OPERATION OF A CONTROL SYSTEM FOR A MOTOR VEHICLE

Description

[0001] The present invention relates to a method, a computer program with instructions and a device for operating a control system for electronic components arranged in tires of a motor vehicle.

[0002] Commercial vehicles are increasingly being equipped with tire sensors, for example, to monitor tire pressure. The sensors continuously transmit this data via a local wireless connection to a central control unit (CCU). Additional receivers can be used if necessary.

[0003] The tire sensors have unique identifiers that allow them to be clearly assigned to the vehicle, the tire, and the position on the vehicle. After the sensors are installed in the tires and the tires are mounted on the vehicle, a configuration is manually created that describes which tire or sensor is located at which wheel position on the vehicle. This configuration is stored in the vehicle's central control unit. If, for example, a pressure loss occurs later in a tire on the vehicle, the wheel position at which this occurred can be determined immediately.

[0004] In commercial vehicles, tires are often swapped in position or completely replaced. If such an action affects more than one tire on a vehicle, the configuration must be recreated. This is currently done manually, which creates additional unwanted effort. Automatic detection of changes in tire-to-wheel position on the vehicle would be desirable.

[0005] In the passenger car sector, the problem of automatic tire position detection has already been solved with the LSE localization approach (LSE: Localization with Synchronized Emissions). For example, DE 197 34 323 A1 describes a method for localizing vehicle wheels, in which each wheel has its own tire pressure monitoring device, which transmits radio signals with corresponding tire properties and an individual identifier to a central unit at regular intervals. Furthermore, each wheel is assigned a rotation angle or speed sensor for an anti-lock braking system (ABS). With the help of rotation sensors in the wheel electronics, the angular offset of a motor vehicle wheel can now be measured at two predetermined points in time. The signals from the ABS speed sensors are then used to determine which wheel of the vehicle has the corresponding angular offset, and a corresponding assignment or classification is made.Localization made.

[0006] The approach described above requires wheel tick information from the ABS (anti-lock braking system) system on each of the vehicle's wheels. A wheel tick corresponds to a measurement signal provided by a sensor when the tire has rotated a defined angle. This information is usually not available on all wheels in commercial vehicles, as not all are equipped with ABS. It also requires access to the vehicle's CAN bus (CAN: Controller Area Network), which is generally not available in aftermarket solutions.

[0007] Another well-known technique is the use of signal strength values ​​or RSSI values ​​(RSSI: Received Signal Strength Indication) to determine the tire position on vehicles. This is based on the assumption that the sensors in the tires are located at different distances from a receiver and thus the signals from the tire sensors are received with different RSSI values. Based on these differences, conclusions can be drawn about the respective tire sensor and thus the tire and its position on the vehicle.

[0008] Against this background, US 2006 / 0250228 A1 describes a wheel identification device comprising a plurality of transmitters and a receiver. Each of the transmitters is mounted on one of the wheels of a vehicle at a specific distance from a rotational axis of the wheel. Each of the transmitters is configured to transmit a signal when its angular position coincides with a predetermined angular position. The receiver comprises a receiving antenna located at a predetermined position on a body of the vehicle such that all distances from the receiving antenna to the rotational axes of the vehicle's wheels are different from one another. The receiver receives all the signals transmitted by the transmitters, detects the received signal levels of the signals, and, for each of the signals, identifies the wheel on which the transmitter that transmitted the signal is located based on the detected received signal level of the signal.

[0009] JP 2014-231337 A describes a wheel position determining device capable of correctly determining the position of a wheel-mounted unit that has transmitted a signal using a positioning method based on the received intensity of the signal. An RF transmitting circuit of a wheel sensor transmits RF signals from multiple rotation angles, including a reference angle, at a wheel. In a control unit of a receiving unit, a position characteristic is set for each wheel position, which is determined based on the difference in the received intensity at other rotation angles relative to the reference angle. The control unit of the receiving unit determines which wheel the RF signal was transmitted from based on the position characteristic.

[0010] EP 3 533 641 A1 describes a method for assigning tire pressure monitoring units mounted on the wheels of a vehicle to wheel positions of the vehicle, wherein some wheel positions of the vehicle are assigned ABS sensors and other wheel positions of the vehicle are not assigned ABS sensors. In the method, tire pressure monitoring units are assigned to the wheel positions to which ABS sensors are assigned by evaluating signals from the ABS sensors. The remaining tire pressure monitoring units are assigned to the wheel positions to which no ABS sensors are assigned by evaluating the reception levels with which signals sent by the tire pressure monitoring units are received. The evaluation of the signals from ABS sensors is performed by a first evaluation unit. The evaluation of the reception levels is performed by a second evaluation unit.

[0011] Technical implementations of this basic idea have so far only been found in passenger cars. The general vehicle structure, and thus the distribution of tires and receivers on the vehicle, is always the same and unique for a given car model. The position of the receiver can be selected for each model in such a way that a direct differentiation is possible based on the RSSI values. This means that a generalized determination of tire positions based on RSSI values ​​can be implemented for all vehicles of a given model. The corresponding systems are installed directly in the vehicle and operate locally.

[0012] Due to the limitations described above, automatic detection of tire positions on the vehicle in the commercial vehicle sector should preferably be implemented based on the evaluation of the RSSI values.

[0013] However, commercial vehicles present several additional problems compared to passenger cars. Due to the size of commercial vehicle tires and the use of sensors bonded into the tire's inner liner, the changing distance between the sensor and receiver due to the tire's rotation is significantly greater than with passenger car tires. This means that the magnitude of the RSSI values ​​from the same sensor at the receiver also varies more significantly.

[0014] Unlike passenger car models, which have a fixed setup and where all tires are clearly separated from each other, commercial vehicles can have a wide variety of tire configurations. Especially due to the use of dual tires, tires are often very similarly spaced from the receivers, making it very difficult to distinguish the tire position directly from the size of the received RSSI values. Furthermore, the attachments on the commercial vehicle located between the sensor and the receiver can vary greatly and also change over time. For example, if attachments are used on the commercial vehicle that partially absorb or reflect the signal, this will result in altered RSSI values ​​at the receivers.

[0015] It is an object of the present invention to provide solutions for operating a control system for electronic components arranged in tires of a motor vehicle, which make it possible to detect changes in a tire configuration in a simple and practical manner.

[0016] This object is achieved by a method having the features of claim 1, by a computer program with instructions having the features of claim 7, and by a device having the features of claim 8. Preferred embodiments of the invention are the subject of the dependent claims.

[0017] According to a first aspect of the invention, a method for operating a control system for electronic components arranged in tires of a motor vehicle comprises the steps: Receiving an initial tire configuration; receiving signal strengths of radio signals from the electronic components while the motor vehicle is driving; teaching at least one classifier for at least one tire position based on the initial tire configuration and the signal strengths of the received radio signals in a teaching phase of the driving operation; determining a change in the tire configuration by applying the classifier to the signal strength of the received radio signals while driving after teaching; and in response to determining a change in the tire configuration, adjusting the tire configuration and reteaching the at least one classifier.

[0018] According to a further aspect of the invention, a computer program comprises instructions which, when executed by a computer, cause the computer to perform the following steps for operating a control system for electronic components arranged in tires of a motor vehicle: Receiving an initial tire configuration; receiving signal strengths of radio signals from the electronic components while the motor vehicle is driving; teaching at least one classifier for at least one tire position based on the initial tire configuration and the signal strengths of the received radio signals in a teaching phase of the driving operation; determining a change in the tire configuration by applying the classifier to the signal strength of the received radio signals while driving after teaching; and in response to determining a change in the tire configuration, adjusting the tire configuration and reteaching the at least one classifier.

[0019] The term "computer" should be understood broadly. It specifically includes control units, workstations, distributed systems, and other processor-based data processing devices.

[0020] The computer program may, for example, be made available for electronic retrieval or stored on a computer-readable storage medium.

[0021] According to a further aspect of the invention, a device for operating a control system for electronic components arranged in tires of a motor vehicle has: a receiving unit for receiving an initial tire configuration and for receiving signal strengths of radio signals from the electronic components during driving of the motor vehicle; and a training module for learning at least one classifier for at least one tire position based on the initial tire configuration and the signal strengths of the received radio signals in a learning phase of driving operation; the device being configured: During driving, after learning, detect a change in the tire configuration by applying the classifier to the signal strength of the received radio signals; and in response to detecting a change in the tire configuration, adapt the tire configuration and re-learn the at least one classifier.

[0022] The inventive solution uses the initial configuration of the tire positions as well as the signal strength values ​​measured during the journey, e.g., the RSSI values, to train a classifier for the tire positions. After a training phase, the vehicle or a vehicle management system can be signaled that the classifier is available, allowing future changes to the tire position or tire changes to be performed without additional manual configuration. This significantly reduces the repetitive manual effort required to configure the tire positions on a vehicle equipped with a control system.

[0023] After learning, the classifier is applied to the signal strength of the received radio signals while driving in order to detect a change in the tire configuration. In response to the detection of a change in the tire configuration, the tire configuration is adjusted and at least one classifier is re-learned. Once the classifier has been learned and is available, the learned classifier can be applied to the received RSSI values ​​to continuously check all tire positions. If deviations are detected, the configuration can be automatically adjusted, after which a new learning phase starts. In this way, after a one-time manual configuration, all further changes to tire or sensor positions on the vehicle can be automatically detected and the stored configuration can be automatically adjusted and kept up to date.

[0024] According to one aspect of the invention, a classifier is trained for each axle of the motor vehicle. Common tire pressure monitoring systems consist of a receiver in the central control unit and at least one additional receiver. To better differentiate the RSSI values ​​of the numerous tires on a commercial vehicle, it is advisable to first determine the assignment of the tires to the axles on the vehicle and then train one classifier for each axle.

[0025] According to one aspect of the invention, a tire is assigned to an axle based on a comparison of the signal strengths of the radio signals received by at least two receivers. The assignment of a tire to an axle can be achieved, for example, based on the difference between the preprocessed RSSI values ​​of the two receivers installed on the vehicle. For this purpose, the receivers must be mounted along the vehicle in such a way that this is possible. To train the classifier, only the RSSI values ​​of the receiver installed near the respective axle, which provides the best distinguishable information, are used.

[0026] According to one aspect of the invention, a pre-trained classifier is used when training the at least one classifier. Despite essentially being the same vehicle type, commercial vehicles differ due to variations and different attachments, so that no general classifier can be used for all vehicles of a type. A separate, specific classifier must be trained for each vehicle. To shorten the training process, however, depending on the classification algorithm used, it is possible to use a pre-trained classifier for the same type as a basis. This significantly shortens the training time.

[0027] According to one aspect of the invention, the method is executed in a backend or locally in the motor vehicle. In addition to a local implementation of the inventive solution, it can also be implemented as a backend service. For this purpose, for example, a telematics unit in the motor vehicle sends the data to a backend. In the backend, a service runs on this data for each vehicle, which specifically trains a classifier for the tire positions based on the initial configuration and the RSSI values ​​measured during the journey.

[0028] According to one aspect of the invention, maximum signal strength values ​​determined within a time interval are used when training the classifier, or signal strengths of radio signals transmitted with a predetermined tire orientation are used. As the tires rotate on the vehicle, the positions of the sensors relative to the receivers, and thus their distances, constantly change. This results in the RSSI values ​​for the signals received from one and the same tire constantly changing. To compensate for these fluctuations, only the maximum RSSI values ​​occurring within a specific time interval are reused. The length of the time interval is to be selected such that, with regard to the existing transmission frequency of the signals, there is a high probability that a transmission process took place at a minimum distance between transmitter and receiver, which is reflected in the maximum RSSI value.To increase the probability, values ​​can also be used only in certain higher vehicle speed ranges. The selection of maximum values ​​can be done in the backend, but can also be implemented on the vehicle's control unit, so that only the sequence of maximum values ​​is transmitted to the backend.

[0029] As an alternative to using maximum values, an approach can be implemented in which all sensors in the tires on the vehicle always send signals when the tire is in a specific orientation. This means that the distance between sensor and receiver is always the same when determining the RSSI value, and fluctuations in the RSSI values ​​due to varying distances do not occur. This can be achieved, for example, by using sensors that also measure radial acceleration. This is briefly zero when the tread touches the road. So if all sensors on a vehicle send a signal at the moment when the measured radial acceleration is zero, they always send from the same defined location and therefore always at the same distance from the receiver. This leads to a significant improvement in the quality of the RSSI values ​​for position determination.This approach can also be used regardless of whether a classifier is to be trained or whether a different determination of the tire position based on RSSI values ​​is used.

[0030] Accordingly, an electronic component for use in a tire of a motor vehicle has an acceleration sensor for detecting radial acceleration. The electronic component has a setup mode in which the electronic component is configured to transmit a radio signal whenever the detected radial acceleration reaches a predetermined value. Furthermore, the electronic component has a normal operating mode in which the electronic component is configured to transmit signals at defined time intervals.

[0031] A solution according to the invention is preferably used in a commercial vehicle, in particular a truck, a bus, or a construction machine. The solution according to the invention also makes it possible to monitor changes in tire configuration in these vehicles.

[0032] Further features of the present invention will become apparent from the following description and the appended claims taken in conjunction with the figures. Figure overview

[0033] Fig. 1 schematically shows a method for operating a control system for electronic components arranged in a tire of a motor vehicle; Fig. 2 shows a first embodiment of a device for operating a control system for electronic components arranged in a tire of a motor vehicle; Fig. 3 shows a second embodiment of a device for operating a control system for electronic components arranged in a tire of a motor vehicle; Fig. 4 schematically shows a tire for a motor vehicle in which an electronic component is installed; Fig. 5 schematically shows the structure of an electronic component for use in a tire; Fig. 6 schematically shows a motor vehicle in which a solution according to the invention is implemented; and Fig. 7 schematically shows the transmission of radio signals by the electronic components with a predetermined orientation of the tires. Character description

[0034] To better understand the principles of the present invention, embodiments of the invention are explained in more detail below with reference to the figures. Like reference numerals are used in the figures for like or equivalent elements and are not necessarily described again for each figure. It is understood that the invention is not limited to the illustrated embodiments and that the described features can also be combined or modified without departing from the scope of the invention as defined in the appended claims.

[0035] Fig. 1schematically shows a method for operating a control system for electronic components arranged in tires of a motor vehicle. In a first step, an initial tire configuration is received 10. Subsequently, while the motor vehicle is driving, signal strengths of radio signals from the electronic components are received 11. Based on the initial tire configuration and the signal strengths of the received radio signals, at least one classifier for at least one tire position is then taught 12. When teaching 12 the at least one classifier, a pre-taught classifier can be used to shorten the teaching phase. Preferably, a classifier is taught 12 for each axle of the motor vehicle. An assignment of a tire to an axle can be based on a comparison of the signal strengths of the radio signals received by at least two receivers.When teaching 12 the classifier, for example, maximum signal strength values ​​determined over a time interval can be used. Alternatively, signal strengths of radio signals transmitted with a predetermined tire orientation can be used. After teaching 12, the classifier is applied 13 to the signal strength of the received radio signals while driving in order to detect a change in the tire configuration 14. In response to the detection 14 of a change in the tire configuration, the tire configuration is adjusted 15 and the at least one classifier is taught 12 again. The method is preferably executed in a backend to which the required data is transmitted from the motor vehicle. Alternatively, it can also be executed locally in the motor vehicle.

[0036] Fig. 2shows a simplified schematic representation of a first embodiment of a device 20 for operating a control system for electronic components arranged in tires of a motor vehicle. The control system can be, for example, a tire pressure monitoring system. In this case, the electronic component is a tire pressure sensor. Preferably, the motor vehicle is a truck, a bus, or a construction machine. The device 20 has an input 21 via which a receiving unit 22 can receive an initial tire configuration IK and signal strengths S of radio signals transmitted by the electronic components. A training module 23 learns at least one classifier K for at least one tire position based on the initial tire configuration IK and the signal strengths S of the received radio signals.When teaching the at least one classifier, a pre-trained classifier can be used to shorten the training phase. Preferably, a classifier is trained for each axle of the motor vehicle. A tire can be assigned to an axle based on a comparison of the signal strengths of the radio signals received by at least two receivers. When teaching the classifier, for example, maximum signal strength values ​​determined over a time interval can be used. Alternatively, signal strengths of radio signals transmitted at a given tire orientation can be used.

[0037] The device 20 is configured to apply the classifier K to the signal strength S of the received radio signals after the learning process during driving operation in order to detect a change in the tire configuration. In response to the detection of a change in the tire configuration, the tire configuration is then adjusted and the at least one classifier K is re-learned.

[0038] The receiving unit 22 and the training module 23 can be controlled by a control unit 24. Settings of the receiving unit 22, the training module 23, or the control unit 24 can be changed via a user interface 27. The data generated in the device 20 can be stored in a memory 25 if necessary, for example, for later evaluation or for use by the components of the device 20. They can also be output via an output 26. The input 21 and the output 26 can be combined to form a bidirectional interface. The receiving unit 22, the training module 23, and the control unit 24 can be implemented as dedicated hardware, for example, as integrated circuits.Of course, they can also be partially or completely combined or implemented as software running on a suitable processor, for example a GPU (GPU: Graphics Processing Unit) or a CPU (CPU: Central Processing Unit).

[0039] The device 20 is preferably implemented in a backend to which the required data is transmitted from the motor vehicle. Alternatively, it can also be located locally in the motor vehicle and be part of the control system.

[0040] Fig. 3shows a simplified schematic representation of a second embodiment of a device 30 for operating a control system for electronic components arranged in tires of a motor vehicle. The device 30 has a processor 32 and a memory 31. For example, the device 30 is a computer, a control unit, a workstation, or a distributed system. Instructions are stored in the memory 31 which, when executed by the processor 32, cause the device 30 to carry out the steps according to one of the described methods. The instructions stored in the memory 31 thus embody a program executable by the processor 32 which implements the method according to the invention. The device 30 has an input 33 for receiving information, in particular an initial tire configuration and signal strengths of radio signals transmitted by the electronic components.Data generated by processor 32 is provided via an output 34. Furthermore, it can be stored in memory 31. Measurement data or calculation results can also be stored in memory 31. Input 33 and output 34 can be combined to form a bidirectional interface.

[0041] The processor 32 may include one or more processor units, such as microprocessors, digital signal processors, or combinations thereof.

[0042] The memories 25, 31 of the described embodiments can have both volatile and non-volatile memory areas and can comprise a wide variety of storage devices and storage media, for example hard disks, optical storage media or semiconductor memories.

[0043] Fig. 4shows a schematic of a tire 40 for a motor vehicle in which an electronic component 41 is installed. In this example, the electronic component is a tire pressure sensor. This can be attached to the inner liner 42 of the tire, for example, using a glued-in container. Alternatively, the tire pressure sensor can also be arranged on a valve 43 of the tire. This is indicated by the dashed box on the valve 43.

[0044] Fig. 5shows a schematic structure of an electronic component 41 according to the invention using a tire pressure sensor as an example. The tire pressure sensor has a pressure sensor 50 for measuring the tire pressure and an acceleration sensor 51 for detecting radial acceleration. The measured values ​​of the acceleration sensor 51 are typically used to activate various operating modes of the tire pressure sensor, e.g., a "parking" mode or a "driving" mode. An energy manager 52 regulates the power supply to the various components of the tire pressure sensor. Firmware, applications, and calibration data of the tire pressure sensor are stored in a memory 53. This can, for example, comprise a ROM (read-only memory) and a flash memory. An RF transmitter 54 is provided for transmitting data, which can, for example, transmit at a frequency of 315 MHz or 434 MHz.An LF receiver 55 is provided for receiving data, which can operate at a frequency of 125 kHz, for example. The measured values ​​from the pressure sensor 50 and the acceleration sensor 51 are converted into digital data by an A / D converter 56. The tire pressure sensor is controlled by a microcontroller 57.

[0045] According to the invention, the electronic component 41 has a setup mode in which it is configured to transmit a radio signal when the detected radial acceleration has a predetermined value, in particular when the radial acceleration is zero. This is always the case when the point on the tire tread where the electronic component 41 is mounted touches the road surface. In this way, the electronic component 41 always transmits from the same defined location and thus always at the same distance from the receiver.

[0046] This leads to a significant improvement in the quality of the RSSI values ​​for positioning. In practice, it is sufficient to transmit radio signals at a defined location for only a limited time. For example, an RSSI value can be generated for each wheel rotation, so that many RSSI values ​​usable for positioning are available in a short period of time. The time required to determine the position is therefore significantly reduced.

[0047] Even today, tire pressure sensors, for example, have an internal status they maintain for a specific period of time after the vehicle has started moving. Apart from the regular transmission of pressure and temperature values, such a tire pressure sensor can send a simple test signal for determining the RSSI value with each wheel rotation during the starting phase. The central control unit recognizes these signals as those generated solely for determining the RSSI value and processes them accordingly or forwards them to a backend. If the tire pressure sensor returns to normal operation after a specific period of time, it stops generating test signals. It then sends signals at defined intervals, e.g., every 2 minutes.

[0048] Fig. 6shows a schematic diagram of a motor vehicle 60 that can be used in conjunction with a solution according to the invention. In this case, the motor vehicle 60 is a truck. The motor vehicle 60 has a central control unit 61, e.g., for a tire pressure monitoring system. Electronic components 41, e.g., tire pressure sensors, are arranged in the tires 40 of the motor vehicle and are to be used by the control unit 61. For communication with the electronic components 41, the motor vehicle 60 has one or more receivers 62 that are connected to the central control unit 61. The components in the motor vehicle 60 communicate, for example, via a network 63.

[0049] A device 20 according to the invention is used to operate a control system for the electronic components arranged in the tires 40. In this example, the device 20 is implemented in a backend 70, to which the required data is transmitted from the motor vehicle 60 via a transmission module 64. Alternatively, it can also be arranged locally in the motor vehicle and, for example, be a component of the control unit 61.

[0050] To train a classifier, the radio strength of the signals F sent by the electronic components 41 at the receivers 62 should be used. For this purpose, it is helpful if the received signal strength values ​​for one and the same electronic component 41 are relatively constant and distinguishable from those of the other electronic components 41 present in the motor vehicle 60. The signal strength of the radio signals F at the receiver 62 depends on the distance between the transmitter and receiver 62. However, for electronic components 41 that are glued into the inner liner or embedded in the sidewall of the tire 40, the distance changes constantly as soon as the wheel rotates. This results in the RSSI values ​​for the received signals F from one and the same tire 40 continuously changing. This effect is particularly pronounced in trucks due to the larger tire diameters. Fig. 6This effect is shown schematically on one of the rear tires.

[0051] According to one aspect of the invention, the problem of fluctuating signal strength is solved in that the electronic components 41 in a setup mode always transmit signals F when the electronic components 41 are in a defined position and thus always at the same distance from the receiver 62. In particular, the electronic components 41 can detect a radial acceleration and transmit a signal F when the detected radial acceleration is zero. This is always the case when the point on the tire tread at which the electronic component 41 is mounted touches the road surface, i.e. when the electronic components 41 are at the shortest distance from the road surface. This is shown schematically in Fig. 7 shown. List of reference symbols

[0052] 10Receiving an initial tire configuration 11Receiving signal strengths of radio signals from the electronic components 12Learning at least one classifier 13Applying the classifier during driving 14Detecting a change in the tire configuration 15Adjusting the tire configuration 20Device 21Input 22Receiving unit 23Training module 24Control unit 25Memory 26Output 27User interface 30Device 31Memory 32Processor 33Input 34Output 40Tire 41Electronic component 42Inner liner 50Pressure sensor 51Acceleration sensor 52Energy management 53Memory 54RF transmitter 55LF receiver 56A / D converter 57Microcontroller 60Motor vehicle 61Control unit 62Receiver 63Network 64Transmitter module FRadio signal IKInitial tire configuration KClassifier SSignal strength

Claims

1. Method for operating a control system for electronic components (41) arranged in tyres (40) of a motor vehicle (60), comprising the following steps: - reception (10) of an initial tyre configuration (IK); and - reception (11) of signal strengths (S) of radio signals (F) of the electronic components (41) in a driving operation of the motor vehicle (60); - training (12) of at least one classifier (K) for at least one tyre position based on the initial tyre configuration (IK) and the signal strengths (S) of the received radio signals (F) in a training phase of the driving operation; - determination (14) of a change in the tyre configuration in driving operation after training (12) by applying the classifier (K) to the signal strength (S) of the received radio signals (F), characterized by: - adjustment (15) of the tyre configuration and retraining (12) of at least one classifier (K) in response to the determination (14) of a change in the tyre configuration.

2. Method according to Claim 1, wherein one classifier (K) is trained (12) for each axle of the motor vehicle (60).

3. Method according to Claim 2, wherein a tyre (40) is assigned to an axle based on a comparison of the signal strengths (S) of the radio signals (F) received by at least two receivers (62).

4. Method according to any one of the preceding claims, wherein a pretrained classifier is used in the training (12) of the at least one classifier (K).

5. Method according to any one of the preceding claims, wherein the method is carried out in a backend (70) or locally in the motor vehicle (60).

6. Method according to any one of the preceding claims, wherein the training (12) of the classifier (K) uses maximum values (Smax) of the signal strength (S) which are ascertained in a time interval or uses signal strengths (S) of radio signals (F), which signals are transmitted given a predetermined orientation of the tyres (40).

7. Computer program containing instructions which, when executed by a computer, cause the computer to execute the steps of a method according to any of Claims 1 to 6 for operating a control system for electronic components (41) arranged in tyres (40) of a motor vehicle (60).

8. Device (20) for operating a control system for electronic components (41) arranged in tyres (40) of a motor vehicle (60), having a receiving unit (21) for receiving (10) an initial tyre configuration (IK) and for receiving (11) signal strengths (S) of radio signals (F) of the electronic components (41) in a driving operation of the motor vehicle (60); - and having a training module (22) for training (12) at least one classifier (K) for at least one tyre position based on the initial tyre configuration (IK) and the signal strengths (S) of the received radio signals (F) in a training phase of the driving operation; wherein the device (20) is configured: - to determine (14) a change in the tyre configuration in driving operation after training (12) by applying the classifier (K) to the signal strength (S) of the received radio signals (F); characterized by: - adjusting (15) the tyre configuration and retraining (12) at least one classifier (K) in response to the determination (14) of a change in the tyre configuration.