Method for detecting a temperature anomaly in pneumatic vehicle tires
Patent Information
- Application Number
- DE102023211637
- Authority / Receiving Office
- DE · DE
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2023-11-22
- Publication Date
- 2025-05-22
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
The invention relates to a method for detecting a temperature anomaly in pneumatic vehicle tires in a vehicle system, to a corresponding vehicle system and to a system vehicle tire for use in such a method and / or such a vehicle system.Modern pneumatic vehicle tires are high-performance products which, as the development progresses, are being adapted more and more to the various challenges posed. In contrast, many of the challenges and loads encountered in operating pneumatic vehicle tires have not changed fundamentally over time. Despite the technological progress and a generally increased durability of pneumatic vehicle tires, asymmetric loads during operation can lead to uneven wear, as a result of which the pneumatic vehicle tires become unusable before the expected end of service life.Relevant scenarios in which such uneven wear can occur include, in particular, a tire camber lying outside the intended limit ranges, which leads to an undesired running of the vehicle tire and can consequently cause uneven wear. In addition to an excessive run-flat of the tires, which may result from a wrong chassis setting, for example, grinding the vehicle tires along parts of the vehicle may also lead to undesired additional abrasion, which shortens the service life of the vehicle tire.Due to the central importance which is attached to the wear state of vehicle tires with regard to driving safety and regulatory requirements in many countries, numerous methods have been developed in the prior art in order to at least partially automate the manual status control of the vehicle pneumatic tires by the vehicle driver and / or at least to assist the vehicle driver in the status evaluation. In addition to external methods in which the tire condition, for example the remaining profile depth, is determined from the outside, for example by means of optical measurement methods or by means of image evaluation, methods have also been developed with which information about the condition of the vehicle tires can be derived using tire sensors installed in the interior of the vehicle tire.An example of information acquisition about the tire state via integrated sensors represents, for example, the estimation of the profile depth, which can be estimated, for example, via the width of the ground contact area of vehicle tires or the change of this value over time, wherein the width of the ground contact area can be determined, for example, using acceleration sensors installed in the vehicle tire.Estimating the tire state via integrated sensors installed in the vehicle tire offers considerable advantages over external measurement methods, in particular if the methods used rely on tire sensors which are installed in the vehicle tire anyway for other reasons. This makes it possible to significantly reduce the requirements imposed on the external device required for the determination process and, in particular, also to determine the corresponding observation variables continuously, in particular also away from a measurement stand during the journey.While nowadays many tire states can already be detected or estimated comparatively well with the methods known from the prior art which are based on the evaluation of the internal tire sensor system, in particular an inadequate tire pressure and / or an excessively severe wear of the tire profile, many of the methods known from the prior art are perceived as inadequate with regard to the determination of uneven wear, since they cannot determine these or cannot determine them with adequate accuracy.In contrast, evaluation methods that rely on external measurement devices are more suitable in many cases to detect uneven wear. However, with these methods it is usually only possible to attest to an already occurring uneven wear, wherein the perception threshold of many methods implies that a corresponding uneven wear can frequently only be detected when the damage is already irreparable.The primary object of the present invention was to eliminate or at least reduce the disadvantages of the prior art.In particular, it was the object of the present invention to specify a method with which an uneven load on a vehicle tire during operation of the vehicle can be detected early and reliably, in particular also during travel and outside routine maintenance intervals.In this respect, it was an object of the present invention that the method to be specified should be capable of indicating imminent uneven wear of a vehicle tire particularly early and thus of enabling early initiation of corrective measures by which irreparable damage to the vehicle tire can still be prevented.In particular, it was the object of the present invention that the method to be specified should be able to detect an unintentionally strong slip as well as a grinding of the vehicle tire along a vehicle part.It was an object of the present invention that the method to be specified should be able to be carried out as extensively as possible using such devices and elements which are provided in any case in modern pneumatic vehicle tires.It was a further object of the present invention that the method should be executable in a particularly time- and cost-effective manner and in particular should be executable with a low demand for computing capacity.In this respect, it was a desirable requirement that the method to be specified should be capable of being automated as extensively as possible, wherein it was sought that the method to be specified should be capable of being carried out as efficiently as possible within the scope of a monitoring system comprising numerous vehicles, for example within the scope of central fleet management.The inventors of the present invention have now found that the above-described objects can be achieved if the occurrence of temperature anomalies in the pneumatic vehicle tire is registered with a sensor system installed in the pneumatic vehicle tire, wherein for this purpose two separate temperature sensors are provided, which are positioned on both sides of the central tire plane and each measure the tire temperature, as defined in the claims.The inventors have found that by observing the temperature gradient between the two temperature sensors or by developing it over time, it is possible to identify a temperature anomaly which can be linked to a tire run-off and / or to a grinding-past of the vehicle tire on parts of the vehicle. During the driving operation of the vehicle, corresponding uneven loads lead to a different temperature development on both sides of the vehicle tire, wherein the temperature difference is in many cases the greater the faster the vehicle is driving. Accordingly, temperature anomalies can be reliably identified in particular in the comparison of the temperature difference during the faster driving operation of the vehicle in comparison with stationary and maneuvering phases by increasing temperature gradients, wherein secondary influencing factors, such as, for example, non-uniform solar radiation on the inner and outer tire sides can be relatively largely masked by considering the time-dependent temperature difference. In an advantageous manner, the time-dependent temperatures detected by the two temperature sensors can be evaluated both via an electronic data processing device integrated in the vehicle and via a central processing unit, for example the server of a fleet management system.Advantageously, it is possible by this method to identify a possible run-off or a comparable non-uniform load already during the journey, wherein it is considered particularly advantageous that corresponding temperature anomalies are exhibited as an indicator of imminent non-uniform wear already at an early point in time at which the tire is in many cases not yet irreparably damaged, so that it is possible to initiate countermeasures, for example by removing or directing a vehicle part which loops along the vehicle tire.The above objects are thus achieved by the subject matter of the invention as defined in the claims. Preferred embodiments according to the invention are evident from the dependent claims and the following explanations.Such embodiments, which are referred to below as preferred, are combined in particularly preferred embodiments with features of other embodiments referred to as preferred. Combinations of two or more of the embodiments referred to below as particularly preferred are thus very particularly preferred. Also preferred are embodiments in which a feature of one embodiment designated as preferred to any extent is combined with one or more further features of other embodiments designated as preferred to any extent. Features of preferred vehicle systems and system vehicle tires result from the features of preferred methods.The invention relates in particular to a method for detecting a temperature anomaly in pneumatic vehicle tires in a vehicle system, comprising: i) a vehicle, ii) two or more pneumatic vehicle tires arranged on the vehicle, wherein at least one of the pneumatic vehicle tires is a system vehicle tire, wherein the system vehicle tire has a tread provided for road contact and forms a tire interior on the inside, wherein the system vehicle tire comprises a first electronic temperature sensor unit arranged in the tire interior on the system vehicle tire for measuring a first tire temperature T 1 wherein the system vehicle tire comprises a second electronic temperature sensor unit arranged in the tire interior on the system vehicle tire for measuring a second tire temperature T 2, wherein the first electronic temperature sensor unit and the second electronic temperature sensor unit are arranged on different sides of the plane AE perpendicular to the axial direction and running centrally through the system vehicle tire with respect to the axial direction of the system vehicle tire, and iii) an electronic data processing device, wherein the vehicle system is configured such that the measured first tire temperature T 1 and the measured second tire temperature T 2 can be transmitted to the electronic data processing device, comprising the method steps: a) measuring a time-dependent first tire temperature T 1( t1) with the first electronic temperature sensor unit and measuring a time-dependent second tire temperature T 2( t2) with the second electronic temperature sensor unit and ascertaining a time-dependent temperature difference evaluation variable ΔTB(t3) from the measured first tire temperatures T 1 and the measured second tire temperatures T 2 with the electronic data processing device, and b) detecting a temperature anomaly of the system vehicle tire by evaluating the time-dependent temperature difference evaluation variable ΔTB(t3) with the electronic data processing device, wherein the temperature anomaly of the system vehicle tire is detected, if the time-dependent temperature difference evaluation variable ΔTB(t3) indicates that there is at least one predefined change in the temperature difference between the measured first tire temperature T 1 and the measured second tire temperature T 2.The method according to the invention serves, according to the above definition, to detect a temperature anomaly in pneumatic vehicle tires. This formulation is due to the fact that the inventors have recognized that these temperature anomalies, which are determined de factosensory, are indicators of an undesired tire run-off or comparable uneven loads on the pneumatic vehicle tire during the driving operation. However, the skilled person understands that the method is indirectly a method for detecting non-uniform mechanical loading on a vehicle tire, as can be caused, for example, by an undesired slip, for example as a result of a tire camber that is too large, or by grinding along other parts of the vehicle. According to the inventors' judgment, the method according to the invention is particularly suitable for an early and reliable detection of the skew. The method is therefore indirectly a method according to the invention, wherein the method is a method for detecting an uneven mechanical load on vehicle tires, in particular a slip, as a result of a determined temperature anomaly, wherein method step b) comprises detecting an uneven mechanical load on the system vehicle tire, in particular a slip, on the basis of the detected temperature anomaly. In other words, it is indirectly a method according to the invention, wherein the detected temperature anomaly and / or the temporal profile of the detected temperature anomaly is used to detect an uneven mechanical load in vehicle tires, in particular a run-flat run of the system vehicle tire. In addition or as an alternative, a method according to the invention is preferred, wherein the method is a method for detecting a run-off in pneumatic vehicle tires. In this case, it is a method according to the invention, wherein the temperature anomaly is a temperature anomaly promoted or caused by the run-flat of the system vehicle tire.The method according to the invention is carried out on a vehicle system which, according to the above definition, comprises, in addition to the vehicle and a corresponding tyre, also the electronic data processing device which is used for evaluating the sensor data, such that the vehicle system comprises a plurality of components.The method according to the invention is suitable in principle for all types of vehicles. By way of example, a method according to the invention is provided, wherein the vehicle is a passenger car or a commercial vehicle, preferably a passenger car or a truck. By way of example, additionally or alternatively, a method according to the invention is provided, wherein the vehicle comprises four or more, preferably six or more pneumatic vehicle tires arranged on the vehicle.To carry out the method according to the invention, at least one vehicle tire equipped with sensors is necessary. A corresponding vehicle tire is referred to as a system vehicle tire for the purposes of clear mapping within the scope of the present invention. The expression "system vehicle tire" thereby makes it clear that the corresponding vehicle tire belongs to the vehicle system and has the sensor system necessary according to the invention. At least in principle, it is conceivable that a vehicle system on the vehicle comprises only one corresponding system vehicle tire, on which a corresponding temperature anomaly could be detected. However, the skilled person necessarily understands that it is preferable to equip as many as possible of the vehicle tires with a sensor system suitable for the method. Preference is given to a method according to the invention, wherein two or more, preferably four or more, particularly preferably all of the pneumatic vehicle tires are system vehicle tires. In addition or alternatively, a method according to the invention is preferred, wherein the method is carried out for two or more, preferably four or more, particularly preferably all of the pneumatic vehicle tires of the vehicle.According to the above definition, the system vehicle tires are pneumatic vehicle tires. Pneumatic vehicle tires are well known to those skilled in the tire art and are commercially available from numerous manufacturers. Corresponding pneumatic vehicle tires are regularly mounted on a tire rim when used on the vehicle, which rim forms the air-filled interior space together with the pneumatic vehicle tire. A method according to the invention is accordingly particularly relevant in practice, wherein the system vehicle tire is arranged on a tire rim, wherein the tire interior lies between the system vehicle tire and the tire rim.The part of the pneumatic vehicle tire provided for road contact is referred to as tread within the scope of the present invention. A method according to the invention is particularly relevant in practice, wherein the system vehicle tire has a profile on the tread provided for contact with the roadway.According to the invention, the system vehicle tire comprises a first electronic temperature sensor unit and a second electronic temperature sensor unit, which each serve for measuring the tire temperature at different positions. The electronic temperature sensor units are each arranged on the system vehicle tire and are accordingly in contact with the system vehicle tire, so that an arrangement on the rim is not sufficient. The electronic temperature sensor units are also positioned in the tire interior, which means that they are arranged on the inside of the system vehicle tire and are not attached to the system vehicle tire, for example from the outside. In the case of pneumatic vehicle tires, this arrangement means in particular that the temperature sensor units are positioned on the tire inner layer of the pneumatic vehicle tire in most cases. A method according to the invention is thus particularly relevant in practice, wherein the system vehicle tire comprises an inner tire layer arranged in the interior, wherein the first temperature sensor unit and the second temperature sensor unit are arranged on the inner tire layer.According to the above definition, the electronic temperature sensor units each serve for measuring the tire temperature. In accordance with the skilled artisan, this is the temperature of the tire and not about the temperature of the air in the tire interior. In the light of the typical temperature sensor units, in practice, the widely predominant number of cases will be the respective tire temperature directly at or in direct proximity to the sensor position.It is important for the method according to the invention that the two temperature sensor units are arranged on different sides of the pneumatic vehicle tire, so that one of the temperature sensor units points in the direction of the vehicle after the system vehicle tire has been attached to the vehicle and one points away from the vehicle. This is expressed within the scope of the present invention in that the temperature sensor units are arranged above and below the plane AE once with respect to the direction predefined by the axis of rotation of the system vehicle tire, wherein the plane AE is the plane which is orthogonal to the axis of rotation of the vehicle tire and at the same time runs centrally through the system vehicle tire, i.e. through the center point of the system vehicle tire. The corresponding arrangement is required so that the temperature sensor units can detect a temperature gradient between the side of the system vehicle tire facing the vehicle and the side of the system vehicle tire facing away from the vehicle.According to the inventors' judgment, the positioning of the temperature sensor units in the system vehicle tire has a decisive influence on the performance of the method according to the invention, wherein both the absolute positioning and the positioning relative to each other can be optimized.Even if it would be conceivable at least theoretically to observe the temperatures in the side wall region of the system vehicle tire with the temperature sensor units in order, for example, to record a component that loops along the side wall region early by a temperature anomaly, this is not preferred according to the inventors' judgment. Rather, the inventors propose that it is advantageous, in particular for detecting a slip of the vehicle tire, to position the temperature sensor units as close as possible to the region of the heat generated by the friction, in order to measure the respective tire temperature as far as possible in the regions in which, in particular, the slip leads to the strongest temperature increase. Consequently, it is preferred to position temperature sensor units below the tread surface, wherein in particular the side regions of the tread surface, i.e. the edge regions, are preferred positions, since in the case of a tire run-off a particularly strong temperature difference is calculated here. In light of the above-described arrangement on both vehicle sides, it is particularly preferred to position the sensor units in each case in one side region, i.e. in the side region pointing in the direction of the vehicle and in the side region pointing away from the vehicle. A method according to the invention is preferred, wherein the first electronic temperature sensor unit is arranged below the running surface in the radial direction, preferably below one of the side regions of the running surface, wherein the side regions of the running surface each comprise the outer 30%, preferably the outer 20%, particularly preferably the outer 10%, based on the width in the axial direction. In addition or alternatively, a method according to the invention is preferred, wherein the second electronic temperature sensor unit is arranged below the running surface in the radial direction, preferably below one of the side regions of the running surface, wherein the side regions of the running surface each comprise the outer 30%, preferably the outer 20%, particularly preferably the outer 10%, with respect to the width in the axial direction. In addition or alternatively, a method according to the invention is preferred, wherein the first electronic temperature sensor unit and the second electronic temperature sensor unit are arranged below opposite side regions of the running surface in the radial direction.In particular in the particularly relevant case of a tire run-off, the greatest gradient of the temperature will in most cases be set approximately between the tire shoulders. In particular taking into account the thermal conductivity of the vehicle tire, it is desirable for a precise determination of the temperature anomaly to record the existing temperature gradient as well as possible, and in particular to enable a sufficient resolution between the two temperature sensor units. In this respect, it is proposed that the temperature sensor units should be spaced apart from one another as far as possible with respect to the axial direction, so that in other words they should have a distance from the axial plane AE which is as large as possible in terms of amount, whereby a method according to the invention is obtained which can detect a temperature anomaly particularly reliably and in particular also particularly early. As an alternative to the definition about the distance from the plane AE, the orientation angle of the respective temperature sensor units can also be defined, by which the angle of intersection between the plane AE and the straight line connecting the respective temperature sensor unit to the center point of the tire is respectively designated. A method according to the invention is preferred, wherein the first electronic temperature sensor unit is arranged on the system vehicle tire in such a way that the distance from the plane AE which is orthogonal to the axial direction and runs centrally through the system vehicle tire is more than 0.2*B, preferably more than 0.25*B, particularly preferably more than 0.3*B, very particularly preferably 0.35*B, wherein B is the maximum width of the system vehicle tire in the axial direction. In addition or alternatively, a method according to the invention is preferred, wherein the second electronic temperature sensor unit is arranged on the system vehicle tire in such a way that the distance from the plane AE which is orthogonal to the axial direction and runs centrally through the system vehicle tire is more than 0.2*B, preferably more than 0.25*B, particularly preferably more than 0.3*B, very particularly preferably 0.35*B, wherein B is the maximum width of the system vehicle tire in the axial direction.A method according to the invention is also preferred, wherein the first electronic temperature sensor unit is arranged on the system vehicle tire in such a way that the connecting line between the first electronic temperature sensor unit and the center point of the system vehicle tire with the plane AE which is orthogonal to the axial direction and runs centrally through the system vehicle tire has a first orientation angle in the range of 3° to 30°, preferably in the range of 6° to 25°, particularly preferably in the range of 9° to 20°. In addition or alternatively, a method according to the invention is preferred, wherein the second electronic temperature sensor unit is arranged on the system vehicle tire in such a way that the connecting line between the second electronic temperature sensor unit and the center point of the system vehicle tire with the plane AE which is orthogonal to the axial direction and runs centrally through the system vehicle tire has a second orientation angle in the range of 3° to 30°, preferably in the range of 6° to 25°, particularly preferably in the range of 9° to 20°.Regardless of whether the distance between the temperature sensor units is expressed in the axial direction via the distance from the plane AE and / or via the orientation angle, it is expedient, according to the inventors' judgment, to set the distance from the plane AE or orientation angle that is as equal as possible. A method according to the invention is accordingly preferred, wherein the first electronic temperature sensor unit and the second electronic temperature sensor unit each have a distance from the plane AE which is orthogonal to the axial direction and runs centrally through the system vehicle tire, which differs by 10% or less, preferably 5% or less, particularly preferably 1% or less, very particularly preferably substantially by 0%. In addition or alternatively, a method according to the invention is preferred, wherein the first orientation angle and the second orientation angle differ by 5° or less, preferably by 2° or less, particularly preferably by 1° or less, very particularly preferably substantially by 0°.The inventors have recognized that the tendency to determine a temperature gradient, which may occur between the tire front side and tire rear side, with the two temperature sensor units as reliably as possible can be impaired by the temperature line in the pneumatic vehicle tire. In this respect, the inventors have recognized that particularly good results with a particularly high resolution of temperature differences between the tire temperatures are achieved if the temperature sensor units are spaced apart from one another as far as possible, which can be realized in an advantageous manner by a spacing over the circumference. Ideally, the sensors are arranged substantially azimuthally shifted by substantially 180° in order to keep the two measurements in the rubber as independent as possible of possible temperature conduction. A corresponding advantageous spacing can be effected here expediently either absolutely with respect to the circle circumference or, particularly preferably, with respect to the angular position. The corresponding definition is freely comprehensible to the person skilled in the art. In the plan view of the system vehicle tire along the rotational axis, the respective connecting lines between the rotational axis and the respective temperature sensor unit enclose a cut angle, wherein the smaller of the cut angles corresponds to the difference in the angular position. A method according to the invention is preferred, wherein the first electronic temperature sensor unit and the second electronic temperature sensor unit are spaced apart from one another along the circumferential direction, preferably by 0.1*U or more, particularly preferably by 0.2*U or more, very particularly preferably by 0.3*U or more, most preferably by 0.4*U or more, in particular preferably by substantially 0.5*U, wherein U is the circumference of the circle, the radius of which corresponds to the distance of the first electronic temperature sensor unit from the axis of rotation of the system vehicle tire. In addition or alternatively, a method according to the invention is preferred, wherein the first electronic temperature sensor unit and the second electronic temperature sensor unit lie in opposite quadrants when viewed along the axis of rotation. In addition or alternatively, a method according to the invention is preferred, wherein the first electronic temperature sensor unit and the second electronic temperature sensor unit have angular positions which differ by 45° or more, preferably by 90° or more, particularly preferably by 135° or more, very particularly preferably by substantially 180°, when viewed along the axis of rotation.It can be seen as an advantage of the method according to the invention that this is not restricted with regard to the mode of operation of the temperature sensor units, so that in principle all types of commercially available temperature sensor units with which the tire temperatures can be suitably determined can be used. According to the inventors' judgment, it is particularly preferred with regard to the mikroability of corresponding system vehicle tires and in the light of the efforts to keep the number of necessary components as low as possible, to design the temperature sensor units as much as possible in the same manner. A method according to the invention is therefore preferred, wherein the first electronic temperature sensor unit and / or the second electronic temperature sensor unit, preferably the first electronic temperature sensor unit and the second electronic temperature sensor unit, are selected from the group consisting of thermocouples. In addition or alternatively, the method according to the invention is preferred, wherein the first electronic temperature sensor unit and the second electronic temperature sensor unit are structurally identical.Even if it would in principle be conceivable to provide only temperature sensor units for carrying out the method according to the invention, it is particularly preferred, with a view to the overall performance of the system vehicle tires and the measured variables detectable at the latter, to also provide further sensor functionalities at least partially in the electronic temperature sensor units, in particular for tire pressure and / or for acceleration measurement. As a result, it is possible, by efficient component integration, to monitor in a synergistic manner, in addition to the detection of temperature anomalies, further parameters relevant for the driving operation and the driving safety, wherein, in particular, by using acceleration sensors, methods for estimating the profile depth can also be carried out, which methods can be advantageously combined with the present method according to the invention, in order to obtain the greatest possible impression about the wear state of the vehicle tires. A method according to the invention is preferred, wherein the first electronic temperature sensor unit comprises a first further sensor unit, wherein the first further sensor unit is preferably selected from the group consisting of pressure sensors and acceleration sensors, preferably pressure sensors, and / or wherein the second electronic temperature sensor unit comprises a second further sensor unit, wherein the second further sensor unit is preferably selected from the group consisting of pressure sensors and acceleration sensors, preferably pressure sensors.The vehicle system to be used according to the invention comprises an electronic data processing device. This is preferably arranged in or on the vehicle, where it can be formed, for example, by the vehicle computer. In particular in connection with more comprehensive tire management systems, especially in the course of the management of fleets of commercial vehicles, it may however also be expedient to transmit only the tire temperatures to an electronic data processing device separate from the vehicle and to carry out the necessary calculations outside the vehicle, for example in a cloud. A method according to the invention is preferred, wherein the electronic data processing device is arranged in or on the vehicle, or wherein the electronic data processing device is arranged outside the vehicle, wherein the electronic data processing device is preferably formed by a central data processing device, preferably a central server or a cloud, wherein the electronic data processing device is preferably part of a tire management system.The skilled person understands that the tire temperatures measured by the temperature sensor units or a variable derived therefrom must be transmitted to the electronic data processing device, since the latter is intended to carry out the necessary calculations. This is defined above in that the vehicle system is configured to communicate the corresponding tire temperatures to the electronic computing device. In this respect, communication infrastructures comprising servers are known from the prior art both for vehicle-side data processing devices and for external data processing devices such as servers, with which the corresponding functionality can be implemented, for example by means of short-range communication by means of Bluetooth or comparable technologies. On the basis of this, the transmitted tire temperatures, if they are not intended to be evaluated in the vehicle itself, can also be transmitted, if necessary, by means of long-range data transmission methods, it also being possible in principle to transmit the data from the temperature sensor units directly by means of long-range communication methods, this sometimes being regarded as disadvantageous with regard to the required energy requirement. Regardless of the method used for wireless data processing, the temperature sensor units will in the vast majority of cases comprise corresponding transmitting units with which they can transmit signals, wherein it is preferred for many application cases if the temperature sensor units also comprise a receiving functionality with which they can receive corresponding signals, which are transmitted, for example, by the electronic data processing device. This is thus a method according to the invention, wherein the vehicle system is configured such that the measured first tire temperature T 1 and the measured second tire temperature T 2 can be transmitted to the electronic data processing device using a wireless data transmission method. A method according to the invention is thus particularly relevant in practice, wherein the first electronic temperature sensor unit and / or the second electronic temperature sensor unit, preferably the first electronic temperature sensor unit and the second electronic temperature sensor unit, comprise an electronic transmitting unit, preferably an electronic transmitting and receiving unit, for transmitting signals in a wireless data transmission method, preferably a radio method.Starting from the vehicle system described above, the method according to the invention is now carried out. In method step a), the tire temperatures are determined in each case using the two temperature sensor units, wherein the determination is carried out in such a way that time-dependent information is obtained. Those skilled in the art will understand that the goal of time-dependent data acquisition is to be able to understand the development of tire temperatures over time. Even if it would in principle be preferable to detect the tire temperatures essentially continuously with regard to the amount of data available for evaluation, it is preferable, taking into account the generally limited energy stores in conventional tire sensors, to determine the corresponding tire temperatures at perceptible time intervals and thereby to obtain a time series. A method according to the invention is preferred, wherein the measuring of the time-dependent first tire temperature T 1( t1) comprises the measuring of a plurality of first tire temperatures T 1 at different measurement times. In addition or alternatively, a method according to the invention is preferred, wherein the measuring of the time-dependent second tire temperature T 2( t2) comprises the measuring of a plurality of second tire temperatures T 2 at different measurement times.In embodiments that are particularly simple to implement, the inventors propose that the measured value can be recorded at predetermined time intervals. A method according to the invention is preferred, wherein the time-dependent first tire temperature T 1( t1) is measured at predetermined time intervals. In addition or alternatively, a method according to the invention is preferred, wherein the time-dependent second tire temperature T 2( t2) is measured at predetermined time intervals.As an alternative to continued measurements at predefined time intervals, the measurement can also be coupled to a triggering condition, whereby a more required measurement with a reduced number of individual measurements is advantageously possible, by means of which a more advantageous energy consumption can be realized. With regard to the triggering condition, the expert is free to design. The inventors propose in this respect that the triggering condition can be coupled, for example, to a triggering signal which the vehicle system emits to the system vehicle tires in order to cause them to be measured in each case, such that the measurement value recording can be advantageously controlled from the outside. In particularly preferred embodiments, however, further measured values, which are detected by other sensor units installed in the system vehicle tire, can also be used to initiate the temperature measurement. In this case, it is particularly promising, according to the inventors' judgment, to adapt the measurement of the tire temperature to the driving state of the vehicle, which can be advantageously detected via acceleration sensors in the system vehicle tires. A method according to the invention is preferred, wherein the time-dependent first tire temperature T 1( t1) is measured as a result of a predetermined triggering condition occurring. In addition or alternatively, a method according to the invention is preferred, wherein the time-dependent second tire temperature T 2( t2) is measured as a result of a predetermined triggering condition occurring. In this respect, a method according to the invention is preferred, wherein the predetermined triggering condition is preferably fulfilled when a triggering signal of the vehicle system is received and / or a measured value detected by a further sensor unit fulfils a predetermined criterion.Regardless of the way in which the distances between individual measurements are established, for example by predefined time distances or an external trigger, the inventors indicate that there is a conflict of goals between the service life of the batteries installed in the sensor units and the usability of the measured tire temperatures.With a view to the most advantageous possible energy consumption, measurement should in principle not be carried out too frequently. A method according to the invention is preferred, wherein the time-dependent first tire temperature T 1( t1) is measured at time intervals of 2 s or more, preferably 4 s or more, particularly preferably 8 s or more, wherein the time-dependent second tire temperature T 2( t2) is measured at time intervals of 2 s or more, preferably 4 s or more, particularly preferably 8 s or more.At the same time, the intervals should also not be chosen to be too large, since in this case, despite the usually quite slow temperature behavior of pneumatic vehicle tires, external factors which are not attributable to the uneven mechanical loading gain increasing importance and the general resolution of the method falls. This applies in particular if the measurement times of the temperature sensor units are not synchronized or are only insufficiently synchronized. In these cases, very long distances between the measurement points can lead to external influencing factors and changed conditions exerting a stronger influence on the temperature gradients and thus distorting the measurement. A method according to the invention is preferred, wherein the time-dependent first tire temperature T 1( t1) is measured at time intervals of 128 s or less, preferably 64 s or less, particularly preferably 32 s or less, very particularly preferably 16 s or less. In addition or alternatively, a method according to the invention is preferred, wherein the time-dependent second tire temperature T 2( t2) is measured at time intervals of 128 s or less, preferably 64 s or less, particularly preferably 32 s or less, very particularly preferably 16 s or less.In the light of the above explanations, the skilled person understands that it is in principle particularly advantageous to carry out the measurements ideally in a synchronized manner as possible, in particular if longer intervals have to be selected with regard to the energy consumption. A method according to the invention is preferred, wherein the measurement of the time-dependent first tire temperature T 1( t1) and the measurement of the time-dependent second tire temperature T 2( t2) are each carried out at time intervals which differ by less than 10%, preferably less than 5%, particularly preferably less than 1%, in particular preferably substantially by 0%. In addition or alternatively, a method according to the invention is preferred, wherein the measurement of the time-dependent first tire temperature T 1( t1) and the measurement of the time-dependent second tire temperature T 2( t2) are each carried out at time intervals which differ by 2*T or less, preferably by 1.5*T or less, particularly preferably by 1*T or less, wherein T is the rotational duration of the system vehicle tire during operation of the vehicle. In turn, a method according to the invention is preferred additionally or alternatively, wherein the measurement of the time-dependent first tire temperature T 1( t1) and the measurement of the time-dependent second tire temperature T 2( t2) are each carried out at time intervals which differ by 64 s or less, preferably by 32 s or less, particularly preferably 16 s or less, very particularly preferably 8 s or less, particularly preferably by 4 s or less. In addition or alternatively, a method according to the invention is also preferred, wherein the measurement of the time-dependent first tire temperature T 1( t1) and the measurement of the time-dependent second tire temperature T 2( t2) are each carried out as a result of the same triggering condition.Based on the measured tire temperatures, in method step a) a so-called temperature difference evaluation variable is determined. As a result of the determination from two time-dependent tire temperatures, the temperature difference evaluation variable itself is also time-dependent. In the very vast majority of the numbers, the temperature difference evaluation variable will actually be the time-dependent temperature difference between the first and second tire temperatures, which is particularly easy to implement, in particular with regard to the required computing capacity. However, the formulation about the temperature difference evaluation variable takes into account the fact that, in accordance with the expert's understanding, besides the actual temperature difference, other variables derived therefrom can also be considered, for example the difference of the reciprocals of the tire temperatures, without resulting in a deviation from the inventive idea. A method according to the invention is preferred, wherein the time-dependent temperature difference evaluation variable ΔTB(t3) is the time-dependent temperature difference between the first tire temperature T 1 and the second tire temperature T 2 or a variable correlating with the time-dependent temperature difference, preferably the time-dependent temperature difference.The time-dependent temperature difference evaluation variable comprises at each data point a temperature difference value which describes directly or indirectly the temperature difference between the first tire temperature and the second tire temperature. Since the measurement times of the first tire temperature (t 1) and the measurement times of the second tire temperature (t 2) are not necessarily identical, the time values of the data points of the time-dependent temperature difference evaluation variable (t 3) also do not necessarily coincide with the times of the time-dependent tire temperatures, wherein it is possible, for example, to choose the mean value between the measurement times t 1 and t 2 between which the temperature difference is determined for t 3. A method according to the invention is preferred, wherein the time-dependent temperature difference evaluation variable ΔTB(t3) comprises a multiplicity of temperature differences between the first tire temperature T 1 and the second tire temperature T 2 at different determination times. In addition or alternatively, a method according to the invention is preferred, wherein the time-dependent temperature difference evaluation variable ΔTB(t3) is determined at each determination time from the most current measured first tire temperature T 1 and the most current measured second tire temperature T 2.In order to prevent a temperature difference evaluation value being obtained which would have only a low significance as a result of an excessively large time interval between the measurement of the first and the second tire temperature, it is proposed to provide a maximum interval between the measurement values for the determination of the temperature difference evaluation variable. A method according to the invention is preferred, wherein the time-dependent temperature difference evaluation variable ΔTB(t3) is not determined at a determination time if the measurement time of the most recently measured first tire temperature T 1 and the most recently measured second tire temperature T 2 are spaced apart by 256 s or more, preferably 192 s or more, particularly preferably 128 s or more.The skilled person understands that the temperature anomalies which are to be detected in the method according to the invention do not occur in the state of the vehicle, since the tire neither runs obliquely nor can it grind along a component. A method according to the invention is relevant for substantially all embodiments, wherein the method is carried out during operation of the vehicle.Even if it is necessary for the detection of the temperature anomaly that the method is carried out during operation of the vehicle, i.e. in motion, it is particularly expedient, according to the inventors' judgment, to also detect temperatures in the method according to the invention during operating times in which the vehicle is stationary or is travelling at very low speed. As explained above, temperature anomalies manifest themselves in particular in a change in the time-dependent temperature difference evaluation variable, this change being evident in particular at different speeds. In this respect, temperature anomalies are particularly clearly shown if data about the temperature difference is also available in states in which a slip, a grinding along or another mechanical load only leads to a comparatively small temperature increase in the vehicle tire. A method according to the invention is preferred, wherein the time-dependent temperature difference evaluation variable ΔTB(t3) partially comprises temperature difference evaluation variables which have been determined from first tire temperatures T 1 and from second tire temperatures T 2 which have been measured at measurement times at which the speed of the vehicle is 5 km / h or less, preferably 2 km / h or less, particularly preferably 1 km / h or less, very particularly preferably substantially 0 km / h or less.In method step b), the temperature anomaly is detected, wherein this is effected by evaluating the time-dependent temperature difference evaluation variable which the electronic data processing device performs. For this purpose, the electronic data processing device checks whether the time-dependent temperature difference evaluation variable indicates that a predefined change in the temperature difference between the first tire temperature and the second tire temperature is exceeded, which can be very directly derived from the time-dependent temperature difference data in the cases in which the temperature difference evaluation variable is formed by the temperature difference. At the same time, it is not a problem for the person skilled in the art to establish a corresponding criterion, which is applicable to the temperature difference evaluation variable used by him, when the temperature difference on which the temperature difference evaluation variable is based experiences the predefined change. A method according to the invention is preferred, wherein the temperature anomaly of the system vehicle tire is detected if the time-dependent temperature difference evaluation variable ΔTB(t3) indicates that the predefined absolute change in the temperature difference and / or the predefined relative change in the temperature difference is present with respect to an initial value determined during the standstill of the vehicle.In particularly simple embodiments, an increase in the temperature difference by an absolute value, for example 10 K, can be defined. Alternatively, however, a relative change can also be defined, for example an increase in the temperature difference by 50% or more. A method according to the invention is preferred, wherein the temperature anomaly of the system vehicle tire is detected if the time-dependent temperature difference evaluation variable ΔTB(t3) indicates that a predefined absolute change in the temperature difference and / or a predefined relative change in the temperature difference is present between the measured first tire temperature T 1 and the measured second tire temperature T 2. In addition or alternatively, a method according to the invention is preferred, wherein the predefined absolute change of the temperature difference is 5 K or more, preferably 10 K or more. In addition or alternatively, a method according to the invention is preferred, wherein the predefined relative change in the temperature difference is 10% or more, preferably 20% or more, particularly preferably 50% or more.According to the inventors' judgment, especially at long measurement distances of the temperature measurements, it is especially strong external weather influences that can adversely affect the reliability of the method according to the invention, for example due to very high or low ambient temperatures, cooling effects due to wet roads or effects of especially strong solar radiations that can act non-uniformly on the system vehicle tires arranged on the vehicle. To solve the problems thus far existing, the inventors propose to equip the vehicle system with suitable means for detecting the corresponding ambient conditions. These may be, for example, direct sensors on the vehicle, which measure, for example, the solar radiation. Additionally or alternatively, however, it may also be possible to retrieve weather data from a database, for example using GPS information available for the vehicle, in order to derive the ambient temperature or similar parameters therefrom. Based on this information, it is possible to, in order to avoid misinterpretations, suspend the method according to the invention, for example, until the weather data lie again in a predefined tolerance range. Alternatively, it is also possible to adapt the predetermined change in the temperature difference, which is necessary for determining the temperature anomaly, as a function of the weather data, so that, for example, in summer months with high solar radiation, a higher difference is required in order to infer a temperature anomaly which could be caused by an uneven mechanical load. A method according to the invention is preferred, wherein the vehicle system comprises means for detecting weather data and / or for retrieving weather data from a database, in particular solar radiation. In this respect, a method according to the invention is also preferred, wherein the predefined change in the temperature difference is adapted as a function of the detected or retrieved weather data, and / or wherein the detection of the temperature anomaly does not take place if the detected or retrieved weather data are outside a predefined permissibility interval.In order to avoid false alarms during stationary or during maneuvering, which can be caused, for example, by strong one-sided solar radiation, the inventors also propose coupling the detection of a temperature anomaly to the condition that the vehicle is travelling at a certain minimum speed at which a corresponding temperature difference as a result of an uneven mechanical load would be conceivable. A method according to the invention is preferred, wherein the temperature anomaly of the system vehicle tire is only detected if the time-dependent temperature difference evaluation variable ΔTB(t3) indicates that a predefined absolute change in the temperature difference and / or a predefined relative change in the temperature difference, between the measured first tire temperature T 1 and the measured second tire temperature T 2 is present at a point in time at which the vehicle is moving at a vehicle speed of 10 km / h or more, preferably of 20 km / h or more, particularly preferably 50 km / h or more, wherein the vehicle speed is preferably determined by means of an acceleration sensor arranged in the system vehicle tire.The inventors have recognized that the method according to the invention is excellently suitable for realizing the recognition of the temperature anomaly in method step b) by using machine learning as a result of the data recorded therein. For this purpose, a machine learning-based evaluation module can be used, which can be trained by means of monitored learning on the basis of known temperature difference evaluation variables of system vehicle tires with or without temperature anomaly in order to identify corresponding temperature anomalies which are triggered by uneven mechanical loading. Suitable initial software from which a corresponding machine learning-based evaluation module can be obtained is now commercially available from numerous users and can be adapted to the requirements of the present invention by the skilled person through the suitable training. The necessary set of training data can be produced relatively easily by the person skilled in the art, since correspondingly equipped system vehicle tires only have to be positioned on the vehicle, wherein mechanical loads can be set in a targeted manner, for example by setting a slip.In order to reduce the size of the training set, which is desirable for reliable detection, the machine learning-based evaluation module can be executed in a vehicle-specific and / or system-vehicle tire-specific manner. In accordance with the expert's understanding, this means that all training data are acquired from a limited number of vehicles, potentially only one vehicle type, wherein additionally or alternatively the type of vehicle tires can also be limited, for example to a single tire manufacturer or a tire type, for example winter tires. In accordance with the expert's understanding, the evaluation module resulting therefrom in the method according to the invention is then suitable in particular for performing temperature anomalies in corresponding vehicle systems with the vehicle type or the tire type. A method according to the invention is preferred, wherein the detection of a temperature anomaly of the system vehicle tire is carried out by evaluating the time-dependent temperature difference evaluation variable ΔTB(t3) with the electronic data processing device by means of an evaluation module based on machine learning, which evaluation module is stored on a storage unit of the electronic data processing device, wherein the electronic data processing device is configured to provide the time-dependent temperature difference evaluation variable ΔTB(t3) as an input to the evaluation module, wherein the evaluation module is trained to detect a temperature anomaly of the system vehicle tire from the time-dependent temperature difference evaluation variable ΔTB(t3), wherein the evaluation module has been trained for this purpose with a training set by means of monitored learning, wherein the training set comprises a plurality of time-dependent temperature difference evaluation variables ΔTB(t3) of system vehicle tires having a known degree of temperature anomaly, which have been determined during operation in vehicle systems during operation of the vehicles, wherein a part of the system vehicle tires of the training set has a temperature anomaly.To increase the operating safety of the vehicle and to avoid potentially irreparable damage, it is expedient not only to register a detected temperature anomaly but also to trigger a suitable reaction measure, wherein, in addition to the warning of the vehicle driver, it is also advantageous in particular to trigger a maintenance task in order, for example, to correct a malposition in the chassis. Preference is given to a process according to the invention, additionally comprising the process step:c) triggering one or more reaction measure names when the temperature anomaly of the system vehicle tire is detected.In this respect, a method according to the invention is preferred, wherein the one or more reaction measure names are selected from the group consisting of output of an optical warning signal, output of an acoustic warning signal and transmission of a maintenance order to a maintenance device.The invention also relates to a vehicle system for use in a method according to the invention, comprising: I) a vehicle, II) two or more pneumatic vehicle tires arranged on the vehicle, wherein at least one of the pneumatic vehicle tires is a system vehicle tire, wherein the system vehicle tire has a tread provided for contact with the roadway and forms a tire interior on the inside, wherein the system vehicle tire comprises a first electronic temperature sensor unit arranged in the tire interior on the system vehicle tire for measuring a first tire temperature T 1 wherein the system vehicle tire comprises a second electronic temperature sensor unit arranged in the tire interior on the system vehicle tire for measuring a second tire temperature T 2, wherein the first electronic temperature sensor unit and the second electronic temperature sensor unit are arranged on different sides of the plane AE perpendicular to the axial direction and running centrally through the system vehicle tire with respect to the axial direction of the system vehicle tire, and III) an electronic data processing device, wherein the vehicle system is configured such that the measured first tire temperature T 1 and the measured second tire temperature T 2 can be transmitted to the electronic data processing device, wherein the electronic data processing device is configured to determine a time-dependent temperature difference evaluation variable ΔTB(t3) from a measured time-dependent first tire temperature T 1( t1) and a time-dependent second tire temperature T 2( t2), and wherein the electronic data processing device is configured to detect a temperature anomaly of the system vehicle tire by evaluating the time-dependent temperature difference evaluation variable ΔTB(t3) if the time-dependent temperature difference evaluation variable ΔTB(t3) indicates that at least one predefined change in the temperature difference is present between the measured first tire temperature T 1 and the measured second tire temperature T 2.A vehicle system according to the invention is preferred, wherein the electronic data processing device is configured to trigger one or more reaction measure names when the temperature anomaly of the system vehicle tire is detected.The invention likewise relates to a system vehicle tire for use in a method according to the invention and / or a vehicle system according to the invention, wherein the system vehicle tire has a tread provided for road contact and forms a tire interior on the inside, wherein the system vehicle tire comprises a first electronic temperature sensor unit arranged in the tire interior on the system vehicle tire for measuring a first tire temperature T 1 wherein the system vehicle tire comprises a second electronic temperature sensor unit arranged in the tire interior on the system vehicle tire for measuring a second tire temperature T 2 wherein the first electronic temperature sensor unit and the second electronic temperature sensor unit are arranged on different sides of the mutually orthogonal sides of the axially oriented system vehicle tire, with respect to the axial direction of the system vehicle tire, In this case, the central plane AE of the vehicle may be arranged centrally through the system vehicle tire.The invention and preferred embodiments of the invention are explained and described in more detail below with reference to the attached figures. The following are shown: FIG. 1 shows a schematic cross-sectional illustration through a system vehicle tire according to the invention in a first embodiment; and FIG. 2 shows a schematic illustration of a system vehicle tire according to the invention in a side view of a second embodiment.FIG. 1 schematically visualizes a section through a system vehicle tire 10 according to the invention along a plane spanned by the axial and radial directions. It can clearly be seen in FIG. 1 that it is basically a typical pneumatic vehicle tire which forms a tire interior 14 in its interior and additionally has a tread 12 which is provided for road contact. In the tire interior 14, however, a first electronic temperature sensor unit 16 is arranged on the system vehicle tire 10. Quasi-mirror-image-wise on the opposite side of the plane AE, which is orthogonal to the axial direction and runs centrally through the system vehicle tire 10, the second electronic temperature sensor unit 18 is likewise arranged on the system vehicle tire 10. Both the first temperature sensor unit 16 and the second temperature sensor unit 18 are arranged below the tread 12 in the side regions 20 a, 20 b, respectively, and are positioned on the tire inner layer, which is not explicitly shown. In the example shown, the first electronic temperature sensor unit 16 and the second electronic temperature sensor unit 18 each have substantially the same distance from the plane AE, but are not spaced apart from one another circumferentially for reasons of illustration.In contrast to this, FIG. 2 shows an embodiment in which the system vehicle tire 10 is mounted on a tire rim 22, and in which the first electronic temperature sensor unit 16 and the second electronic temperature sensor unit 18 are spaced apart from one another over the circumference in such a way that they have a difference in the angular position of approximately 180° in plan view along the axial direction.In FIGS. 1 and 2, the first electronic temperature sensor unit 16 and the second electronic temperature sensor unit 18 are of identical construction and each comprise an electronic transmitting and receiving device for transmitting data in a radio method, and an integrated acceleration sensor with which the radial acceleration of the system vehicle tire 10 can be measured. With the system vehicle tires 10 schematically shown in FIGS. 1 and 2, it is possible to determine the tire temperature during operation of the vehicle at the inner and outer tire shoulders and to identify from the development over time of the temperature difference during operation of the vehicle whether there is a temperature anomaly which indicates the presence of an uneven mechanical load.List of reference characters10 System vehicle tyre 12 tread 14 tyre interior 16 first electronic temperature sensor unit 18 second electronic temperature sensor unit 20 a, 20 bside regions 22 rim AE plane
Claims
Method for detecting a temperature anomaly in pneumatic vehicle tires in a vehicle system, comprising: i) a vehicle, ii) two or more pneumatic vehicle tires arranged on the vehicle, wherein at least one of the pneumatic vehicle tires is a system vehicle tire (10), wherein the system vehicle tire (10) has a tread (12) provided for contact with the road and forms a tire interior (14) on the inside, wherein the system vehicle tire (10) comprises a first electronic temperature sensor unit (16) arranged in the tire interior (14) on the system vehicle tire (10) for measuring a first tire temperature T 1 wherein the system vehicle tire (10) comprises a second electronic temperature sensor unit (18) arranged in the tire interior (14) on the system vehicle tire (10) for measuring a second tire temperature T 2, wherein the first electronic temperature sensor unit (16) and the second electronic temperature sensor unit (18) are arranged on different sides of the plane AE perpendicular to the axial direction and running centrally through the system vehicle tire (10) with respect to the axial direction of the system vehicle tire (10), and iii) an electronic data processing device, wherein the vehicle system is configured such that the measured first tire temperature T 1 and the measured second tire temperature T 2 can be transmitted to the electronic data processing device, comprising the method steps: a) measuring a time-dependent first tire temperature T 1( t1) with the first electronic temperature sensor unit (16) and measuring a time-dependent second tire temperature T 2( t2) with the second electronic temperature sensor unit (18) and ascertaining a time-dependent temperature difference evaluation variable ΔTB(t3) from the measured first tire temperatures T 1 and the measured second tire temperatures T 2 with the electronic data processing device, and b) detecting a temperature anomaly of the system vehicle tire (10) by evaluating the time-dependent temperature difference evaluation variable ΔTB(t3) with the electronic data processing device, wherein the temperature anomaly of the system vehicle tire (10) is detected, if the time-dependent temperature difference evaluation variable ΔTB(t3) indicates that there is at least one predefined change in the temperature difference between the measured first tire temperature T 1 and the measured second tire temperature T 2.Method according to Claim 1, wherein the method is a method for detecting an uneven mechanical load on vehicle tires as a result of a determined temperature anomaly, wherein method step b) comprises detecting an uneven mechanical load on the system vehicle tire, in particular a slip, on the basis of the detected temperature anomaly.Method according to either of Claims 1 and 2, wherein the first electronic temperature sensor unit (16) is arranged below one of the side regions (20a, 20b) of the running surface (12) in the radial direction, wherein the side regions (20a, 20b) of the running surface (12) each comprise the outer 30% with respect to the width in the axial direction and / or wherein the second electronic temperature sensor unit (18) is arranged below one of the side regions (20a, 20b) of the running surface (12) in the radial direction, wherein the side regions (20a, 20b) of the running surface (12) each comprise the outer 30% with respect to the width in the axial direction.Method according to claim 3, wherein the first electronic temperature sensor unit (16) and the second electronic temperature sensor unit (18) are arranged below opposite side regions (20a, 20b) of the tread (12) in the radial direction.The method according to any one of claims 1 to 4, wherein the first electronic temperature sensor unit (16) and the second electronic temperature sensor unit (18) have angular positions different by 45° or more when viewed along the rotation axis.Method according to one of Claims 1 to 5, wherein the time-dependent temperature difference evaluation variable ΔTB(t3) is determined at each determination time from the most current measured first tyre temperature T 1 and the most current measured second tyre temperature T 2.Method according to one of Claims 1 to 6, wherein the temperature anomaly of the system vehicle tyre (10) is detected if the time-dependent temperature difference evaluation variable ΔTB(t3) indicates that a predefined absolute change in the temperature difference and / or a predefined relative change in the temperature difference is present between the measured first tyre temperature T 1 and the measured second tyre temperature T 2.Method according to one of Claims 1 to 6, wherein the detection of a temperature anomaly of the system vehicle tyre is carried out by evaluating the time-dependent temperature difference evaluation variable ΔTB(t3) with the electronic data processing device by means of an evaluation module based on machine learning which is stored on a storage unit of the electronic data processing device, wherein the electronic data processing device is configured to give the time-dependent temperature difference evaluation variable ΔTB(t3) as input to the evaluation module, wherein the evaluation module is trained to detect a temperature anomaly of the system vehicle tyre from the time-dependent temperature difference evaluation variable ΔTB(t3), wherein the evaluation module for this purpose has been trained using a training set by means of monitored learning, wherein the training set comprises a plurality of time-dependent temperature difference evaluation variables ΔTB(t3) of system vehicle tires having a known degree of temperature anomaly, which have been determined during operation in vehicle systems during operation of the vehicles, wherein a part of the system vehicle tires of the training set has a temperature anomaly.Vehicle system for use in a method according to one of Claims 1 to 8, comprising: I) a vehicle, II) two or more pneumatic vehicle tyres arranged on the vehicle, wherein at least one of the pneumatic vehicle tyres is a system vehicle tyre (10), wherein the system vehicle tyre (10) has a tread (12) provided for contact with the road and forms a tyre interior (14) on the inside, wherein the system vehicle tyre (10) comprises a first electronic temperature sensor unit (16) arranged in the tyre interior (14) on the system vehicle tyre (10) for measuring a first tyre temperature T 1 wherein the system vehicle tyre (10) comprises a second electronic temperature sensor unit (18) arranged in the tyre interior (14) on the system vehicle tyre (10) for measuring a second tyre temperature T 2, wherein the first electronic temperature sensor unit (16) and the second electronic temperature sensor unit (18) are arranged on different sides of the plane AE perpendicular to the axial direction and running centrally through the system vehicle tire (10) with respect to the axial direction of the system vehicle tire (10), and III) an electronic data processing device, wherein the vehicle system is configured such that the measured first tire temperature T 1 and the measured second tire temperature T 2 can be transmitted to the electronic data processing device, wherein the electronic data processing device is configured to determine a time-dependent temperature difference evaluation variable ΔTB(t3) from a measured time-dependent first tire temperature T 1( t1) and a time-dependent second tire temperature T 2( t2), and wherein the electronic data processing device is configured to detect a temperature anomaly of the system vehicle tire ( 10) by evaluating the time-dependent temperature difference evaluation variable ΔTB(t3) if the time-dependent temperature difference evaluation variable ΔTB(t3) indicates that at least one predefined change in the temperature difference is present between the measured first tire temperature T 1 and the measured second tire temperature T 2.System vehicle tyre (10) for use in a method according to one of Claims 1 to 8 and / or a vehicle system according to Claim 9, wherein the system vehicle tyre (10) has a tread (12) provided for contact with the road and forms a tyre interior (14) on the inside, wherein the system vehicle tyre (10) comprises a first electronic temperature sensor unit (16), arranged in the tyre interior (14) on the system vehicle tyre (10), for measuring a first tyre temperature T 1 wherein the system vehicle tyre (10) comprises a second electronic temperature sensor unit (18), arranged in the tyre interior (14) on the system vehicle tyre (10), for measuring a second tyre temperature T 2, wherein the first electronic temperature sensor unit (16) and the second electronic temperature sensor unit (18) are arranged on different sides of the plane AE perpendicular to the axial direction and running centrally through the system vehicle tire (10) with respect to the axial direction of the system vehicle tire (10).