one or more measured parameters exceed a threshold value; and transmitting a message indicating an amount of deviation between the one or more measured parameter values ​​and the reference parameter value.

[0131] To further illustrate, Fig. 22A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig. 22 Methods include Fig.21 In addition to Fig.21 In addition to the components, Fig. 22 The method further comprises switching (2202) by the TMS (2101) to a fast transmission state in which the TMS increases the frequency of transmissions to the ECU in response to determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by one or more predetermined amounts. Switching (2202) to the fast transmission state in which the TMS increases the frequency of transmissions to the ECU in response to determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by one or more predetermined amounts may be performed by changing one or more values ​​stored in the TMS to indicate a change in the fast transmission state.

[0132] To further illustrate, Fig.23 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.23 Methods include Fig. 22 Components. Fig. 22 In addition to the components, Fig.23 The method further includes detecting (2302) an end event of the fast transmission state by TMS (2101). Examples of the end event include, but are not limited to, a time period from the start of the wheel theft operation exceeding a threshold; a message from the ECU to stop the wheel theft monitoring operation; and a number of transmissions from the start of the wheel theft monitoring operation to the ECU exceeding a threshold. Detecting (2302) the end event of the fast transmission state by TMS (2101) can be performed by tracking the time period from the start of the wheel theft operation; determining whether the time period exceeds a threshold; tracking the number of transmissions from TMS; determining whether the number of transmissions exceeds a threshold; and receiving a message from the ECU to stop the wheel theft operation.

[0133] also, Fig.23 The method further includes switching (2302) from the fast transmission state to a normal monitoring state in which the TMS reduces the frequency of transmission to the ECU in response to detecting an end event of the fast transmission state by the TMS (2101). In response to the detected end event of the fast transmission state, switching (2302) from the fast transmission state to the normal monitoring state in which the TMS reduces the frequency of transmission to the ECU can be performed by storing a data value indicating a change to the normal monitoring state; storing a data value indicating a stop of the fast transmission state; and changing a value indicating the transmission frequency.

[0134] To further illustrate, Fig.24A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.24 Methods include Fig.21 Components. Fig.21 In addition to the components, Fig.24 The method further includes receiving (2402) an indication from the ECU via the TMS (2101) that the vehicle safety system is deactivated. Receiving (2402) an indication from the ECU via the TMS (2101) that the vehicle safety system is deactivated may be performed by receiving a message indicating that the vehicle safety system is currently deactivated or is switched to being deactivated.

[0135] Fig.24 The method further includes disabling (2404) a wheel theft detection operation by the TMS (2101) after receiving an indication that the vehicle security system is deactivated. Disabling (2404) the wheel theft detection operation after receiving an indication that the vehicle security system is deactivated may be performed by changing the frequency of the one or more parameters measured; and changing the transmission frequency of the one or more parameters.

[0136] To further illustrate, Fig.25 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.25 The method includes determining (2502) by an electronic control unit (ECU) (2501) of a vehicle that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle. Determining (2502) by an electronic control unit (ECU) (2501) of the vehicle that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle can be performed by comparing one or more monitored TMS parameter values ​​with one or more reference values; determining that one or more monitored parameter values ​​substantially match one or more reference values ​​corresponding to a wheel assembly separated from the vehicle or being removed from the vehicle.

[0137] Fig.25 The method further includes, in response to determining that the wheel assembly is in a damaged state, transmitting (2504) a message indicating that the wheel assembly is in a damaged state to the first device by the ECU (2501). In response to determining that the wheel assembly is in a damaged state, transmitting (2504) a message indicating that the wheel assembly is in a damaged state to the first device by the ECU (2501) may be performed by sending a message including an identification of the TMS or the wheel assembly and an indication that the identified TMS / wheel assembly is in a damaged state.

[0138] To further illustrate, Fig.26A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.26 Methods include Fig.25 However, in Fig.26 In the method, determining (2502) by an electronic control unit (ECU) (2501) of a vehicle that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle includes receiving (2602) by the ECU (2501) a user input indicating that the wheel assembly is in a damaged state. Receiving (2602) by the ECU (2501) a user input indicating that the wheel assembly is in a damaged state may be performed by receiving a message from a monitoring device indicating that a particular wheel assembly is in a damaged state; and receiving a user input from a user input device or another component of the vehicle indicating that a particular wheel assembly is in a damaged state.

[0139] To further illustrate, Fig. 27 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig. 27 Methods include Fig.25 In addition to Fig.25 In addition to the components, Fig. 27 The method further includes receiving (2702) a position update of the wheel assembly from the second device via the ECU (2501). The ECU (2501) receiving (2702) the position update of the wheel assembly from the second device may be performed by receiving a message identifying the wheel assembly and the position of the wheel assembly.

[0140] To further illustrate, Fig.28 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.28 Methods include Fig.25 However, in Fig.28 In the method, determining (2502) by an electronic control unit (ECU) (2501) of a vehicle that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle includes monitoring (2802) by the ECU (2501) one or more parameters associated with a tire monitoring sensor (TMS) coupled to the wheel assembly. Examples of parameters include, but are not limited to, pressure values ​​measured by the TMS, acceleration data from the TMS, and received signal strength indication (RSSI) measurements of signals from the TMS. Monitoring (2802) by the ECU (2501) one or more parameters associated with a tire monitoring sensor (TMS) coupled to the wheel assembly can be performed by receiving data from the TMS and analyzing data and signals from the TMS.

[0141] In addition, Fig.28 In the method, determining (2502) by an electronic control unit (ECU) (2501) of a vehicle that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle includes determining (2804) by the ECU (2501) that the wheel assembly is in a damaged state based on one or more monitored parameters. Based on the one or more monitored parameters, determining (2804) that the wheel assembly is in a damaged state can be performed by comparing the values ​​of the one or more monitored parameters with one or more reference values; determining that the values ​​of the one or more monitored parameters substantially match the one or more reference values, the reference values ​​corresponding to the wheel assembly separated from the vehicle or the wheel assembly being removed from the vehicle.

[0142] To further illustrate, Fig.29 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.29 The method includes determining (2902) by a tire monitoring sensor (TMS) (2901) that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle. Determining (2902) by a tire monitoring sensor (TMS) (2901) that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle can be achieved by receiving a message indicating that the wheel assembly associated with the TMS is in a damaged state from a device such as an ECU; and determining that the wheel assembly associated with the TMS is in a damaged state using one or more parameters of the TMS.

[0143] Fig.29 The method further includes, in response to determining that the wheel assembly is designated as being in a damaged state, broadcasting (2904) a message indicating that the wheel assembly is in a damaged state by the TMS (2101). Broadcasting (2904) a message indicating that the wheel assembly is in a damaged state by the TMS (2101) in response to determining that the wheel assembly is designated as being in a damaged state may be implemented by transmitting a message including an identification of the TMS or a wheel assembly associated with the TMS and an indication that the wheel assembly is in a damaged state.

[0144] To further illustrate, Fig.30 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.30 Methods include Fig.29 However, in Fig.30In the method, determining (2902) by a tire monitoring sensor (TMS) (2901) that a wheel assembly associated with the TMS is in a damaged state includes receiving (3002) a message from an electronic control unit (ECU) indicating that the wheel assembly is in a damaged state. Receiving (3002) the message from the electronic control unit (ECU) indicating that the wheel assembly is in a damaged state may be performed by receiving a message including an identification of the wheel assembly or the TMS associated with the TMS.

[0145] To further illustrate, Fig.31 FIG. 4 is a flow chart illustrating another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present invention. Fig.31 Methods include Fig.29 However, in Fig.31 In the method, determining (2902) by a tire monitoring sensor (TMS) (2901) that a wheel assembly associated with the TMS is in a damaged state includes detecting (3102) by the TMS (2901) during a wheel theft detection operation a dislocation event including at least one of a change in orientation of the TMS, a loss of contact between the TMS and a linked electronic control unit (ECU) within a predetermined time period, and installation of the TMS into an alien vehicle. Detecting (3102) by the TMS (2901) a dislocation event may be performed by measuring acceleration data, the dislocation event including at least one of a change in orientation of the TMS, a loss of contact between the TMS and a linked electronic control unit (ECU) within a predetermined time period, and installation of the TMS into an alien vehicle; comparing the measured acceleration data with reference acceleration data; determining that the measured acceleration data deviates from the reference acceleration data by an amount exceeding a threshold; and in response to determining that the measured acceleration data deviates from the reference acceleration data by an amount, determining that the orientation of the TMS has changed. Additionally, detecting (3102) a dislocation event by the TMS (2901) may also be performed by determining that the TMS has lost contact with the ECU for a period exceeding a threshold; and detecting installation of the TMS or wheel assembly into a foreign vehicle previously unknown to the TMS.

[0146] In addition, Fig.31 In the method, determining (2902) by a tire monitoring sensor (TMS) (2901) that a wheel assembly associated with the TMS is in a damaged state includes, in response to detecting a dislocation event, determining (3104) that the wheel assembly is in a damaged state. Determining (3104) that the wheel assembly is in a damaged state may be performed by storing an indication that the wheel assembly is in a damaged state as a current state.

[0147] In addition, Fig.31In the method, determining (2902) by a tire monitoring sensor (TMS) (2901) that a wheel assembly associated with the TMS is in a damaged state includes updating (3106) the naming of the current state of the wheel assembly to the damaged state within the TMS in response to detecting a dislocation event. Updating (3106) the naming of the current state of the wheel assembly to the damaged state within the TMS can be performed by storing a value in the TMS marking the current state of the wheel assembly as being in the damaged state.

[0148] To further illustrate, Fig.32 FIG. 4 is a flow chart illustrating another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present invention. Fig.32 Methods include Fig.31 In addition to Fig.31 In addition to the components, Fig.32 The method further includes, in response to determining that the wheel assembly is in a damaged state, transmitting (3202) an indication that the wheel assembly is in a damaged state to the linked ECU via the TMS (2901). In response to determining that the wheel assembly is in a damaged state, transmitting (3202) an indication that the wheel assembly is in a damaged state via the TMS (2901) to the linked ECU may be performed by transmitting a message including an identification of the TMS or the wheel assembly and indicating that the associated wheel assembly is in a damaged state.

[0149] To further illustrate, Fig.33 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.33 Methods include Fig.29 However, in Fig.33 In the method, determining (2902) by a tire monitoring sensor (TMS) (2901) that a wheel assembly associated with the TMS is in a damaged state includes receiving (3302) by the TMS (2901) from a device a remote tag message indicating that the wheel assembly is in a damaged state. Receiving (3302) by the TMS (2901) from a device a remote tag message indicating that the wheel assembly is in a damaged state may be performed by a message including an identification of the wheel assembly and an indication that the wheel assembly is in a damaged state.

[0150] For example, a device such as a monitoring device, other TMS or ECU may "remotely flag" a wheel assembly or TMS by transmitting a message indicating that the wheel assembly is in a damaged state. In response to receiving the message, the TMS may change the designation of the current state of the wheel assembly to a damaged state.

[0151] To further illustrate, Fig.34FIG. 4 is a flow chart illustrating another method for wheel theft detection and notification using TPMS according to at least one embodiment of the present invention. Fig.34 The method includes receiving (3402) by a first device (3401) from a tire monitoring sensor (TMS) a first message indicating that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle. Receiving (3402) by a first device (3401) from a tire monitoring sensor (TMS) indicating that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle can be achieved by receiving a message including an identification of the wheel assembly or the TMS and an indication that the wheel assembly or the TMS is in a damaged state.

[0152] Fig.34 The method also includes determining (3404) the position of the wheel assembly by the first device (3401). Determining (3404) the position of the wheel assembly by the first device (3401) can be performed by determining the position of the first device; retrieving the current GPS position of the first device; and using the position of the first device as the position of the wheel assembly.

[0153] in addition, Fig.34 The method comprises transmitting (3406) the determined position of the wheel assembly by a first device (3401) to a second device. Transmitting (3406) the determined position of the wheel assembly by the first device (3401) to the second device may be achieved by transmitting a message including an identification or TMS of the wheel assembly and one or more values ​​or coordinates indicating the determined position of the wheel assembly.

[0154] To further illustrate, Fig.35 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.35 The method includes determining (3502) an updated position of a wheel assembly by a first device (3401). Determining (3502) the updated position of the wheel assembly by the first device (3401) can be performed by periodically determining the position of the first device, periodically retrieving the current GPS position of the first device; and using the updated position of the first device as the updated position of the wheel assembly.

[0155] also, Fig.35The method also includes transmitting (3504) by the first device (3401) to the second device an updated position of the wheel assembly. Transmitting (3504) by the first device (3401) to the second device an updated position of the wheel assembly can be performed by determining that the position of the first device has changed; in response to determining that the position of the first device has changed, using the updated position of the first device as the position of the first device; and sending a message including an identification or TMS of the wheel assembly and a value or coordinate indicating the updated position of the wheel assembly.

[0156] To further illustrate, Fig.36 FIG. 2 is a flow chart illustrating another method of wheel theft detection and notification using a TPMS according to at least one embodiment of the present invention. Fig.36 Methods include Fig.34 In addition, Fig.36 The method includes displaying (3602) the determined position of the wheel assembly on a map by a first device (3401). Displaying (3602) the determined position of the wheel assembly on a map by the first device (3401) may be performed by marking the position of the wheel assembly on a digital map.

[0157] To further illustrate, Fig.37 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.37 The method further comprises receiving (3702) from the first device, by the second device (3701), an indication that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle, the indication comprising an identifier associated with the wheel assembly. Receiving (3702) from the first device, by the second device (3701), an indication that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle, comprising an identifier associated with the wheel assembly, may be performed by receiving a message from the first device.

[0158] also, Fig.37 The method includes receiving (3704) a message including an identification associated with a wheel assembly from a tire monitoring sensor (TMS) by a second device (3701). Receiving (3704) a message including an identification associated with a wheel assembly from a tire monitoring sensor (TMS) by a second device (3701) may be performed by receiving data from the TMS via a transceiver.

[0159] also, Fig.37The method includes transmitting (3706) a message to update the current state of the wheel assembly to a damaged state to the TMS through the second device (3701). The transmitting (3706) message to update the current state of the wheel assembly to the damaged state to the TMS through the second device (3701) can be implemented by transmitting a message including an identifier of the TMS and an indication that the current state of the wheel assembly is in a damaged state; and transmitting a message instructing the TMS to change the current state to the damaged state.

[0160] To further illustrate, Fig.38 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.38 The method includes detecting (3802) by an electronic control unit (ECU) (3801) of the vehicle a change in the state of a vehicle ignition of the vehicle from on to off. Detecting (3802) by an electronic control unit (ECU) (3801) of the vehicle a change in the state of a vehicle ignition of the vehicle from on to off may be performed by receiving a message or signal from a vehicle safety system.

[0161] Fig.38 The method includes: in response to a detected change in the state of the vehicle ignition from on to off, transmitting (3804) a message indicating that the vehicle ignition is off to a plurality of tire monitoring sensors (TMS) of the vehicle by an ECU (3801). The ECU (3801) transmits (3804) a message indicating that the vehicle ignition is off to a plurality of tire monitoring sensors (TMS) of the vehicle in response to a detected change in the state of the vehicle ignition from on to off, which may be performed by transmitting a message including data identifying the current state of the vehicle ignition.

[0162] also, Fig.38 The method includes detecting (3806) a change in the state of a vehicle ignition from on to off by an ECU (3801). Detecting (3806) a change in the state of a vehicle ignition from on to off by an ECU (3801) may be performed by receiving a message or signal from a vehicle safety system.

[0163] Fig.38 The method includes: in response to a detected change in the state of a vehicle ignition from off to on, transmitting (3808) by an ECU (3801) to a plurality of TMSs a message indicating that the ignition is on. In response to a detected change in the state of a vehicle ignition from off to on, transmitting (3808) by an ECU (3801) to a plurality of TMSs a message indicating that the ignition is on may be performed by transmitting a message including data identifying a current state of the vehicle ignition.

[0164] In response to a received message indicating that the vehicle ignition is off, the TMS monitors its own orientation by recording X, Y, or Z acceleration data (or any combination). When the TMS receives an ignition on message, each sensor checks whether the acceleration measurement has changed since the ignition off message was received. If the acceleration data has changed, the sensor transmits a position change message to the ECU. If the acceleration data has not changed, the sensor transmits a "no position change" message to the ECU. The ECU determines whether a "no position change" message has been received from all sensors. If a "no position change" message has been received from all sensors, or alternatively if the ECU has not received a "position change" message from any sensor, the ECU assigns the sensor position of the previous trip and disables the automatic positioning mechanism. If a "no position change" message has not been received from all sensors, or alternatively if a "position change" message is received from at least one sensor, the ECU activates the automatic positioning mechanism.

[0165] also, Fig.38 The method also includes receiving (3810) by the ECU (3801) for each TMS in the plurality of TMSs an indication of whether the TMS has detected a change in orientation of the TMS. Receiving (3810) by the ECU (3801) for each TMS in the plurality of TMSs an indication of whether the TMS has detected a change in orientation of the TMS may be performed by receiving a message including an identification of the TMS or the wheel assembly and an indication of a detected change in orientation.

[0166] also, Fig.38 The method further includes determining (3812) by the ECU (3801) whether to activate the automatic positioning mechanism on the plurality of TMSs based on the indications received from the plurality of TMSs. Determining whether to activate the automatic positioning mechanism on the plurality of TMSs based on the indications received from the plurality of TMSs may be implemented by determining whether a message indicating that the TMS detects an orientation change is received for each TMS associated with the vehicle; and determining whether a message indicating that the TMS detects an orientation change is received for at least one group of TMSs associated with the vehicle.

[0167] To further illustrate, Fig.39 A flow chart illustrating another method of wheel theft detection and notification using a TPMS in accordance with at least one embodiment of the present invention. Fig.39 Methods include Fig.38 However, in Fig.39In the method, determining whether to activate the automatic positioning mechanism on the plurality of TMSs based on the indications received from the plurality of TMSs includes determining (3902) whether at least one indication indicating that the TMS detected a change in the orientation of the TMS is received. The determining (3902) whether at least one indication indicating that the TMS detected a change in the orientation of the TMS is received may be performed by recording and tracking indications from a sensor.

[0168] also, Fig.39 The method includes initiating (3904) an automatic positioning mechanism on a plurality of TMSs in response to determining that at least one indication indicating that the TMS detected a change in orientation of the TMS is received. In response to determining that at least one indication indicating that the TMS detected a change in orientation of the TMS is received, the automatic positioning mechanism may be initiated (3904) on the plurality of TMSs by determining whether a "position change" message is received from one or more TMSs indicating that the position of the TMS has changed between the ignition off and the ignition on; and determining whether a "no position change" message is received from each TMS indicating that the position of the TMS has not changed between the ignition off and the ignition on.

[0169] In addition, in response to determining that the indication indicating that the TMS detected a change in orientation of the TMS was not received, disabling (3906) an automatic positioning mechanism for the plurality of TMSs and each of the plurality of TMSs, assigning a previous travel position of the TMS to the TMS. In response to determining that the indication indicating that the TMS detected a change in orientation of the TMS was not received, disabling (3906) an automatic positioning mechanism for the plurality of TMSs and each of the plurality of TMSs, assigning a previous travel position of the TMS to the TMS may be performed by using the previous travel position of each TMS as the current position of each TMS.

[0170] The advantages and features of the present disclosure can be further described by the following statements:

[0171] 1. A method for wheel theft detection and notification using a tire pressure monitoring system (TPMS), the method comprising: monitoring, by an electronic control unit (ECU) of a vehicle, one or more parameters associated with a tire monitoring sensor (TMS) coupled to a wheel assembly of the vehicle; determining, by the ECU, based on the one or more monitored parameters, that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; and triggering, by the ECU, an alarm of a vehicle security system in response to determining that the wheel assembly is in the damaged state.

[0172] 2. The method of statement 1, wherein the one or more parameters include at least one of tire pressure of the wheel assembly, orientation of the TMS, and signal strength received from the TMS.

[0173] 3. A method according to statement 1 or 2, wherein, based on the one or more parameters monitored, determining by the ECU that the wheel assembly is in the damaged state includes: determining that the distance from the ECU to the TMS is increasing.

[0174] 4. A method according to any one of statements 1 to 3, wherein determining that the distance from the ECU to the TMS is increasing includes: generating a plurality of signal attribute samples by the ECU based on a signal received from the TMS; and determining that the distance from the ECU to the TMS is increasing based on the plurality of signal attribute samples.

[0175] 5. A method according to any one of statements 1 to 4, wherein the plurality of signal property samples comprises at least one of a plurality of received signal strength indication (RSSI) samples and a plurality of time of flight samples.

[0176] 6. A method according to any one of statements 1 to 5, further comprising sending, by the ECU, an indication of the status of the vehicle safety system to the TMS.

[0177] 7. The method according to any one of statements 1 to 6 further includes: receiving, through the ECU, an indication of a change in a parameter monitored by the module of the vehicle from a monitoring module of the vehicle; and in response to the received indication of the change in the parameter monitored by the module of the vehicle, requesting, through the ECU, the TMS to perform a wheel theft detection operation.

[0178] 8. A method according to any one of statements 1 to 7, wherein the one or more parameters include an orientation of the TMS and a signal strength from the TMS; wherein, based on the one or more parameters monitored, determining by the ECU that the wheel assembly is in the damaged state includes: using the one or more parameters monitored to determine by the ECU that the orientation of the TMS and the signal strength from the TMS have both changed during a wheel theft detection operation at the TMS; and in response to determining that the orientation of the TMS and the signal strength from the TMS have changed during the wheel theft detection operation, determining by the ECU that the wheel assembly is in the damaged state.

[0179] 9. The method according to any one of statements 1 to 8 further includes: determining, by the ECU, that the vehicle security system has been deactivated; and after determining that the vehicle security system has been deactivated, transmitting, by the ECU, a message to the TMS to disable the wheel theft detection operation at the TMS.

[0180] 10. The method of any one of statements 1 to 9, comprising: in response to determining that the wheel assembly associated with the TMS is in the damaged state, transmitting a message that the wheel assembly is in the damaged state to another device through the ECU.

[0181] 11. A method for wheel theft detection and notification, the method using a tire pressure monitoring system (TPMS) by itself or in combination with the method for wheel theft detection and notification described in any one of Statements 1-10, the method comprising: determining, by an electronic control unit (ECU) of a vehicle, that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; and in response to determining that the wheel assembly is in the damaged state, transmitting, by the ECU to a first device, a message indicating that the wheel assembly is in the damaged state.

[0182] 12. A method according to any one of statements 1 to 11, wherein determining, by the ECU, that the wheel assembly is in the damaged state comprises: receiving, by the ECU, user input indicating that the wheel assembly is in the damaged state.

[0183] 13. A method according to any one of statements 1 to 12, further comprising: receiving, by the electronic control unit, a position update of the wheel assembly from a second device.

[0184] 14. A method according to any one of statements 1 to 13, wherein determining by the ECU that the wheel assembly is in the damaged state includes: monitoring by the ECU one or more parameters associated with a tire monitoring sensor (TMS) connected to the wheel assembly; and determining by the ECU that the wheel assembly is in the damaged state based on the monitored one or more parameters.

[0185] 15. A method of optimizing an automatic positioning mechanism in a tire pressure monitoring system (TPMS), the method being optimized by the tire pressure monitoring system alone or in combination with the method of wheel theft detection and notification as described in any one of statements 1 to 14, the method comprising: detecting, by an electronic control unit (ECU) of a vehicle, a change in the state of a vehicle ignition of the vehicle from on to off; in response to the detected change in the state of the vehicle ignition from on to off, transmitting, by the ECU, a message to a plurality of tire monitoring sensors (TMS) of the vehicle indicating that the vehicle ignition is off; detecting, by the ECU, a change in the state of the vehicle ignition from off to on; in response to the detected change in the state of the vehicle ignition from off to on, transmitting, by the ECU, to the plurality of TMSs, a message indicating that the ignition is on; for each of the plurality of TMSs, receiving, by the ECU, an indication of whether the TMS detected a change in orientation of the TMS; and determining, by the ECU, whether to activate an automatic positioning mechanism on the plurality of TMSs based on the indications received from the plurality of TMSs.

[0186] 16. A method according to any one of statements 1 to 15, wherein determining whether to activate an automatic positioning mechanism on multiple TMSs based on an indication received from a TMS comprises: determining whether at least one indication indicating that the TMS detects a change in orientation of the TMS is received; in response to determining that at least one indication indicating that the TMS detects a change in orientation of the TMS is received, activating the automatic positioning mechanism on the multiple TMSs; and in response to determining that no indication indicating that the TMS detects a change in orientation of the TMS is received, disabling the automatic positioning mechanism for the multiple TMSs and each of the multiple TMSs, and assigning the position of a previous stroke of the TMS to the TMS.

[0187] 17. A method for wheel theft detection and notification using a tire pressure monitoring system (TPMS), the method comprising: receiving an indication from an electronic control unit (ECU) of a vehicle via a tire monitoring sensor (TMS) of the vehicle that the vehicle safety system is activated; after receiving the indication that the vehicle safety system is activated, performing a wheel theft detection operation, the wheel theft detection operation comprising: measuring one or more parameter values ​​associated with a wheel assembly via the TMS; and determining via the TMS whether the one or more measured parameter values ​​deviate from one or more reference parameter values ​​by one or more predetermined amounts; and after determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by the one or more predetermined amounts, transmitting via the TMS an indication that the one or more parameter values ​​have changed.

[0188] 18. The method according to statement 17 further includes: in response to determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by the one or more predetermined amounts, switching to a fast transmission state by the TMS, in which the TMS increases the frequency of transmission to the ECU.

[0189] 19. The method according to statement 17 or 18 further includes: the TMS detecting an end event of the fast transmission state; and in response to the detected end event of the fast transmission state, switching from the fast transmission state to a normal monitoring state by the TMS, in which the TMS reduces the frequency of transmission to the ECU.

[0190] 20. The method according to any one of statements 17 to 19 further includes: receiving an indication from the ECU through the TMS that the vehicle security system is deactivated; and disabling the wheel theft detection operation through the TMS after receiving the indication that the vehicle security system is deactivated.

[0191] 21. A method according to any one of statements 17 to 20, wherein the one or more parameters are indicative of at least one of a tire pressure of the wheel assembly and an orientation of the TMS.

[0192] 22. A method of wheel theft detection and notification using a tire pressure monitoring system (TPMS) by itself or in combination with any of Statements 17-21, the method comprising: determining, via a tire monitoring sensor (TMS), that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; and in response to determining that the wheel assembly is designated as being in the damaged state, broadcasting, via the TMS, a message indicating that the wheel assembly is in the damaged state.

[0193] 23. A method according to any one of statements 17 to 22, wherein determining, by the TMS, that the wheel assembly associated with the TMS is in the damaged state comprises: receiving a message from an electronic control unit (ECU) indicating that the wheel assembly is in the damaged state.

[0194] 24. A method according to any one of statements 17 to 23, wherein determining through the TMS that the wheel assembly associated with the TMS is in a damaged state includes: during a wheel theft detection operation, detecting a dislocation event through the TMS, the dislocation event including at least one of a change in orientation of the TMS, a loss of contact between the TMS and a linked electronic control unit (ECU) within a predetermined time period, and installation of the TMS into a foreign vehicle; and in response to detecting the dislocation event: determining that the wheel assembly is in the damaged state; and updating the nomenclature of the current state of the wheel assembly to the damaged state within the TMS.

[0195] 25. The method of any one of statements 17 to 24 further comprising: in response to determining that the wheel assembly is in the damaged state, transmitting an indication that the wheel assembly is in the damaged state to the linked ECU via the TMS.

[0196] 26. A method according to any one of statements 17 to 25, wherein determining, by the TMS, that the wheel assembly is in the damaged state comprises: receiving, by the TMS, a remote tagging message from a device indicating that the wheel assembly is in the damaged state.

[0197] 27. A method for wheel theft detection and notification using a tire pressure monitoring system (TPMS), the method comprising: receiving, by a first device, a first message from a tire monitoring sensor (TMS), the first message indicating that a wheel assembly associated with the TMS is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; determining, by the first device, a position of the wheel assembly; and transmitting, by the first device, the determined position of the TMS to a second device.

[0198] 28. The method of statement 27, further comprising: determining, by the first device, an updated position of the wheel assembly; and transmitting, by the first device, the updated position of the wheel assembly to the second device.

[0199] 29. The method according to statement 27 or 18 further comprises: displaying the determined position of the wheel assembly on a map by the first device.

[0200] 30. A method of wheel theft detection and notification using a tire pressure monitoring system (TPMS) by itself or in combination with any of statements 27-29, the method comprising: receiving, via a second device, from a first device an indication that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from a vehicle or being in danger of being dislocated from the vehicle, the indication comprising an identifier associated with the wheel assembly; receiving, via the second device, a message from a tire monitoring sensor (TMS) comprising the identifier associated with the wheel assembly; and transmitting, via the second device, to the TMS a message updating the current state of the wheel assembly to the damaged state.

[0201] 31. A method according to any one of statements 27 to 30, wherein the first device includes at least one of a cloud computing device, a monitoring device, another TMS and an electronic control unit (ECU) of the vehicle.

[0202] Exemplary embodiments of the present invention are primarily described with respect to a fully functional tire mounted sensor, electronic control unit, monitoring device, and / or computing device for wheel theft detection and notification using a tire pressure monitoring system (TPMS). However, those skilled in the art will recognize that the present invention may also be implemented in a computer program product disposed on a computer readable storage medium for use with any suitable data processing system. Such a computer readable storage medium may be any storage medium for machine readable information, including magnetic media, optical media, or other suitable media. Examples of such media include magnetic disks in hard drives or diskettes, compact disks for optical drives, magnetic tapes, and others that will occur to those skilled in the art. Those skilled in the art will immediately recognize that any computer system with suitable programming means will be able to perform the steps of the method of the present invention as embodied in a computer program product. Those skilled in the art will also recognize that although some of the exemplary embodiments described in this specification are directed to software installed and executed on computer hardware, alternative embodiments implemented as firmware or hardware are also within the scope of the present invention.

[0203] The present invention may be a system, apparatus, method, and / or computer program product. A computer program product may include a computer-readable storage medium (or multiple media) having computer-readable program instructions thereon for causing a processor to perform various aspects of the present invention.

[0204] Computer readable storage media can be a tangible device that can retain and store instructions for use by instruction execution devices. Computer readable storage media can be, for example but not limited to, electronic storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination of the above. A non-exhaustive list of more specific examples of computer readable storage media includes the following: portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), static random access memories (SRAM), portable compact disk read-only memories (CD-ROM), digital versatile disks (DVD), memory sticks, floppy disks, mechanical encoding devices such as punch cards, or protruding structures in grooves with instructions recorded thereon, and any suitable combination of the above. Computer readable storage media as used herein should not be interpreted as temporary signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagated by waveguides or other transmission media (e.g., light pulses passing through fiber optic cables), or electrical signals emitted by wires.

[0205] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to a corresponding computing / processing device via a network (e.g., the Internet, a local area network, a wide area network, and / or a wireless network), or downloaded to an external computer or external storage device. The network can include copper transmission cables, optical transmission fibers, wireless transmissions, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions to be stored in a computer-readable storage medium in the corresponding computing / processing device.

[0206] The computer-readable program instructions for performing the operations of the present invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​(such as Smalltalk, C++, etc.) and conventional procedural programming languages ​​(such as "C" programming language or similar programming languages). In some embodiments, electronic circuits including, for example, programmable logic circuits, field programmable gate arrays (FPGAs), or programmable logic arrays (PLAs) may execute computer-readable program instructions by utilizing the state information of the computer-readable program instructions to personalize the electronic circuits so as to perform various aspects of the present invention.

[0207] The present invention will be described below with reference to the flowchart and / or block diagram of the method, device (system) and computer program product according to the embodiment of the present invention. It should be understood that each box of the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer readable program instructions.

[0208] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device create a device for implementing the functions / actions specified in one or more boxes of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium, which causes the computer, programmable data processing device, and / or other device to work in a specific manner, so that the computer-readable storage medium in which the instructions are stored includes a manufactured product containing instructions for implementing aspects of the functions / actions specified in one or more boxes of the flowchart and / or block diagram.

[0209] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing device, or other apparatus, so that a series of operational steps are performed on the computer, other programmable device, or other apparatus to produce computer-implemented processing, so that the instructions executed on the computer, other programmable device, or other apparatus implement the functions / actions specified in or in multiple boxes in the flowchart and / or block diagram.

[0210] The flow chart and block diagram in the accompanying drawings show the architecture, function and operation of the possible implementation of the system, device, method and computer program product according to different embodiments of the present invention. To this end, each box in the flow chart or block diagram may represent a module, segment or part of an instruction, which includes one or more executable instructions for realizing a specified logical function. In some alternative implementations, the function marked in the box may not occur in the order marked in the figure. For example, depending on the function involved, the two blocks shown in succession can actually be executed substantially at the same time, or these blocks can sometimes be executed in reverse order. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or action or performs a combination of dedicated hardware and computer instructions.

[0211] It can be understood from the foregoing description that modifications and changes can be made in various embodiments of the present disclosure without departing from the true spirit of the present disclosure. The description in this specification is for illustrative purposes only and should not be interpreted as limiting. The scope of the present disclosure is limited only by the language of the attached claims.

Claims

1. A method for wheel theft detection and notification using a tire pressure monitoring system (TPMS), the method comprising: monitoring, by an electronic control unit (ECU) of a vehicle, one or more parameters associated with a tire monitoring sensor (TMS) coupled to a wheel assembly of the vehicle; determining, by the ECU, based on the one or more monitored parameters, that the wheel assembly is in a damaged state associated with the wheel assembly being, or being in danger of being, dislocated from the vehicle; as well as In response to determining that the wheel assembly is in the damaged state, an alarm of a vehicle safety system is triggered by the ECU.

2. The method according to claim 1, wherein: The one or more parameters include at least one of a tire pressure of the wheel assembly, an orientation of the TMS, and a signal strength received from the TMS.

3. The method according to claim 1, wherein: Based on the one or more monitored parameters, determining, by the ECU, that the wheel assembly is in the damaged state comprises: It is determined that a distance from the ECU to the TMS is increasing.

4. The method according to claim 3, wherein: Determining that the distance from the ECU to the TMS is increasing includes: generating, by the ECU, a plurality of signal property samples based on a signal received from the TMS; and Based on the plurality of signal property samples, it is determined that a distance from the ECU to the TMS is increasing.

5. The method according to claim 4, wherein: The plurality of signal property samples include at least one of a plurality of received signal strength indication (RSSI) samples and a plurality of time of flight samples. 6 . The method of claim 1 , further comprising sending, by the ECU, an indication of a status of the vehicle safety system to the TMS.

7. The method according to claim 1, further comprising: receiving, by the ECU, from a monitoring module of the vehicle, an indication of a change in a parameter monitored by the module of the vehicle; as well as In response to receiving an indication of a change in the parameter monitored by the module of the vehicle, the TMS is requested, via the ECU, to perform a wheel theft detection operation.

8. The method according to claim 1, wherein: The one or more parameters include an orientation of the TMS and a signal strength from the TMS; wherein, based on the one or more parameters monitored, determining by the ECU that the wheel assembly is in the damaged state includes: using the monitored one or more parameters to determine, by the ECU, that both an orientation of the TMS and a signal strength from the TMS have changed during a wheel theft detection operation at the TMS; and In response to determining that both the orientation of the TMS and the signal strength from the TMS have changed during the wheel theft detection operation, determining, by the ECU, that the wheel assembly is in the damaged state.

9. The method according to claim 1, further comprising: determining, by the ECU, that the vehicle safety system has been deactivated; as well as After determining that the vehicle security system has been deactivated, a message is transmitted by the ECU to the TMS to disable wheel theft detection operations at the TMS.

10. The method according to claim 1, comprising: In response to determining that the wheel assembly associated with the TMS is in the damaged state, a message that the wheel assembly is in the damaged state is transmitted to another device by the ECU.

11. A method for wheel theft detection and notification using a tire pressure monitoring system (TPMS), the method comprising: receiving an indication that the vehicle safety system is activated from an electronic control unit (ECU) of the vehicle via a tire monitoring sensor (TMS) of the vehicle; After receiving the indication that the vehicle security system is activated, performing a wheel theft detection operation, the wheel theft detection operation comprising: measuring, by the TMS, one or more parameter values ​​associated with the wheel assembly; and determining, by the TMS, whether the one or more measured parameter values ​​deviate from one or more reference parameter values ​​by one or more predetermined amounts; and Upon determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by the one or more predetermined amounts, an indication is transmitted via the TMS that the one or more parameter values ​​have changed.

12. The method according to claim 11, further comprising: In response to determining that the one or more measured parameter values ​​deviate from the one or more reference parameter values ​​by the one or more predetermined amounts, switching, by the TMS, to a fast transmission state in which the TMS increases a frequency of transmissions to the ECU.

13. The method according to claim 12, further comprising: The TMS detects an end event of the fast transmission state; as well as In response to the detected end event of the rapid transmission state, switching, by the TMS, from the rapid transmission state to a normal monitoring state in which the TMS reduces the frequency of transmissions to the ECU.

14. The method according to claim 11, further comprising: receiving, via the TMS, from the ECU an indication that the vehicle safety system is deactivated; as well as After receiving the indication that the vehicle security system is deactivated, disabling, via the TMS, the wheel theft detection operation.

15. The method according to claim 11, wherein: The one or more parameters are indicative of at least one of a tire pressure of the wheel assembly and an orientation of the TMS.

16. A method for wheel theft detection and notification using a tire pressure monitoring system (TPMS), the method comprising: determining, by an electronic control unit (ECU) of the vehicle, that a wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; as well as In response to determining that the wheel assembly is in the damaged state, a message indicating that the wheel assembly is in the damaged state is transmitted to a first device by the ECU.

17. The method according to claim 16, wherein: Determining, by the ECU, that the wheel assembly is in the damaged state comprises: A user input is received via the ECU indicating that the wheel assembly is in the damaged state.

18. The method according to claim 16, further comprising: A position update of the wheel assembly is received from a second device via the ECU.

19. The method according to claim 16, wherein: Determining, by the ECU, that the wheel assembly is in the damaged state comprises: monitoring, by the ECU, one or more parameters associated with a tire monitoring sensor (TMS) coupled to the wheel assembly; and Based on the monitored one or more parameters, it is determined by the ECU that the wheel assembly is in the damaged state.

20. A method for wheel theft detection and notification using a tire pressure monitoring system (TPMS), the method comprising: determining, via a tire monitoring sensor (TMS), that a wheel assembly associated with the TMS is in a damaged condition associated with the wheel assembly being dislocated from the vehicle or being in danger of being dislocated from the vehicle; as well as In response to determining that the wheel assembly is indicated as being in the damaged state, a message indicating that the wheel assembly is in the damaged state is broadcasted via the TMS.

21. The method according to claim 20, wherein: Determining, by the TMS, that the wheel assembly associated with the TMS is in the damaged state comprises: A message is received from an electronic control unit (ECU) indicating that the wheel assembly is in the damaged state.

22. The method according to claim 20, wherein: Determining, by the TMS, that the wheel assembly associated with the TMS is in a damaged state comprises: During a wheel theft detection operation, detecting, by the TMS, a dislocation event, the dislocation event comprising at least one of a change in orientation of the TMS, a loss of contact between the TMS and a linked electronic control unit (ECU) for a predetermined period of time, and installation of the TMS into a foreign vehicle; and In response to detecting the dislocation event: determining that the wheel assembly is in the damaged state; and An indication of a current state of the wheel assembly is updated within the TMS to the damaged state.

23. The method according to claim 22, further comprising: In response to determining that the wheel assembly is in the damaged state, an indication that the wheel assembly is in the damaged state is transmitted to the linked ECU via the TMS.

24. The method according to claim 20, wherein: Determining by the TMS that the wheel assembly is in the damaged state includes: A remote tagging message is received from a device via the TMS indicating that the wheel assembly is in the damaged state.

25. A method for wheel theft detection and notification using a tire pressure monitoring system (TPMS), the method comprising: receiving, by a first device, a first message from a tire monitoring sensor (TMS), the first message indicating that a wheel assembly associated with the TMS is in a damaged condition associated with the wheel assembly being or in danger of being dislocated from the vehicle; determining the position of the wheel assembly by the first device; as well as The determined position of the wheel assembly is transmitted to a second device by the first device.

26. The method according to claim 25, further comprising: determining an updated position of the wheel assembly by the first device; as well as The updated position of the wheel assembly is transmitted to the second device by the first device.

27. The method of claim 25, further comprising: The determined position of the wheel assembly is displayed on a map by the first device.

28. A method for wheel theft detection and notification using a tire pressure monitoring system (TPMS), the method comprising: receiving, from the first device, by the second device, an indication that the wheel assembly is in a damaged state associated with the wheel assembly being dislocated from the vehicle or in danger of being dislocated from the vehicle, the indication including an identifier associated with the wheel assembly; receiving, by the second device, a message from a tire monitoring sensor (TMS) including the identification associated with the wheel assembly; as well as A message is transmitted to the TMS through the second device to update the current state of the wheel assembly to the damaged state.

29. The method according to claim 28, wherein: The first device includes at least one of a cloud computing device, a monitoring device, another TMS, and an electronic control unit (ECU) of the vehicle.

30. A method for optimizing an automatic positioning mechanism in a tire pressure monitoring system (TPMS), the method comprising: detecting, by an electronic control unit (ECU) of the vehicle, a change in state of a vehicle ignition of the vehicle from on to off; In response to the detected change in state of the vehicle ignition from on to off, transmitting, by the ECU to a plurality of tire monitoring sensors (TMS) of the vehicle, a message indicating that the vehicle ignition is off; detecting, by the ECU, a change in the state of the vehicle ignition from on to off; in response to the detected change in state of the vehicle ignition from on to off, transmitting, by the ECU, a message to the plurality of TMSs indicating that the ignition is on; for each TMS of the plurality of TMSs, receiving, by the ECU, an indication of whether the TMS has detected a change in orientation of the TMS; as well as Based on the indications received from the plurality of TMSs, it is determined by the ECU whether to activate an automatic positioning mechanism on the plurality of TMSs.

31. The method according to claim 30, wherein: Based on the indication received from the TMS, determining whether to activate the automatic location mechanism on the plurality of TMSs comprises: determining whether at least one indication is received indicating that the TMS detected a change in orientation of the TMS; responsive to determining that at least one indication indicating that the TMS detected a change in orientation of the TMS was received, activating the automatic positioning mechanism on the plurality of TMSs; and In response to determining that an indication indicating that the TMS detected a change in orientation of the TMS was not received, disabling the automatic positioning mechanism for the plurality of TMSs and each of the plurality of TMSs, assigning a position of a previous stroke of the TMS to the TMS.

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