Tire Position Identification via Single Receiver Signal Analysis
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Solution Overview
Problem
Existing tire pressure monitoring systems (TPMS) face challenges in automatically identifying tire positions due to a lack of correspondence between detection unit positions and ID codes, require multiple receiver sections increasing manufacturing costs, and can only identify tire positions during vehicle turns, restricting receiver installation and requiring additional data for wheel type judgment.
Innovation Solution
A system with first and second detectors assigned to specific wheel positions, a processor section, and a braking mechanism to associate identifiers with position data, allowing for real-time identification of tire positions based on changes in wheel rotation and acceleration data transmitted by sensors.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If multiple receiver sections are provided respectively in vicinities of tires to identify tire positions, then tire position identification accuracy is improved, but device complexity and manufacturing cost increase
Solution Approach 1:
The patent combines multiple receiver sections into a single receiver located at the vehicle front. This single receiver receives signals from all sensor units, and the controller identifies tire positions by analyzing signal characteristics (intensity, phase, or timing) from different spatial locations. This merging approach maintains position identification capability while reducing the number of receiver sections from four to one, thereby simplifying device complexity and reducing manufacturing cost.
Solution Approach 2:
The single receiver positioned at the vehicle front serves multiple functions: it receives signals from all four sensor units (front left, front right, rear left, rear right tires), enabling the controller to identify positions of all tires simultaneously. This multi-functional design allows one receiver to replace what would traditionally require multiple dedicated receivers, resolving the contradiction between measurement precision and device complexity.
2Device complexity
If receiver is installed in front region only to judge wheel type based on signal intensity, then device complexity is reduced, but measurement precision and reliability of tire position identification deteriorate
Solution Approach 1:
The controller uses feedback from signal characteristics (intensity, phase, or timing) received from the single front receiver to iteratively determine tire positions. By analyzing the spatial distribution of signal properties from multiple sensor units through a single receiver, the system can distinguish between front and rear wheels and identify specific tire positions without requiring multiple receivers at different locations.
Solution Approach 2:
The patent transitions from spatial distribution of receivers (multiple receivers at different wheel locations) to temporal or signal-characteristic distribution (single receiver analyzing multi-dimensional signal properties). By using phase differences, signal intensity variations, or timing information from the single front receiver, the system can resolve tire positions in multiple spatial dimensions without physically distributing receivers across all wheel locations.
3Ease of manufacture
If tire position identification is performed only during vehicle turns using steering angle data, then additional positioning hardware is avoided, but productivity and ease of operation are reduced due to restricted identification conditions
Solution Approach 1:
The system enables continuous tire position identification during normal vehicle operation without requiring specific maneuvers like turns. The single front receiver continuously receives signals from all sensor units, and the controller continuously processes this data to maintain accurate tire position identification. This eliminates the need to restrict identification to specific driving conditions, thereby improving productivity and ease of operation while avoiding additional hardware.
Data Source
AI summary
A system includes a first detector, second detector and processor section. The first detector is provided to a first wheel in a first position in a vehicle. The second detector is provided to a second wheel in a second position in the vehicle. The vehicle includes a brake system configured to brake the first wheel in response to a signal designating the first position. The first detector is assigned with a first identifier and the second detector is assigned with a second identifier. The first detector is configured to output the first identifier to the processor section, in response to a change in rotation of the first wheel. The second detector is configured to output the second identifier to the processor section, in response to a change in rotation of the second wheel. The processor section is configured to output the signal to the brake system, to associate the first identifier and a first position data indicating the first position and to identify a first tire mounted on the first wheel based on the first identifier.