METHOD FOR MONITORING TIRE CHARACTERISTICS

Description

[0001] The invention relates to a method for monitoring tire properties. Tire sensor modules or tire modules are known for monitoring tire conditions, in particular tire pressure, of tires of a commercial vehicle. These tire sensor modules are arranged, for example, inside a tire. Such tire sensor modules are designed to detect a tire pressure in a position-specific manner, process it, and transmit it to an electronic control unit (ECU) of a monitoring system. The control unit receives the data telegram via a receiving module of the monitoring system and, depending on limit values, issues a warning signal to the driver, for example, if a tire pressure below a limit value has been detected on one of the tires. An example of such a tire sensor module is disclosed in DE 102 43 441 A1.

[0002] DE102015100716 A1 and US2021 / 101422 A1 disclose other known tire pressure monitoring systems.

[0003] There are a variety of tire pressure monitoring systems available that can detect pressure losses.

[0004] Commercial vehicles can be equipped with a receiving and evaluation unit, a so-called on-board TPMS system, which receives the signals from the tire modules of the tractor and / or the commercial vehicle trailer, evaluates them, and informs the driver about the condition of the tires or can send the tire status to a server via a connected telematics unit.

[0005] It may happen that a commercial vehicle trailer is equipped with tires that have individual tire modules, but the tractor does not have an on-board TPMS system, i.e., it does not have an independent transmitting and receiving unit for evaluating the data for the tire modules.

[0006] In this case, it must be ensured that the tire modules can transmit their data to a stationary initial device outside the vehicle. Another problem is that the tire module's energy consumption can be relatively high, and the battery life of the tire module is limited.

[0007] The invention is based on the object of providing a method with which tire pressure monitoring systems are improved, in particular the service life of the tire modules is to be significantly extended.

[0008] The problem is solved by a method according to claim 1.

[0009] One advantage of the process is that the use of the new method significantly improves conventional tire pressure monitoring systems.

[0010] The user, for example a commercial vehicle fleet operator, can use the configuration settings on the tire module to influence the battery life of the tire module and optimally adapt it to their needs. If the user desires the longest possible battery life for the tire module, they can make the appropriate settings on the tire module using a smartphone and appropriate software, for example. They could, for example, configure the bidirectional interface in the form of a Bluetooth connection to be completely deactivated. In this case, the user would only be able to record the tire properties of the vehicle tires, such as tire pressure, via the unidirectional interface.The relevant tire properties are then received at a stationary receiving device when the vehicle stops and subsequently forwarded to the fleet operator, or received and processed by an installed on-board TPMS system.

[0011] Activating the bidirectional interface, however, offers a host of other convenient functions for the user. In this case, for example, the driver can use their smartphone, which also has a Bluetooth interface, to directly query the tire properties via the tire modules. For example, they can use their smartphone to check whether all vehicle tires have the specified tire pressure before starting a journey. Fleet operators who do not have stationary receivers can completely deactivate the reception mode for a stationary receiver by setting the time to 0 seconds. This can significantly extend battery life.Fleet operators who work exclusively with a stationary receiver, however, can completely deactivate the transmission of signals from the tire module while driving, which can also significantly increase battery life. All configurations set by the user for the tire module are subsequently implemented automatically by the tire module. In particular, the Bluetooth interface is deactivated if a sensor in the tire detects that a vehicle tire is in motion mode and exceeds a specified speed.

[0012] Since tire modules are mass-produced, and individual programming for specific applications is logistically impractical, all tire modules are produced with a general programming sequence that represents the most optimal sequence for all applications. However, this also involves a compromise in terms of the achievable battery life.

[0013] In situations where the vehicle, especially a commercial vehicle with a trailer, does not have its own transmitting and receiving unit, regular monitoring of the vehicle's tires is carried out at a base station with a receiving unit or stationary receiving device. In this case, the user should activate the receiving mode for the stationary receiving device by specifying a time period of, for example, 4 minutes for the receiving mode.

[0014] Whenever the vehicle with the vehicle tires that have tire modules passes the base station or parks in the area of ​​the base station, the respective data of the tire modules of the vehicle tire can be received by the receiving device.

[0015] The new procedure ensures that the vehicle does not have to remain parked next to the receiving device for too long to collect the data from the respective tire modules. In receive mode for the stationary receiving device, the tire module transmits at a higher transmission frequency than in drive or park mode. This means that it is sufficient for the vehicle to remain parked next to the receiving device only briefly for all data from the tire modules to be transmitted.

[0016] In a further advantageous development of the invention, it is provided that in vehicles with tire modules whose signals can only be detected by a stationary receiving station, the tire modules are configured in such a way that they do not emit any signals while driving and can therefore achieve considerable energy savings, which significantly extends the service life of these modules.

[0017] It is intended that the bi-directional connection includes a Bluetooth connection that is automatically deactivated at a predetermined driving speed.

[0018] The Bluetooth interface is normally not required in the vehicle's drive mode. Disabling the Bluetooth interface can significantly extend battery life.

[0019] In a further advantageous development of the invention, it is provided that the Bluetooth connection in the tire module is only activated when transitioning from a reception mode for the stationary reception device to an interim mode.

[0020] This means that the Bluetooth connection will only be reactivated when the user would normally use it again.

[0021] In a further advantageous development of the invention, it is provided that when setting the configuration, it can additionally be set that the Bluetooth connection should be activated or deactivated in a special operating mode.

[0022] In the Figure 2 A Bluetooth symbol is displayed for the different operating modes. The Bluetooth connection should only be able to be activated in these operating modes, for example, parking mode.

[0023] In a further advantageous development of the invention, it is provided that the content of the Bluetooth advertising frames sent by the tire module for the Bluetooth connection can be adjusted.

[0024] In a further advantageous development of the invention, it is provided that with the Bluetooth advertising frames either no data from the tire module, only the most important data from the tire module or all data from the tire module are transmitted.

[0025] In a further advantageous development of the invention, it is provided that the transmission frequency of the Bluetooth advertising frames for the Bluetooth connection is adjustable, wherein the transmission frequency is between 1 and 32 seconds, preferably 4, 8, 16 or 32 seconds.

[0026] In an advantageous development of the invention, it is provided that the transmission frequency in the reception mode for a stationary receiving device is between 2 and 32 seconds, preferably approximately 16 seconds.

[0027] This transmission frequency is significantly shorter than the transmission frequency in drive mode, which can be approximately 128 seconds. This transmission frequency ensures that the vehicle only needs to remain stationary next to the receiving device for a short time.

[0028] In a further advantageous development of the invention, it is provided that the duration of the reception mode for the stationary receiving device is approximately 4 minutes as a default setting.

[0029] With this presetting, it is normally sufficient for the vehicle to remain briefly next to the receiving device so that all data can be transmitted securely.

[0030] In a further advantageous development of the invention, it is provided that the duration of the reception mode for the stationary receiving device can be manually set to the value of 0 minutes.

[0031] This setting is particularly advantageous if the fleet operator cannot provide receiving devices for the vehicles.

[0032] In a further advantageous development of the invention, it is provided that the duration of the reception mode for the stationary receiving device can be manually set to a value of approximately 2 minutes.

[0033] This value for the time setting is advantageous if the receiving device is located, for example, directly at the fleet operator's entrance gate.

[0034] In a further advantageous development of the invention, the time period for activating the reception mode for the stationary receiving device can be manually set to approximately 8 minutes. This setting can be advantageous if the receiving device is located at the rear of the depot. In this case, the vehicle will generally reach the receiving device after a certain time at a reduced speed.

[0035] In a further advantageous development of the invention, it is provided that the tire modules each have 2 µ-controllers, wherein the first µ-controller is used for sending high-frequency telegrams and the second µ-controller is used for Bluetooth communication.

[0036] This allows the different functions to be controlled and regulated separately.

[0037] In a further advantageous development of the invention, the sensors in the tire module for detecting tire properties include at least one tire pressure sensor and one temperature sensor. These tire properties are particularly important for transmitting corresponding error messages to the driver.

[0038] In a further advantageous development of the invention, it is provided that the base station is arranged at the entrance gate of a fleet operator so that the maximum temperatures can be recorded regularly.

[0039] As a rule, all commercial vehicles of a fleet operator will drive through the fleet operator's entrance gate at regular intervals.

[0040] If the entrance gate also has a barrier, it is guaranteed that the vehicle will stop briefly near the base station.

[0041] The invention will be explained in more detail using an exemplary embodiment. It shows: Fig. 1: a towing vehicle with a commercial vehicle trailer Fig. 2: a change between the individual operating modes for the tire module.

[0042] The Fig. 1 shows an example embodiment.

[0043] A commercial vehicle tractor and a commercial vehicle trailer are shown schematically. The commercial vehicle tractor 3 and the commercial vehicle trailer 4 each have a plurality of vehicle tires 6 and 7 equipped with tire modules. The tire modules 5 are arranged on the inside of the tires and, using appropriate sensors, can measure the tire pressure and temperature, as well as acceleration.

[0044] In this exemplary embodiment, neither the tractor 3 nor the trailer 4 have their own transmitting and receiving units to receive the signals from the tire modules. The commercial vehicle shown is, for example, a commercial vehicle belonging to a fleet operator. The vehicle passes the base station or stationary receiving device 1 of the fleet operator at regular intervals.

[0045] Base station 1 could, for example, be installed at the fleet operator's entrance gate. Base station 1 has a receiving unit 2, which can automatically receive signals from tire modules 5.

[0046] As soon as the vehicle stops near the base station 1 and the receiving unit 2, the receiving unit 2 receives the identification codes from the individual tire modules 5.

[0047] The Fig. 2shows an example of switching between different operating modes.

[0048] The standstill mode for a tire module includes parking mode 9 and interim mode 13 on the left side of the figure.

[0049] The movement mode for a tire module includes the First Block Mode 10 and the Drive Mode 11 on the right side of the figure.

[0050] The driving speed of the vehicle tire or the vehicle is determined via a sensor in the tire module.

[0051] Only when a certain speed has been determined with the acceleration sensor does the tire module switch to a first block mode 10 or the drive mode 11.

[0052] Initially, the vehicle is in parking mode 9. The driver starts the vehicle and drives off. Sensors in the tire modules detect the movement of the vehicle. The transmission frequency for the tire modules is approximately 16 seconds in the first block mode. After the vehicle has been moving for a certain period of time, the transmission frequency for the tire modules changes to drive mode 11. In drive mode 11, the transmission frequency is at a reduced transmission frequency of approximately 128 seconds. Once the sensors have detected that the vehicle is stationary, the transmission frequency for the tire modules changes to receive mode for a stationary receiving device. In this mode 12, the transmission frequency is significantly higher than the transmission frequency in drive mode. This significantly reduces the time required to stand next to the receiving device. After receive mode 12, the transmission frequency changes to interim mode 13. In this mode, the transmission frequency is approximately128 seconds. The transmission frequency is lower than in receive mode 12. If the vehicle is stationary for more than 15 minutes, the transmission frequency switches back to parking mode 9. Normally, the driver has parked the vehicle and turned it off.

[0053] The tire modules, hereinafter abbreviated to TTM, have different operating modes, which are described in the Fig. 2 shown are: MP: Mode Park (TTM is stationary - parking mode) MFB: ModeFirstBlock or First Block Mode: TTM is moving (starting a journey) MD: Mode Drive or drive mode (TTM is moving) MYR: Mode Yard Reader or receive mode for a stationary receiver: When the TTM comes to a standstill, the TTM remains in MYR before switching to MI MI: Mode Interim or Interim Mode: When the MYR is completed, the TTM switches to MI and remains in this mode until it switches to MP. The transmission frequency of the TTM in

[0054] MYR is higher than in MI (16s instead of 128s).

[0055] The MYR is introduced to shorten the time spent at a stationary receiver or stationary receiving device (YRS = Yard Reader Station). The YRS is used when only TTMs are used on a vehicle and no receiving unit. In this case, the sensor data can be read out by the YRS. The YRS can be installed, for example, at gas stations or depots. The vehicle should remain parked briefly next to the YRS until the data from all TTMs has been transmitted. The TTM only sends its HF telegram at fixed intervals and cannot, for example, be actively queried for its data by the YRS. Therefore, the vehicle must remain parked next to the YRS for a defined time.

[0056] The transmission frequency of the TTM has a significant impact on its service life and the battery life. The optimal setting in terms of data availability at the receiver and TTM service life is a transmission rate of 128 seconds. In MI, the TTM transmits its data every 128 seconds. Once the MYR is activated, the TTM transmits its data every 16 seconds. This allows for a significantly shorter vehicle stay at the YRS. The TTM switches to MYR when the vehicle, coming from a moving state (MFB or MD), stops or moves very slowly (< 15 km / h).

[0057] In addition to periodic radio telegrams (433 MHz), the TTM also periodically sends Bluetooth telegrams (at 2.4 GHz, referred to as BT below). These periodic BT telegrams are so-called advertising frames. According to the BT Core standard, these frames are not addressed to a specific recipient and can be received by any BT device. They are necessary, for example, to establish a connection between the BT device and the TTM, thus establishing a point-to-point communication channel (Connected Mode).

[0058] To save energy, these advertising frames are as short as possible. However, additional data, such as pressure, temperature, the TTM's battery status, etc., can also be transmitted in the advertising frames. The advantage is that the user has access to the data without having to connect to the TTM, and establishing and maintaining a connection is very energy-intensive.

[0059] The disadvantage is that the energy requirement is greater and that the data is not processed for most of the transmission time because there is no receiver nearby.

[0060] Sending telegrams, whether via 433 MHz or 2.4 GHz (BT), costs energy and is more energy-intensive than normal computing operations.

[0061] The rule of thumb is: The longer the radio telegram (433 MHz or 2.4 GHz), the greater the energy consumption. The more frequently the transmission occurs (e.g., every 16 seconds instead of every 128 seconds in some modes), the greater the energy consumption.

[0062] The TTM uses a first µ-controller for sensor measurements and transmitting RF telegrams (RF: radio frequency). A second µ-controller of the TTM is used for BT communication.

[0063] Operating 2 µ-controllers requires more power than operating just one µ-controller.

[0064] In order to shorten the length of stay during a YRS, the MYR is introduced.

[0065] For tire modules that don't have the MYR, an RF telegram would be sent every 128 seconds when the vehicle stops or slows down (< 15 km / h). It immediately switches to MI mode. With the new tire modules or TTMs, they initially switch to the MYR mode when the vehicle is stationary or moving slowly.

[0066] In the MYR, the TTM transmits every 16 seconds. The default activation time for the MYR is 4 minutes.

[0067] The TTM switches to MYR at every stop, regardless of whether it is next to a YRS or not. It therefore switches at every stop, especially at traffic lights or in a traffic jam. This leads to increased energy consumption.

[0068] The BT interface was implemented according to the BT Core standard so it can communicate with any BT-enabled device. The TTM sends advertising frames to make itself visible to other BT devices. The user can connect to the TTM via BT using another BT device to read content from the TTM or write content to the TTM. This bidirectional interface is significantly more powerful and performant than a conventional RF interface and offers many options for future applications.

[0069] The BT chip can be active the entire time. However, this consumes a relatively high amount of energy. The BT chip, and thus the BT communication, is deactivated when the TTM is moving to save energy.

[0070] Since activating (booting up) the BT chip consumes energy, the BT chip is only activated when the vehicle transitions from MYR to MI. This ensures that the BT chip is not unnecessarily activated during every short stop, such as at a traffic light.

[0071] The duration of the MYR is adjustable by the customer. Options are 0 min, 2 min, 4 min, or 8 min. A setting of 0 min means the MYR is deactivated, and TTM immediately switches to the MI whenever the vehicle is stopped.

[0072] The transmission frequency in the MYR can be adjusted via software. 0 minute setting:

[0073] This is intended for customers who don't have YRS. This saves energy, as the TTM only sends RF telegrams every 128 seconds instead of every 16 seconds during standstill. If Bluetooth is enabled, this energy saving is reduced, as the Bluetooth chip and Bluetooth communication are then activated, resulting in additional power consumption. 2 minute setting:

[0074] This is intended for customers who have a YRS that is positioned so that it can be accessed directly by the vehicle, for example, at the entrance to the company premises or at a gas station. In these cases, a MYR lasting only 2 minutes is sufficient.

[0075] Depending on the energy required to activate the BT chip, it may be better from an energy balance perspective to set the MYR to 2 minutes instead of turning it off completely. 4 and 8 minute setting:

[0076] This is intended for customers who have a YRS but cannot be accessed directly on the company premises. The vehicle must move toward the YRS at walking pace (<15 km / h) for a certain period of time. Once the vehicle has reached the YRS, the TTM continues to send the HF telegrams every 16 seconds, and the vehicle only needs to stay briefly next to the YRS. The longer the MYR lasts, the more energy is consumed.

[0077] The content of the BT Advertising Frames is adjustable. No data:

[0078] The advertising frame is used only to establish the BT connection. This is the most energy-efficient option, partly because the advertising frames are very short. Secondly, because no measured values ​​need to be communicated between the two μ-controllers in the TTM.

[0079] The first µ-controller, which sends the RF telegrams, also controls and processes the measurements from the pressure, temperature, and acceleration sensors. The second µ-controller, on the other hand, controls the BT communication.

[0080] To do this, the user must always connect to a TTM via Bluetooth to retrieve the data of interest. This takes more time.

[0081] Sensor data only transmission: For example, only pressure and temperature are transmitted in the advertising frame. This requires more energy because the advertising frame is longer for the sensor data. No special interaction with the TTM is required by the user to receive the TPMS data. They simply need to receive the data with their BT device, and the sensor data is automatically available upon receipt of the advertising frames. All TTM relevant data:

[0082] The advertising frame transmits all TTM-relevant data, not just pressure and temperature, but also the TTM's mileage, battery status, and other data. This requires the most energy, as the advertising frame is longer for this TTM data.

[0083] However, no special interaction of the user with the TTM is necessary to obtain the TTM data.

[0084] The user only needs to set his BT device to receive mode and all relevant TTM data will automatically be available upon receipt of the advertising frames.

[0085] The transmission frequency of BT Advertising Frames can be adjusted.

[0086] The more frequently the advertising frames are sent, the faster the user receives the requested data. Conversely, the more frequently the advertising frames are sent, the higher the energy consumption.

[0087] The setting options are: 4s, 8s, 16s, 32s.

[0088] This can be set differently for each mode (MYR, MI, MP, etc.).

[0089] For a vehicle with 12 TTMs, it makes a difference whether the data is sent every 4 seconds or every 32 seconds.

[0090] The scenario here is that the vehicle is equipped with TTMs, not receiver units. The driver walks from tire to tire with a BT-enabled mobile phone either at the beginning or at the end of their journey to read the TTM data. A 4-second transmission frequency makes it very convenient for the driver, as they only have to wait a very short time at the tire to receive the data. At 32 seconds, this process is significantly less convenient for the driver. Activation / deactivation of BT.

[0091] Generally speaking, customers who do not wish to use BT have the option of completely disabling BT communication (advertising frames), thus significantly saving energy. If the BT chip is not required for this operating mode, even for processing internal data, this setting can be used to completely deactivate the BT chip, which offers the greatest energy-saving potential. This allows these customers to significantly increase battery life. For individual modes:

[0092] The user can specify in which of the TTM modes (MP, MI, MYR) BT communication is active. For example, BT is only active in MYR. A possible scenario: The driver only checks the TTM status at the end of the trip using a BT-enabled mobile phone.

[0093] Depending on the usage profile, BT can be enabled or disabled for individual modes. Clusters are also possible. Only those modes where the TTM is stationary, etc.

[0094] All of the above settings can be freely combined. This allows users to configure their personal TTM usage profile, best tailored to their application, and achieve the best compromise between TTM functionality and TTM lifespan.

[0095] The settings are possible via both interfaces, via RF interface as well as via BT interface, e.g. with a smartphone, in order to offer users a free choice. List of reference symbols

[0096] 1Base station 2Stationary receiving unit 3Tractor 4Commercial vehicle trailer 5Tire module or TTM 6Truck tires 7Truck tires 8Traffic light 9Parking mode 10First block mode 11Driving mode 12Reception mode for stationary receiver 13Interim mode

Claims

1. Method for monitoring tyre properties of vehicle tyres (6, 7) on a vehicle (3), comprising at least the following steps, a) providing vehicle tyres (6, 7) with a large number of tyre modules (5) on a vehicle, wherein the tyre modules (5) each have at least one sensor for measuring tyre properties, wherein the tyre modules (5) have a bidirectional interface for sending and receiving data, b) a user setting a configuration for the tyre module (5) by way of a bidirectional or a unidirectional interface on a data memory in the tyre module (5), wherein, using the configuration, at least the time period for a receiving mode (12) for a stationary receiving device (8) and / or the activation of a bidirectional connection and / or the deactivation of the sending of signals during driving modes (10) and (11) can be set, wherein the energy consumption for the tyre module (5) can be adapted optimally to the user's requirements using the setting options, c) starting and moving the vehicle, wherein the movement, the vehicle speed and the stopping of the vehicle tyres (6, 7) are detected by a sensor in the tyre module (5), wherein, after the movement analysis of the vehicle tyres (6, 7), the functions set at the tyre module (5) are implemented automatically, characterized in that the bidirectional connection includes a Bluetooth connection that is deactivated automatically at a predefined driving speed.

2. Method according to one of the preceding claims, characterized in that the Bluetooth connection in the tyre module (5) is not activated until the transition from a receiving mode (12) for the stationary receiving device to an interim mode (13).

3. Method according to one of the preceding claims, characterized in that when setting the configuration, it is also possible to set the Bluetooth connection to be activated or deactivated in a specific operating mode.

4. Method according to one of the preceding claims, characterized in that the content of the Bluetooth advertising frames sent by the tyre module (5) can be set for the Bluetooth connection.

5. Method according to one of the preceding claims, characterized in that the Bluetooth advertising frames are used to transmit either no data from the tyre module (5), only the most important data from the tyre module (5) or all data from the tyre module (5).

6. Method according to one of the preceding claims, characterized in that the frequency of sending the Bluetooth advertising frames can be set for the Bluetooth connection, wherein the frequency of sending is between 1 and 64 seconds, preferably 4, 8, 16 or 32 seconds.

7. Method according to one of the preceding claims, characterized in that the frequency of sending in the receiving mode (12) for a stationary receiving device is between 2 and 128 seconds, preferably about 16 seconds.

8. Method according to one of the preceding claims, characterized in that the time duration of the receiving mode (12) for the stationary receiving device is approximately 4 minutes as a default.

9. Method according to one of the preceding claims, characterized in that the time duration of the receiving mode (12) for the stationary receiving device can be set to the value of 0 minutes manually or automatically.

10. Method according to one of the preceding claims, characterized in that the time duration of the receiving mode (12) for the stationary receiving device can be set to the value of about 2 minutes manually or automatically.

11. Method according to one of the preceding claims, characterized in that the time duration of the receiving mode (12) for the stationary receiving device can be set to the value of about 8 minutes manually or automatically.

12. Method according to one of the preceding claims, characterized in that the movement mode consists of two modes, a first block mode (10) with an increased frequency of sending and a driving mode (11) with a reduced frequency of sending.

13. Method according to one of the preceding claims, characterized in that the standstill mode consists of two modes, a parking mode (9) and an interim mode (13), wherein the tyre module (5) switches from both modes to movement mode (10, 11) when the tyre module (5) detects movement of the vehicle tyre or wherein the tyre module (5) changes from interim mode (13) to parking mode (9) if the tyre module (5) does not detect any movement of the vehicle tyre within a specified time period.

14. Method according to one of the preceding claims, characterized in that the tyre modules (5) each have 2 microcontrollers, wherein the first microcontroller is used for sending high-frequency telegrams and the second microcontroller is used for Bluetooth communication.