CZ2000654A3 - Method and device for detecting the runflat situation of pneumatic tyre - Google Patents

Abstract

On each wheel (6, 7, 8, 9) it is formed permanently and fed as the speed output signal to the processing device signal, while in the emergency running condition of the tire one or more separately defined, for a state emergency running tires characteristic and speed the wheels (6, 7, 8, 9) proportional to the periodic oscillations overlap with the first periodic oscillation, this overlapping is processed by the central computer unit (1) to alert signal. The device consists of an inner tire arranged body (19) for emergency operation on its emergency tread (23) formed around the circumference of a defined discontinuity, z filter units for filtering noise, one or more storage devices, for storing reference and / or threshold values, as well as from a comparison device that compares wheel speed output signals (6, 7, 8, 9) with one or several reference and / or threshold values a which it detects by exceeding these reference ones

Description

Method and apparatus for determining the state of emergency running of a tire

Technical field

BACKGROUND OF THE INVENTION The present invention relates to a method for detecting an emergency condition of a tire for motor vehicle wheels, wherein at least on each axle, preferably each wheel, a first periodic vibration is present permanently and proportional to the speed of the wheel. in which, in the emergency state, one or more of the separately defined emergency state characteristics and the wheel speed proportional to the periodic oscillations overlap with the first oscillation (s). the output signal of the speed, and in which the signal processing device detects the overlap of the first periodic oscillation with the separately defined (defined) and emergency state characteristic periodic oscillation (s) and processes it into an alarm signal.

BACKGROUND OF THE INVENTION

The ever-increasing demands on the safety of motor vehicles require an increasing, as far as possible extensive detection of all parameters affecting and representing the driving and movement condition of the motor vehicle for use in intelligent chassis and vehicle control and regulation systems. In particular, typical hazardous situations that may occur in the event of a sudden loss of tire pressure should be safely recognized and appropriate warning or control signals should be triggered.

A series of development works is approaching security claims from the other side, for example, a particularly critical case of a sudden •

pressure loss in the tire should be blunted in its fatal effect by the use of devices on the vehicle wheel or in the tire structure which also maintain a stable condition of the vehicle and the ability to run on a certain path or for a certain period of time. Such development work is also supported by the fact that, within the framework of a continuously reduced vehicle weight for energy savings, we are to forego the spare wheels and / or tools required for their assembly.

Emergency operation or emergency operation is understood to mean a driving condition in which, due to the sudden loss of tire pressure, such as external damage, the normally existing guiding, adhesion and stabilization properties of the tire as a link between the vehicle and the runway are no longer present However, the driving performance and serviceability are maintained to the extent that the safety of the vehicle is not unacceptably restricted. The emergency running state then allows the driver to continue on a certain route without any problem, at least until the next repair shop.

Such emergency running systems, discussed for decades, have the disadvantage of having an emergency running state in their modern designs, eg as support bodies mounted on a rim, or as tires with reinforced sidewalls, coupled with today's vehicle comfort and suspension comfort. the driver no longer notices due to the behavior of the vehicle, which is very different from the normal condition, and there is a danger that the emergency capability, which is usually limited in time or kilometers, is overloaded and finally a complete failure of the tire or wheel may result then again it can lead to considerable danger for the vehicle and passengers.

In order to eliminate this danger, for example, a series of mechanical-acoustic warning devices have already been devised.

Which by strong vibrations or they give the driver a warning by using sounds.

For this purpose, DE 25 38 948 A, with a tire, discloses a vehicle wheel with an emergency ring located inside a tubeless tire which, on its effective surface, supports the tire in an emergency state, i.e. a tire. on its emergency tread, it includes circumferentially distributed, one or more protrusions to alert the driver which, in the event of a sudden loss of tire pressure and subsequent contact of the inner side of the tread with the emergency ring of the device, cause vibrations to alert the driver of air loss.

DE 25 09 939 A1 also shows an emergency running support body, in this case an emergency running hose, which has a hollow cylindrical body made of metal or hard plastic in the outer region and which has a spherical crown-shaped bulge on the outer surface. which, when the emergency hose operates, produces an audible noise indicating a tire defect.

JP 91 69 203 A shows a rim of annular members therefrom inside the tire and on the rubber which in emergency operation support the inner side of the tire tread region. Here, the annular members or annular sections do not support the entire range of the tire rolling radius, but only the partial sections which can be designed offset by up to 180 degrees relative to each other. This can also cause a vibration, which, in the form of audible noise, to be generated with a corresponding loss of air.

or by transmission to the air controllers.

informs the driver of the loss

The disadvantage of such mechanical-acoustic warning devices is essentially that in today's excellent damping and connection between the vehicle and the body,

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9999 9 999 9 99 · Combined with the desired high suspension and driving comfort and good noise insulation, noises or vibrations are no longer reliably detected by the driver, or would have to be generated with such force that further driving would simply not be possible .

Further development therefore concentrates on detecting emergency conditions by measuring means and on the driver's warning by optical and acoustic warning means in the vehicle. In principle, two fundamental possibilities are known for this, namely, on the one hand, direct measurement of the tire air pressure and, on the other hand, indirect determination of the tire air pressure, for example by the tire spring behavior influenced by the air pressure change or by changing the rolling radius air pressure, or by changing the wheel rolling dynamic circuit; by changing the speed.

Direct measurement of air pressure, for example by using box-type hydraulic load cells inside a tire, while a safe method of detection, results in high costs for recording systems, power supply systems and transmission systems with which changes in air pressure measured inside a rotating tire, They can transmit to the measurement electronics installed in the vehicle and thus to the evaluation electronics.

EP 630 769 A1 shows a tire pressure detection device for truck tires, in which a pressure sensor mounted inside a wheel stud mounted in a ratchet, which is connected via a hose connection to a tire valve, monitors the tire air pressure and thus measured it transmits the results to the vehicle or vehicle by means of rotating antennas which are arranged side by side on the wheel carrier and on the axle. to the evaluation unit.

• · ·

Designed for generous truck fitting conditions, the equipment here requires high additional and complete cost-intensive system components, is extremely maintenance-intensive and is susceptible to mechanical damage and contamination, makes it difficult to change the tire, and due to the necessary arrangement on all tires a system that, due to its high complexity for sensors, cable connections and other additional components, casts doubt on economical production even in large series, especially in passenger car tires.

On the other hand, pressure loss warning systems, which are based on the detection of the dynamic rolling range, have a number of intangible factors that lead to inaccurate measurements or decisions. These unacceptable factors arise, inter alia, that the dynamic rolling circumference can be strongly influenced not only by the internal pressure of the tire, but also by loading conditions during driving, temperatures, different speeds, profile wear, road surface conditions, as well as different acceleration or braking conditions.

EP 826 525 A2 discloses a device for detecting air loss in a tire, in which all four tires or tires are fitted. wheels equipped with devices which transmit a pulse signal, dependent on the number of wheel revolutions, to the computer, which determines the speed of rotation of the four wheels respectively. tires and compares these to each other to detect a pressure drop.

EP 787 606 A2 discloses a method in which upon detection of the rotational speed or the The angular velocities of the four wheels are compared with the respective values of the wheels diagonally opposite each other, and from this a warning signal is generated when a pressure loss is detected.

EP 786 362 A2 discloses a method which also detects a dynamic rolling or rolling circuit. • •

variables such as the dynamic turning radius of the tire on all four wheels, and which are additionally checked for longitudinal and lateral acceleration to detect misinterpretations caused thereby and to provide a signal for pressure loss.

Disadvantages and difficulties on which all these methods and devices depend on the detection and safe testimony of pressure-evident when we realize that the rolling changes are significantly affected by the amount. Thus the rolling circumference varies not only but also clearly by changing speed, changing road surface, When comparing the loss, the dynamic circuit becomes different parameters, with the filling pressure, the profile depth.

asphalt with concrete, and normal tolerance in series. The measured technical record of these different influences and their electronic processing into a safe signal has thus far been insufficiently solved and is downright difficult.

Another great uncertainty in the measurements to determine the air pressure arises on the basis of the actual rolling circumference itself, since the influence of the filling pressure and the speed on the rolling circumference is very different for tires of different manufacturers or tires. different

construction. So can e.g. be a dependency filler 11 acc at tires with blunt angle tread substantially larger than at tires with sharp angle tread. Besides changes roždí1

rolling circuits due to different tire wear, or tire replacement, to the extent that the disclosed methods and devices evoke a warning with their predicted logic, although there is no dangerous situation. To avoid this, for example, the wear of the casings would have to be recognizable by separate methods, and the corresponding tire construction would have to be permanently known.

Thus, the absolute value of the rolling circuit is relatively unsuitable for a warning message. Also the difference between circuits

· 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 it does not yet lead to a safe denunciation because, for example, different wear or expansion of a new tire is not recognized, or creeping pressure loss on two or more tires cannot be detected. To compensate for such unacceptable factors, it would be necessary to recalibrate constantly - also depending on the route - making the system more expensive and handling can become relatively dangerous, since recalibration must naturally be performed by the driver of the vehicle while driving.

Another method of detecting an emergency running known in the prior art is that, in comparison with normal running, it is necessary to detect different wheel behavior regarding the vibration or acceleration caused by rolling the tire without air, or by contacting the emergency surface and placing it into operation.

EP 0 651 702 discloses, for this purpose, a method for detecting an emergency running condition, wherein the accelerations or resonant oscillations of higher orders (over 100 Hz) characteristic of the emergency running caused by rolling on the emergency running surfaces are sensed on the hinges of the body or bogie acceleration,

EP 700 798 A1 shows a method in which speed signals or signals are processed. Speed not only by measuring the rolling circumference, but also detects the vibration occurring in the emergency running which, as compared to the normal state, results from the above-mentioned different behavior of the tire in the emergency running. Also this method or. the device has the disadvantage that there is no typical vibration or oscillating behavior during emergency operation, which makes it difficult to identify and detect, because also in emergency operation different tire structures, road conditions, speed, different acceleration or braking processes cause such a high loading

• 0 • 0 · 0 ♦ 0 00 • 0 9 9 • · 00 resp. influencing that it is hardly possible to divide cleanly between disturbing variables and emergency operation.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a method for detecting an emergency state of a tire which allows safe detection of an emergency state in all driving conditions which tolerates all occurring interfering and influencing quantities which can be equally applied to all tire and vehicle dimensions and for all tire designs which make all measured quantities available safely and in the simplest way, without great construction or technical costs, and which are economically viable and available for large series.

In the same way, a device is disclosed which is particularly suitable for carrying out the process according to the invention.

SUMMARY OF THE INVENTION

The task is solved by a method for detecting an emergency condition of a tire for motor vehicle wheels, in which at least on each axle, preferably on each wheel, a permanently present first periodic vibration proportional to the wheel speed is generated and supplied as a speed output signal to the signal processing device. in which, in the emergency state, one or more of the separately defined emergency state characteristics and the wheel speed proportional to the periodic oscillations overlap with the first oscillation (s). the output signal of the speed, and in which the signal processing device detects the overlap of the first periodic oscillation with the separately defined (s) and for the emergency state of the characteristic periodic oscillation (s) and processes it into an alarm signal.

By overlapping the first proportional oscillation with one or several separately defined emergency operation characteristics and proportional wheel speed, periodic oscillations, a characteristic that is specific to emergency operation only and which, independently, is achieved on factors such as speed, wheel load, tire wear, road surface, etc., it provides a clearly recognizable signal. Thus, in the event of such a signal, it may be inferred that there is an emergency condition without the need for further roadworthiness checks. In many cases, overlapping the speed output signal with only one periodic oscillation characteristic of emergency operation and proportional wheel speed is sufficient for safe recognition.

In this case, the speed output signal in the form of a permanently present first periodic vibration, proportional to the wheel speed, is provided by active or passive magnetic field sensors, the relative rotating, magnetically active or passive device located on the parts of the vehicle rotating with the wheel or on stationary parts of the vehicle, preferably the encoder, produce a periodic change in the magnetic field, proportional to the wheel speed.

Such an embodiment of the method makes it possible to use simple and already existing and tested measuring value sensors and signal generators, so that the demands on the apparatus are reduced and the production of the respective parts of the device is cost-effective.

In a preferred embodiment, the periodically oscillations, separately defined, characteristic of the state of emergency and proportional to the wheel speed, are produced by an emergency device provided on the vehicle to continue driving in the damaged state of the tire or in its air-free state.

Creating second or also other oscillations by such • 9 9999 »9 9 • 9 99 * 99

9 9

9 9

The emergency running device, which is generally designed in the form of one or more support bodies in or on a bicycle or tire, or in the form of a reinforcement in a tire body, allows a very simple and cost-effective solution to form one or more several, separately defined and periodic oscillations characteristic of the state of emergency.

In a further preferred embodiment of the method, the periodic oscillations characteristic of the emergency condition, separately defined and proportional to the wheel speed, are formed by an emergency support body located within the tire on the rim and provided with discontinuities, preferably designed as cavities or folds.

This further simplifies the generation of the second or also other oscillations defined for the emergency operation, whereby the type of oscillation can additionally be expressed in any way adapted to the vehicle, taking into account the distinct signal resolution. Thus, the discontinuities located on the rolling circuit can be arranged as pleats or projections in number and size such that one or more signal vibrations are induced in the emergency running state, which clearly differ from the normal oscillations caused by the driving state and which are clearly recognizable it alters the output speed signal.

In the same way, the simplified and preferred formation of the second or also other oscillations defined for the emergency operation results from the periodic oscillations characteristic of the emergency condition and proportional to the wheel speed, produced by one or more material reinforcements formed within the tire body, preferably sidewall areas that stabilize the tire when the air warms up during an emergency run and which, if necessary, are formed from different layers and / or surfaces • · * · 4 4 4 4 · ♦ 4 4

4 4 4 4

4 44 4 4 44 4 5 6 7 8 9

9999999 99 99

9 9 9

99 wearers, the material reinforcements having defined discontinuities. which are distributed around their periphery and which are preferably formed as a material accumulation or as a material-lacking site. As a result, additional support bodies for emergency operation can be omitted. only with a slight disadvantage. This means that the tires as such have a greater weight, so that there must be a selection of embodiments of the method which can be used in each case.

Further preferred embodiments of the method are that the periodic oscillations characteristic of the emergency state and proportional to the wheel speed are generated by a first number of discontinuities evenly distributed over the circumference, or by a first number and a second number different from the first number discontinuity evenly distributed over the circuit.

This creates an overlapping harmonic oscillation, typical of emergency operation, which, as an overlapping oscillation, clearly transforms the output speed signal to the signal processing device.

Such a harmonic oscillation, formed, for example, as a 13th-order harmonic oscillation of the tire period, which caused 13 folds evenly distributed over the tread circumference, with normal disturbing effects, appears unusual and therefore folds, is clearly detectable when compared to variables and oscillations. wherein distinct recognition may be further facilitated by the formation of a first number of cavities or creases uniformly different from the second and circumferentially formed from a first number of cavities uniformly distributed around the circumference to produce two harmonic oscillations of different order of the tire period, when overlapping the output speed signal, it is a fully safe flag for the existence of an emergency run condition.

_ <| O _ »· · * ·· * ♦> 0 00 00

X »e e 0 0 0 0 0 000« «« «« «« 000 000 000 «000 000 000 000

0000 000 00 00 00 00 ·

Similarly, the periodic oscillations characteristic of the emergency state and proportional to the number of revolutions are also generated by the number of discontinuities distributed unevenly over the circumference.

In a further preferred embodiment of the method, the output speed signal after processing in the signal processing apparatus is compared to one or more reference or threshold values, and this comparison recognizes overlapping with separate and emergency running characteristic periodic oscillations based on exceeding reference and / or threshold values. and is processed into an alarm signal.

Such a well-known comparison with reference and / or threshold values increases the confidence of the detection when an emergency signal is detected and opens the possibility to further eliminate the influence of disturbances,

Here, it is preferred that the output signal of the wheel or axle speed is compared with the output signals of the other wheels or axles as reference values after processing in the signal processing device. This leads, on the one hand, to the location of the wheel in the emergency state, and furthermore to avoid that disturbing quantities acting simultaneously on all wheels, in particular in the short-term occurrence, do not give rise to an emergency run warning signal. The comparison can be carried out with the wheels on one side of the vehicle, on one axle of the vehicle or also in a manner of comparison with diagonally opposite wheels.

In another preferred embodiment, in the signal processing apparatus for predetermined time intervals, the wheel speed output is calculated from the output speed signal and compared to one or more reference wheel speeds and / or thresholds. values, wherein, based on oscillation, representing the output speed signal, in the signal processing apparatus

99 «9 9 9 9 9 9 9 9 9 9 9

99,999 9,999 9

999> 9,999 ·· 9

9,9999 99 * 9 • 999,999 99,9999 99

(a), for several consecutive and defined angles of rotation of the wheel, the respective times for the partial rotation of the wheel determined by the defined angles of rotation of the wheel are determined and stored, and then

(b) within the defined and counted times Tt, comprising several consecutive wheel rotation angles, the mean wheel speed for one or more wheel speeds within the counted times is calculated and stored from the partial rotation times and the number thereof;

c) the mean rotational speeds of the wheels, respectively. their waveforms are compared with reference and / or threshold values, where:

(d) an alarm is given when the reference and / or threshold values are exceeded.

In doing so, it is the basis for the detection, respectively. for processing the respective wheel rotation times determined by a defined wheel rotation angle, a time window, namely a defined counting time or a measured time T1, also called Loop Time.

Such detection of wheel speed involves only relatively simple processing of the output speed signal and thus reduces the cost of the electronic processing or processing device. the computer capacity and hence the cost of the electronics. Certainly, in such a method for processing the output speed signal, it should be taken into account that in evaluating the number of individual pulses received within a defined counting time T1. they also influence and change the evaluation result - without necessarily significantly weakening it in its testimony - also the oscillation or resonance of the body or body, so that a choice must be made between the simplest evaluation possible and the most accurate evaluation result.

···· 0 «·· 0 0 ·· ··· 0 0 0 0 0 0 0 0 • 0 0 9« 0 0 0 9 · 1 * 0 0 0 »0 0 0 0 ·· »40 40 0 0 0 0

By providing, in the method according to the invention, an overlapping of the output speed signal with one or more separately defined and emergency oscillations characteristic of the oscillations, it is possible to perform such simplified and absolute velocity observation and evaluation without having to capture other and a driving state representing signals such as instantaneous longitudinal or transverse acceleration and velocity, the detection of the respective measured value sensors requires high demands regarding electronic processing leading to a value of

Theirs is their devices and much more complicated design in electronics, which makes them unnecessary

The superimposed separate and emergency condition characteristic additional oscillations are shown in such a manner as velocity oscillations, i. as periodic changes in speed during one wheel turn, which are produced by folds or discontinuities applied, for example, to the emergency support support, and by the rolling radius, which in this way changes in differently small periods of time. These oscillations cause markedly visible changes in the number of counted pulses within the counting interval T1 (Loop-Time), ascertained from the binary signal.

A further preferred embodiment of the method is that starting from the oscillation representing the output speed signal in the signal processing device

(a) first, for several consecutive and defined wheel rotation angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angles are determined and stored, and then

(b) for one or more wheel turns, the mean value is calculated and stored from several such successive times determined, whereupon •

(c) the deviations of the times referred to in (a) recorded and stored from the mean calculated in (b) shall be determined, and

(d) the deviations found are compared with reference and / or threshold values, where:

(e) an alarm is given when the reference and / or threshold values are exceeded.

In this case, it is not the basis for the detection or monitoring. processing the respective times for the partial rotation of the wheel, by a defined angle of rotation of the wheel; observing a defined angle of rotation of the wheel or angular window.

In the case of usually related sensor devices which comprise geared magnetic wheels or similar elements to the coding device, the conversion of the output signal of the speed to the signal from the individual signals or the signal is usually carried out first. to a rectangular signal. This is done so that the sides of the rectangular signal are so correlated with the passage signals of the magnetic field sensors representing the speed output signal generated by the individual teeth of the gearwheel that the rectangular oscillation of the rectangular signal represents for example the wheel rotation angle defined by the passage of the gearwheel.

With a timer measuring device useful for measuring short times, which usually require digital input signals to process, the time measurement can then be performed for a partial wheel rotation, determined by defined wheel rotation angles, by determining the side distances, i.e. the side distances. time differences between the sides of the rectangular signal. In such an evaluation of the rectangular oscillation, it is meaningful to observe the distance between the flanks and the sides. the time difference between the zero crossing of the sides of a rectangular signal, ie always at a representative and the same point of the signal.

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Of course, instead of a rectangular oscillation, any other suitably prepared oscillation may also be used to determine the respective times for partial wheel rotation.

Thus, the times for the partial rotation of the wheel through the time differences between zero crossings (zero crossing times) are directly measured, i.e.. time distances Δτο <ι> (t) between the sides of the rectangular oscillation, where Δτο shows the zero crossing time just for detecting / measuring i, i + 1, i + 2 etc,

With respect to the formation of the mean value according to feature b), in addition to averaging several successive or calculated values of one wheel speed, a particularly suitable method of evaluation is that the individual determined times for the partial wheel rotation determined by a defined wheel angle are undergo averaging synchronous to the speed in such a way that, despite several wheel turns, the times, with respect to one wheel turn, measured at the same time intervals, respectively. at the same rotation angle intervals, it forms a mean value for several wheel turns, which is then the basis for further signal processing.

Thus, in such a synchronization with the speed, the signals read on the wheel and, after processing, already existing as time values, which are read with respect to one wheel rotation at the same time intervals, respectively. at the same rotation angle intervals, i. thus, signals that are generated by the same teeth of a magnet wheel or coding device during a single wheel turn average over several wheel turns. This is to further reduce the effect of signal noise or short-term disturbing variables such as road unevenness, etc., and to make the signal information more intense, since then the times occurring for a partial rotation with a separately defined wheel oscillation characteristic of the emergency state, they are clearly different from the influence of times caused by other disturbing quantities.

· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ·

Such an averaging method is also suitable not only for the aforementioned Loop Time, but also for the output speed signal, based on defined counted times, other values generated by processing, for example, for frequencies, wheel speeds, etc., as will be described hereinafter.

Overall, by this embodiment of the method, both the precision and the oscillation of the superstructure and the body are almost completely unaffected by the evaluation result and, on the other hand, with the averaging times for the partial wheel rotation defined by the angle of wheel rotation. by averaging zero-crossing times, it provides an input variable or intermediate quantity, which is further processed by knowing the geometric dependence of the wheel or tire on another simple calculation step to test the instantaneous wheel speed or wheel acceleration, or undergo sample identification or frequency evaluation as will continue to describe.

A further preferred embodiment of the method consists in starting from the oscillation representing the output speed signal in the signal processing apparatus.

(a) first, for several consecutive and defined wheel rotation angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angles are determined and stored, and then

(b) a sample of several consecutive samples is determined and

(a) the observed and stored times using the sample identification method, and then

(c) the detected sample is compared with the values of the reference samples and / or thresholds, where:

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(d) an alarm shall be given if there is a deviation from the reference sample and / or the threshold values.

Such an embodiment of the sample identification method allows for a very simple and secure identification of the geometric assignment of the variations in the detected zero crossing times relative to the wheel angle / wheel angle in the circumferential direction. in the emergency run, the wheel rolling on the emergency support support provided with discontinuities. When using sensor devices which include geared magnetic wheels or similar members as coding devices, the zero crossing times can be represented as time differences between zero crossing, for example, very simply depending on the flank numbers of the respective teeth.

In order to evaluate the frequencies, in a further preferred embodiment of the method, it is provided that starting from the oscillation representing the output speed signal in the speed processing device.

(a) for a number of consecutive and defined wheel angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angle are determined and stored, and then

(b) with the help of one or more calculation units, the frequencies of times determined and stored in accordance with (a) are calculated by reversing and then stored,

(c) calculate and store the mean value of the frequencies for one or more wheel speeds determined in accordance with (b), whereupon

d) the deviation of the frequencies detected and stored according to b,) is determined from the mean value calculated according to c), and then

(e) the deviations found are compared with reference and / or threshold values, where:

(f) an alarm is given when the reference and / or threshold values are exceeded.

For example, the calculation of the inverse of the frequencies is performed according to the formula f <i> (t) = 0.5 / Z \ To <i> (t), where f represents the observed frequency and ΔΤο <ι> (t) the zero crossing time for detecting / measuring i, i + 1, i + 2 etc. The coefficient 0.5 in this case results from just two measured zero crossing times at the sinusoidal output signal of the wheel speed.

Here again, according to feature c), in addition to the averaging of several successive or calculated values of one wheel rotation, averaging is provided, synchronously with the rotation, in which the signals on the wheel are sensed and already existing after processing as frequency values which the wheels sense the angle of rotation at the same intervals, averaging over several turns of the wheel. This allows, as already shown, to further reduce the influence of signal noise or short-term disturbing variables such as road unevenness, and to increase the signal power, since the frequency of the separately defined oscillation characteristic of the emergency state and, for example, as a harmonic oscillation of the nth order of the tire period, it differs markedly from the effects usually generated by common disturbances.

An alternative preferred embodiment of the method with respect to frequency evaluation is that starting from the oscillation representing the output speed signal in the speed processing device

(a), for several consecutive and defined wheel rotation angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angle are determined and stored, and then

(b) with the help of one or more calculation units:

9

I 9 9 9 9 • 9 9 9 99 the frequency spectrum of the times detected and stored according to a) is subjected to frequency analysis to determine the power spectral density,

(c) with the aid of one or more processing units, the spectral power densities obtained shall be subjected to integration over certain selected frequency intervals and then stored, after which they shall be stored;

(d) the integral of the observed frequency intervals is compared with a reference and / or threshold; and

(e) an alarm is given when the reference and / or threshold values are exceeded.

Such a frequency analysis can, for example, be carried out in a Fourier method, which can be performed by a computing unit, but also - analogously - by means of an electronic circuit.

Such evaluations, respectively. the methods can always be performed alone or additionally to evaluate standard deviations of zero crossing times. The evaluation of frequency analysis and subsequent integrations over selected frequency intervals offers the advantage that this can further increase the confidence of the statement, since then the occurring frequency order of a separately defined oscillation characteristic of the emergency state, generated as a harmonic oscillation of the nth order of the tire period, can be determined in a simple manner, since it differs even more clearly from influences generated as a rule by common disturbances.

A further, and in this sense highlighting evaluation result, a preferred embodiment of the method consists in starting from the oscillation, representing the output of the speed signal, in the speed processing device.

(a) the relevant times for partial successive and defined angles of rotation of the wheel are first determined and stored

- a wheel rotation determined by a defined wheel rotation angle, and thereafter

(b) calculate and then store the instantaneous wheel speeds from the times determined and stored in accordance with (a) using one or more calculation units,

(c) calculate and store the mean value of the wheel speeds for one or more wheel speeds determined in accordance with (b), whereupon

(d) the deviation of the wheel speeds determined and stored in (b) from the mean calculated in (c) is determined, and

(e) the deviations found are compared with reference and / or threshold values, where:

(f) an alarm is given when the reference and / or threshold values are exceeded.

The calculation of the wheel speeds is carried out, for example, according to the formula v <i> (t) = 0.02 m / ΔΤο <ι> (t), where v shows the wheel speed and ΔTo the zero crossing time just for detecting / measuring i, i + 1. i + 2 etc. The wheel / tire rolling circumference during the zero crossing time in this case is 0.02 m. Such an evaluation of the wheel speeds differs from the previously mentioned because of the detection method and the evaluation of the times for partial wheel rotation within Loop Time. here for finding or. for processing the respective partial rotation times determined by the defined rotation angles of the wheel, the partial rotation of the wheel as such is taken as the basis, i.e., the wheel rotation. thus observing a defined angle of rotation of the wheel.

In a further preferred embodiment of the method, the result of the evaluation is also to be emphasized by starting from the oscillation representing the output of the speed signal in the speed processing device.

(a) for a number of consecutive and defined wheel angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angle are determined and stored, and then

(b) with the help of one or more calculation units, instantaneous accelerations of the wheels are calculated and then stored from the times determined and stored in accordance with (a), as follows:

(c) calculate and store the mean wheel acceleration value for one or more wheel speeds, as determined in (b), whereupon

(d) the deviation of the acceleration of the wheels, determined and stored in accordance with (b), from the mean value calculated in accordance with (c) or from zero and then

(e) the deviations found are compared with reference and / or threshold values, where:

(f) A warning signal shall be given when the reference and / or threshold values are exceeded.

The calculation of wheel acceleration is effected for example while the structure and the <i> (t) = [In <i> -v _<x _i>] / ΔΤο <i> (t) which represents a wheel acceleration, the wheel speed transit time aÁTo zero for detecting / measuring i-1, i, i + 1, i + 2 etc.

Both embodiments of the method, namely velocity analysis and acceleration analysis, may be performed alone or additionally to evaluate standard deviations of zero crossing times or frequency / frequency analysis, wherein each additional or additional evaluation based on the initial or intermediate variable zero crossing times offers advantages with respect to to the increasing certainty of the statement. Thus, for example, when rolling the wheels on a pad, the surface is very uneven, or is uneven. heavily grooved, or provided with waves or indentations, by means of various evaluation methods, control the speed output signals on the basis of several threshold values, whereupon the occurrence of an oscillation characteristic of emergency operation may differ with certainty from any disturbance variable.

Furthermore, when using sensor devices which comprise geared magnetic wheels or similar elements as coding devices, all evaluation methods can also be carried out additionally, so as to avoid misinterpretation of the signal due to

9 9.9 ί 9 9 ► ► · · · Also due to others in electronic involves learning the existing tooth pitch error or tolerance in mechanical members or components by providing signal processing and self calibration of the entire system. This can be accomplished, for example, in the fact that in the normal state, e.g. When running in emergency mode, deviations and their signal fraction of the base signal are recognized.

regularly occurring deducted from the observed

A device which is particularly suitable for carrying out the method for detecting an emergency condition of a tire for a vehicle wheel

a) comprises at least on each axle, preferably on each wheel, arranged sensor devices which prepare a still present first periodic vibration proportional to the wheel speed, as a speed output signal, the sensor devices

(b) incorporate active or passive magnetic field sensors which are arranged on the parts of the vehicle which rotate with the wheel or on the stationary parts of the vehicle; and

(c) incorporating magnetically active or passive sensing devices which, relative to the magnetic field sensors, rotate the wheel speed and are arranged complementary to those on the parts of the vehicle which rotate with the wheel or not stationary parts of the vehicle and which they produce a periodic magnetic field change proportional to the wheel speed, with the apparatus further

d) has a signal processing device for processing and evaluating the output speed signals as well as for emitting control and / or warning signals,

e) has a transmission and display device for transmitting and / or displaying output speed signals as well as control and / or warning signals,

(i) has an emergency running device which is mounted on the vehicle wheel and which, in the emergency running state, constitutes one or more independently defined emergency running states

4 4 4 4 ·

• · 44

44 • 4 4 ·

4 · · · ·

4 4 ·

44 proportional, periodic oscillations and overlapping them with the first oscillation or the oscillation. with output speed signal,

g) has a signal processing device or a signal processing device; noise filtering equipment; and

(h) has one or more storage devices for storing reference and / or threshold values; and

(i) has a comparator that, after processing, compares the respective axle or wheel output signals with one or more reference and / or threshold values and detects and processes the overlap of the first periodic oscillation with separate periodic oscillations characteristic of the periodic oscillations exceeding the reference and / or threshold values.

Such a device, which generates one or more separately defined and for the emergency state of the characteristic oscillations and overlaps them via the output speed signal, allows safe detection of the emergency state with relatively simple instrumentation and prevents the alarm signal from triggering the aforementioned disturbing and influencing variables from the state of the vehicle.

immovable parts of the vehicle

The design of such a device is based on the use of devices known in the art, first of all in that the sensor device for preparing a permanently existing first periodic and proportional vibration wheel comprises active or passive magnetic field sensors arranged on the vehicle parts rotating with the sensor devices further comprising magnetically active or passive sensing devices which rotate the wheel relative to the magnetic field sensors and are arranged complementary to those on the parts of the vehicle that rotate with or without the wheel, equipment

0 0 0 * 00 00 00 0 99 99 0000

000 »0 000 0 00 0

000 000 000 000 0

0 · 0 0 0 0000

0000 000 0 · 00 00 00 create a periodic change in the magnetic field in proportion to the wheel speed in the detection area of the magnetic field sensors.

Such a sensor device known per se within the device according to the invention simplifies the design of the device, while at the same time allowing a safe and stable output speed signal to be generated in the manner of the first periodic oscillation.

The sensing devices are generally designed in the form of an annular or disc coding device which rotates with the wheel and has a plurality of permanent magnetic regions distributed over the entire circumference of the coding device, the magnetic field sensors being configured as active or passive measuring members and arranged on stationary parts of the vehicle and on the periphery of the coding device.

An embodiment of the invention in which the sensing devices are designed as a coding device, i.e. a magnet wheel rotating with a wheel or a metal wheel toothed on a circumference, and the magnetic field sensors are stationary on stationary parts, allows the use of already tried and known means and involves further reducing instrumentation, since no complicated signal transmission between the rotating parts is required.

A further embodiment of the device, in which the additional devices such as coding devices or magnet wheels are eliminated and thus achieves, inter alia, weight savings and a less complex measurement record, is that the sensing devices are formed as a large number arranged in the tire - preferably lateral the wall of the tire - permanently magnetic regions, rotating in the direction of rotation, evenly distributed over the overall circumference of the tire, and that the magnetic field sensors are arranged stationary on the stationary parts of the vehicle and on the periphery of the tire.

9 · ·· ♦ »* 9 99 99 99 • 99

9999 9,999 9,999

999 99 999 99 · · 999 · 9999

9999 99 · 99 «· 9 · 99

In general, it must be taken into account for all sensor devices that passive measuring elements which are left in the technical connection and in their design or in the design of the sensor. more often they make the connection more simple, they produce a signal dependent on their amplitude, ie. in its power at the excitation frequency or excitation frequency, so that in the present application the signal amplitude of the passive measuring members can be greater at high driving speed and slower driving speed, possibly requiring additional adaptation of the evaluation electronics and / or thresholds taken for assessment.

The device is preferably designed so that the emergency running device for providing one or more emergency running conditions characteristic of the wheel speed proportional to the periodic oscillations is provided as at least one arranged inside the tire, preferably supported by a rim, the emergency running body having defined discontinuities on its emergency tread, distributed circumferentially.

With such an embodiment of the device, periodic oscillations which occur exclusively in the emergency operation state and are representative for this purpose can be produced mechanically in a simple manner, whereby a separate definition of the oscillation can be easily ensured and performed by shaping the support body or the like. for emergency operation.

Preferably, for this purpose, defined discontinuities such as cavities or creases in the emergency tread are distributed over the circumference. Such an embodiment proves to be particularly simple during manufacture because, for example, with conventional rolling, cutting or embossing devices, the emergency tread of the emergency running body can be economically brought into shape. Furthermore, such an embodiment of the discontinuity of the tire during an emergency run, i. when contacting at least a portion of the inner side of the tire tread with the emergency support support, it does not load over the tariff and prevents damage to the tire material.

9 9099

0 • fefefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe

In a preferred embodiment, the device is provided as a first number of cavities or treads evenly distributed over the circumference.

there are discontinuous folds in the emergency

This creates a harmonic oscillation typical of emergency operation, which results from a reduced rolling radius inside the fold, or from the inside. this momentarily changed angular speed / wheel speed at approximately the same driving speed. This overlapping oscillation clearly alters the output speed signal to the speed processing device.

Such harmonic oscillations, for example produced by means of 13 folds, evenly distributed over the circumference of the tire tread, such as the harmonic oscillation of the 13th order of the tire period, appear to be unusual and thus clearly detectable compared to commonly occurring disturbances and oscillations.

In a particularly preferred manner, the detectability and thus the confidence of the existence of an emergency state is enhanced by the fact that the first number of cavities or pleats uniformly distributed over the circumference and a second number different from the first cavities or pleats uniformly distributed over the circumference tread.

Such an arrangement of the cavities generates two harmonic oscillations of different order of the tire period, the common occurrence of which in the overlap of the output speed signal constitutes an emergency run and the evaluation of the changes a safe symptom for a condition in addition to their good detectability at wheel speeds.

9 »» 999 ·· 99 99 99

99 * 9999 99 99 9 9 9 999 99 999 9

9 9 * 99 999

9999 999 99 9 · «9 99 evaluation using frequency analysis.

A further preferred embodiment of the device consists in that the emergency running device for producing one or more emergency conditions characteristic of the wheel speed proportional to the periodic oscillations consists of one or more, performed inside the tire body, preferably in the sidewall region, and stabilizing the tire in the event of loss of air in emergency operation, material reinforcement, optionally constructed from different layers and / or surfaces of strength wearers, wherein the material reinforcement has defined defined discontinuities along its circumference.

This makes it possible to receive a defined emergency travel signal even when no separate emergency support supports are provided inside the tire, but the tire is nevertheless designed so that the stability of the shape remains in the emergency travel state, thereby allowing limited continuation of travel and at the same time, a safe signal is detected to detect this condition.

circumferentially divided, like the accumulation of material that is - like

Preferably, the defined discontinuities, or material loss points, are provided with folds on the emergency running support body in the manner of a first number of discontinuities, evenly distributed over the circumference, optionally with a second number of discontinuities different from the first.

While at normal air pressure, the material reinforcements formed inside the tire casing do not load and, due to the correspondingly symmetrical arrangement, also cause no imbalance or no influence on the driving condition during normal operation, they leave such accumulations or material loss points in an emergency state.

ie. when 00 0 00 00 • 00 000 · 0 0 0 0 0 000 0 0 00 0 0 0 0 0 0 0 0 00 000 00 · • 0 0000 0000 0000 000 0 «0 · · 0 00 of the respective areas in the tire body, may be generated by one or more well detectable oscillations, which can be unambiguously evaluated by the evaluation electronics in the signal processing apparatus.

The inconvenience of making the shell itself heavier due to the particular design of the housing body regions is partly compensated by the no longer necessary need to insert the emergency support support, as well as the additional advantage that creeping air loss can also be detected by the gradual accumulation of vibration or and that the signal does not occur only when the air is completely lost and the abutment members or abutments abut.

Evaluation or. vibration detection, typical of emergency operation, is accomplished by comparing the output signal of one wheel or axle with the specified reference values or the output signals of the other wheels after processing the respective output signals / axles or wheels in the signal processing device; axles as reference values, and produces a warning signal when the predetermined difference between the speed output signals is exceeded.

The last processing, ie. by comparing the wheel speed with the other wheels of one side of the vehicle, or also with the wheels of the other side of the vehicle, directly or diagonally, as mentioned above, the refinement and the accuracy of the testimony are improved.

The evaluation, which is particularly simple with respect to signal processing and which can be carried out with little means, can be achieved in a particularly advantageous manner by a device in which the signal processing device has a signal output for the output speed signals

- 30 ftft ftft ftft ftft ftft ftft ftft ftft ftftft ftftft ftftftftft ftftft ftft ftftft ftft ftftftftft ftftftftft ftftftftft ftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftftft single wheels or axles, the following devices;

a) one or more filters (35-38) for individual wheel or axle speed output signals, preferably low pass filters, to filter the speed output signals from high-frequency noise fractions,

b) one or more comparators, in particular Schmi t-t-flip-flops (39-42), producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses,

c) one or more time control devices (43-46) (timer) which, for several consecutive and defined wheel rotation angles, measure the respective times for partial wheel rotation determined by defined wheel rotation angles, the timing being measured by detecting time differences between two upward or downward the descending sides of a rectangular signal that correlate with partial rotation times,

d) one or more, connected in parallel to the time control devices, the counter devices (43-46) for individual signals from the individual pulses, to determine the number of individual pulses received, respectively. measured times within a defined counted time Tl,

e) one or more memories (47) for storing the times determined according to c) and the number of individual pulses received according to d) within several consecutive counted times T1,

f) engaging a computer (48) to calculate and store the mean wheel rotation speeds within the counted times T1 for one or more wheel speeds from the times determined for the partial rotation, and their counts within the counted times T1,

g) a comparator device (49) which compares the averaged wheel rotation speeds and / or their course with reference and / or threshold values and emits a warning signal when the reference and / or threshold values are exceeded.

«1 2 3 4 5 6 7 8 9

9 99 9 99 9 9 9 9 9 9 9 9 9 9

9 9 9 9 9

9999 999 9 · 99 99 99

In such a simple embodiment of the device, the wheel speeds are compared directly to the reference values or to the wheel speeds. with each other, which in most cases of use, especially due to the widespread use in series vehicles, is sufficient to define the emergency running state. In addition, electronic standard devices such as comparator wiring, which are commonly known as operational amplifiers without negative feedback, are allowed to be used for the devices, and such standard devices allow the device to be manufactured in an economical manner due to manufacturing costs and complex wiring and connection of electronic components. in a big series.

A further preferred embodiment of the device is that the signal processing device, based on the signal inputs for the output signals of the speeds of the individual wheels or axles, has the following devices:

a) one or more filters (35-38) for individual wheel or axle speed output signals, preferably low pass filters, to filter the speed output signals from high-frequency noise fractions,

b) one or more comparators, in particular Schmitt flip-flops (39-42), producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses,

c) one or more time control devices (50-53) (timer) which, for several consecutive and defined wheel rotation angles, measure the respective times for the partial wheel rotation determined by the defined wheel rotation angles, the timing being measured by detecting time differences between two upward or downward the descending sides of a rectangular signal that correlate with partial rotation times,

d) one or more memories (54) for storing times of several consecutive times and according to c) performed time measurements.

9 · »* 9« 99 94 94 • 94 9 9 9 9 9 9 9 9 • 4 44 9 994 9 99 9 • 499 9 9 949 99 9 • 9 9499 949 · 999 999 99 · 9 · 9 49

(e) engaging a computer (55) to calculate a mean value from several such consecutive times for one or more wheel speeds, and to calculate the deviations of times determined and stored according to

c), from the calculated mean value,

(i) a comparison device (56) which compares the averaged deviations with the reference and / or threshold values and emits a warning signal when the reference and / or threshold values are exceeded.

As already described in the description of the respective process steps, the time differences are measured directly, i.e. the time difference. the time intervals between zero crossings (zero crossing times), making it possible for the evaluation result to be completely unaffected by the body and body vibrations.

In a further preferred embodiment, the signal processing device comprises another device, for example a computing device or suitable electronic circuitry, for detecting or detaching. frequency calculation or frequency analysis.

To. Preferably, the apparatus is configured such that the signal processing apparatus, based on the signal inputs for the output signals of the speeds of the individual wheels or axles, has the following apparatus:

a) one or more filters (35-38) for individual wheel or axle speed output signals, preferably low pass filters, to filter the speed output signals from high-frequency noise fractions,

b) one or more comparators, in particular Schmitt flip-flops (39-42), producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses,

(c) one or more time-control devices (50-53) and (50-53) and <> ·>

Which measures, for several consecutive and defined wheel rotation angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angles, the timing being measured by detecting the time differences between two ascending resp. the descending sides of a rectangular signal that correlate with partial rotation times,

d) one or more computing units (57-60) for calculating the time frequencies, determined in accordance with c), by inverting,

e) one or more frequency storage memories (61) calculated in accordance with c),

f) connecting a computer (62) to calculate a mean value from several such successive calculated frequencies for one or more wheel speeds and to calculate the deviations of the frequencies detected and stored according to d) from the calculated mean value,

(g) a comparison device (63) which compares the averaged and / or threshold values and, at the thresholds, emits reference deviations above the reference and / or alert signal.

An alternative preferred embodiment of the invention is that the signal processing device, based on the signal inputs for the output signals of the wheel or axle speed, has the following devices:

a) one or more filters (35-38) for the output signals of individual wheel or axle speeds, preferably a low-pass filter, to filter the output signals of speed from the high-frequency noise fractions,

b) one or more comparators, in particular Schmitt flip-flops (39-42), producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses,

(c) one or several time control devices (50-53); c) one or more time control devices (50-53); «9 ··· ·· * 9 9 9 • 9 9 9 9 9 9 9 9

999 (· timer), which measures, for several consecutive and defined wheel rotation angles, the respective times for partial wheel rotation determined by defined wheel rotation angles, the timing being performed by detecting time differences between two ascending resp. the descending sides of a rectangular signal that correlate with partial rotation times,

d) one or more computing units (64-67) for performing frequency analysis of the frequency spectrum of the times measured according to c) versus time (time signal) and for detecting power spectral density;

e) one or more computing units (68-71) to perform integration of the determined spectral power densities over certain selected frequency intervals;

f) one or more memories (72) for storing several values of the integral ascertained in succession;

g) a comparison device (73) which compares the detected values of the integral of the selected frequency intervals to a reference and / or threshold value and emits a warning signal when the reference and / or threshold values are exceeded.

In conjunction with the aforementioned generation of a defined and occurring harmonic oscillation for an emergency condition, such an embodiment of the device achieves additional certainty in the statement of, and detection of, the emergency condition by frequency detection or frequency analysis and subsequent comparison with the respective reference quantities.

In a further preferred embodiment, the device is configured such that the signal processing device, based on the signal inputs prp and the output signals of the wheel or axle speed, has the following devices:

a) one or more filters for individual wheel or axle speed output signals, preferably low pass filters, * to filter the output speed signals from high-frequency noise fractions,

(b) one or more comparators, in particular Schmitt flip-flops, producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses;

(c) one or more timer devices which measure, for several consecutive and defined wheel rotation angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angles, the timing being measured by detecting the time differences between two uplink or. the descending sides of a rectangular signal that correlate with partial rotation times,

(d) the involvement of a computer in calculating the instantaneous wheel speeds, respectively, of the times determined in accordance with (c);

(e) one or more memories for storing instantaneous wheel speeds calculated in accordance with (d);

(i) engaging a computer to calculate the mean wheel speed value for one or more wheel speeds calculated in accordance with (d) and to calculate the variations in wheel speed determined in accordance with (d) from the calculated mean value;

(g) a comparison device (73) which compares the detected and / or threshold values and, in the case of a deviation with reference exceedances, of the reference and / or alarm signal.

threshold values

As already shown in the foregoing description of the method, such an embodiment of the device - in addition to the evaluation of the standard deviations of the zero crossing times or the evaluation of the frequencies - can be carried out in a simple manner with accurate speed analysis. further or additional, and zero-crossing evaluation times at the input or intermediate value, offer advantages with respect to the increasing confidence of the statement.

This also applies to the following embodiment of an acceleration analysis device which can also be connected.

• ·

To this end, the device is preferably designed such that the signal processing device, based on the signal inputs for the output signals of the speeds of the individual wheels or axles, has the following devices:

(a) one or more filters for output speed signals of individual wheels or axles, preferably a low-pass filter, to filter the output speed signals from high-frequency noise fractions;

(b) one or more comparators, in particular Schmitt flip-flops, producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses;

(c) one or more timer devices which measure, for several consecutive and defined wheel rotation angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angles, the timing being measured by detecting the time differences between two uplink or. the descending sides of a rectangular signal that correlate with partial rotation times,

(d) computer engagement to calculate instantaneous wheel accelerations, as appropriate, to the times determined in accordance with (c);

(e) one or more memories for storing instant wheel accelerations, calculated in accordance with (d);

(f) the use of a computer to calculate the mean wheel acceleration value for one or more wheel speeds calculated in accordance with (d) and to calculate the deviations in wheel acceleration determined in (d) from the calculated mean value;

(g) a comparison device (73) which compares the detected and / or threshold values and, in the case of a deviation with reference exceedances, of the reference and / or alarm signal.

threshold values

The device can be designed in such a way that the device for: 9 9

9 9 9 · · · · ·

999 99 999 99 9 · 9999 9999 «999 · *» 99 99 9 «99 a connected arithmetic unit which, over several wheel revolutions, rises from the values with respect to the wheel revolutions measured or calculated at the same time intervals, respectively. at the same rotation angle intervals, i. time, frequency, speed, acceleration, first calculates the mean value and then makes it available for further signal processing.

As already explained according to the respective description of the method, the signals which are generated at the same time intervals or at the same time with respect to one wheel revolution. at the same rotation angle intervals, during one wheel speed, they are averaged over several wheel speeds, further reducing the effects of signal noise or short-term disturbances such as road unevenness, etc.

Particularly advantageously, a method is used to determine the state of emergency of a tire for a vehicle wheel in a vehicle wheel control system with air-filled tires, in particular in an anti-lock system (ABS), wherein the vehicle system is at least on each axle, preferably on each wheel. it generates a permanently present first periodic vibration proportional to the wheel speed and is supplied as a speed output signal to the signal processing apparatus of the control system. the output speed signal overlaps the separately defined, emergency condition characteristic and the wheel speed characteristic of the second periodic oscillation, and wherein the control system signal processing apparatus detects the overlap of the first periodic oscillation with the separate second periodic oscillation and processes it into an emergency run signal.

This application of the method results in a particularly light binding and integration in the already mature and tested vehicle data monitoring system, so that only a few changes are to be made to the equipment and to the electronics required for the capacity. control system, such as an anti-lock system, has added important statements about whether the wheel is in emergency condition. The use of existing measuring sensors and evaluation electronics then makes it possible to achieve a defined statement of emergency operation in a particularly economical manner, even in large series.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is explained in more detail according to an exemplary embodiment. They show:

Fig. 1: a schematic sketch for the arrangement of the device according to the invention in a motor vehicle; Fig. 2a: a schematic representation of a prior art wheel speed sensor device having an active sensor device; a prior art wheel speed sensor having a passive sensing device, FIG. 2c: a principal representation of a prior art wheel speed sensor device having an active sensing device in the form of permanent magnetic regions arranged in a Fig. 3: Emergency running device for generating periodic oscillations characteristic of the emergency running condition and proportional to the wheel speed, in the form of an emergency running support body supported on the rim, Fig. 4: part of the supporting body according to Fig. 3 with folds • · • · 9 ·

99 99 99

9 9 9 9 9 9

9 9 9 9 9 9

9 9 9 9 9 9 9 · 99 99 99 in the emergency tread, distributed over the circumference, Fig. 5a; Fig. 5b: an enlarged view of the time interval indicated in Fig. 5a, Fig. 6a, a graph showing the evaluation within the defined wheel speed loops of the individual wheels, which are processed and detected using wheel speed sensor devices; Fig. 6b: The waveform of the vibration, which is undisturbed, is detected by sensor devices and is proportional to the wheel speed (normal speed output signal) at a constant speed, Fig. 6b: The waveform of the vibration detected by sensor devices and proportional speed, with oscillation overlap n -th order of the tire period (superimposed speed output signal), compared to the normal speed output signal of Fig. 6a, Fig. 7a: zero crossing time časyτο <±) (t) (zero crossing time signal) of normal and overlapping speed output signal 6b, plotted on the timeline, which is shown in FIG Fig. 7b: frequencies plotted on the timeline and detected by generating the inverse of the zero crossing times of Fig. 7a, Fig. 7c: velocity 7a, fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe Fig. 7d: Wheel acceleration plotted on the time axis and calculated from the wheel speeds according to Fig. 7c; Fig. 7e: Spectral power density determined by frequency analysis of the signal 7a, plotted against frequency, FIG. 7f: Wheel speeds of all four wheels plotted on the timeline and calculated from zero crossing times, after evaluating the default Fig. 8: a schematic representation of a block diagram method, a signal processing device according to the invention, based on an evaluation according to a method, the amount of individual pulses obtained at a defined counted time T1, (Loop- Time) of normal or overlapped output speed signal, Fig. 9: schematic representation in the diagram, signal processing device based on evaluation, according to the method, zero crossing, method of block according to the invention, times Δ T ₀ <i> (t) Fig. 10 Fig. 11 shows a schematic representation of a block diagram of signal processing of a device according to the invention, in which the calculation of the frequencies of several successive zero crossing time measurements is carried out by inverting a value; An apparatus according to the invention, in which, by means of a computing unit, the frequency spectrum of the zero-crossing times versus time (time signal) is subjected to frequency analysis to determine the power spectral density.

• 9 ·· 49 4 · 4 4

DETAILED DESCRIPTION OF THE INVENTION

Figure 1, which shows the arrangement of the device according to the invention in a motor vehicle, first shows a central computer or a computer. an evaluation unit X, which is connected to sensor devices 2-5, which are again assigned to individual wheels 6-9.

The sensor devices detect the output signals of the individual wheel speeds and these further lead to a central processing unit which is connected to the display and warning device 10, such as an optical warning device located on the instrument panel in the driver's field of vision, via the output side.

The central processing unit comprises a signal processing unit with all the devices for evaluating and comparing the output signals of the wheel speeds as well as for generating an alarm signal in the display device 10.

Figure 2a shows a principle representation of the sensor device used in the device according to the invention and known per se, each sensor device being in the form of a magnet wheel 11 which rotates with the respective wheel and which creates a periodic magnetic field change in the magnetic field sensors 12 evaluates and processes in the signal processing apparatus belonging to the central processing unit as an output signal of a periodic oscillation speed proportional to the wheel speed.

Figure 2b shows a schematic representation of an alternative and also prior art sensor device, wherein there is a passive metal wheel-like sensor device 13 circumferentially. • Toothed, whose speed is detected by sensor 14. • • • • • • • • • • • • • • • the magnetic field created for this.

Figure 2c shows a further known alternative of the sensor device in a principal representation, wherein an active sensor device in the form of permanent magnetic regions 16 arranged in the sidewall 15 of the tire is again arranged. The tire speed provided in such a manner is then detected by a correspondingly generated magnetic field sensor 17.

Figure 3 shows an emergency running device provided in the device according to the invention for producing one or more periodic oscillations which are characteristic of the emergency running state and are proportional to the wheel speed, in the form of an emergency running support body 19 supported on the rim 18. the emergency running body 19 is located within the tire 20, shown in section here, and has folds 21 on its emergency running tread 23, as is even more clearly shown in the figure.

4. There are a total of 13 equal pleats 21 distributed uniformly over the circumference, with the shape of the support body used for z s s

TK &apos; running with its two bulges 23 and 23 projecting towards the inner side of the tire tread, i.e. radially outwardly, folds 21 are formed, symmetrically with z just on both bulges 23 and 23

In the event of a sudden loss of air, the inner side 22 of the tire tread is laid on the outer surface. the emergency tread 23 of the emergency support support body, thereby allowing road operation, sufficiently safe for an emergency condition and reliably preventing the tire from bouncing off the rim.

Figure 5a shows a graph that illustrates the evaluation within the defined Count Loops of the wheel speeds of the individual wheels that are processed and detected using

- 43 t:

• 9 • · ♦

99 wheel speed sensor devices.

The defined counter times are shown here on the first coordinate axis, while the second coordinate axis contains the speeds of the individual wheels. The graph shows synchronously the speed of all four wheels, namely the front left wheel (FL = front right), the front right wheel (FR = front right), the rear left wheel (RL = rear left) and the right rear wheel (RR = rear right),

The different wheel speeds are more clearly recognized in Figure 5b, which shows an enlarged view (magnifying glass) of the time interval 24 indicated in Figure 5a.

Figures 5a and 5b show an evaluation according to the method for a vehicle whose left rear wheel (RL) is in emergency condition after a sudden pressure loss.

Even with a very simple speed evaluation, it is recognized here that the left rear wheel velocity curve is clearly detectable from the other wheel velocities, with approximately 11 Loops counting as one wheel revolution. A velocity curve 200 representing the left rear wheel velocity characteristic, characterized by a periodic oscillation that is separately defined and proportional to the speed of the wheel and which is excited by a number of folds distributed evenly across the emergency tread of the emergency support support, readily and routinely check the wheel speed reference or threshold values 201 and 202 and detect as a speed curve representative of emergency operation, even if this is influenced by body or bodywork oscillations and resonances.

Figures 6a and 6b and 7a-7e show the distinct recognition of the oscillation that overlaps over the output:

the speed signal is characteristic of the emergency running state, which is separately defined, proportional to the speed of the wheel, and which is formed in the emergency tread, respectively. on the circumference for rolling the emergency support support.

In these principal and only qualitative representations, Figure 6a shows initially the behavior of a normal speed output signal over time, for example an ABS signal, which is first represented by a curve 203, at a constant speed without an emergency run, i. at normal condition.

If now with the aid of the device according to the invention, i.e. folds on the emergency tread; on the rolling stock for the emergency support roller, it generates, separately defined and proportional to the wheel speed, the periodic n-th order of the tire period - here the harmonic 13 th order of the tire period created by 13 folds, evenly distributed circumferentially - and overlapping them over the output speed signal, thus obtaining the overlap of the output speed signal over time, qualitatively shown in Figure 6b by the curve 204 and shown in comparison with the non-overlapping, i.e. the normal speed output signal according to curve 203.

Figure 7a shows, as plotted on the timeline, the detected partial wheel rotation times, determined using a defined wheel rotation angle, as a signal ΔΧο <ί> (t) of the zero crossing time of the normal and overlapped speed output signal of Fig. 6b based on curves 205 and 206. which is detected with the aid of a timer, measuring the times / time differences between the zero passes of the individual pulses received.

It is recognized that the zero crossing times of the normal speed output signal of FIG. 6b, corresponding to curve 205, remain substantially constant and lie at approximately 0.8.

00 i i:: 0 0 0 · 0 0 0 0 ms, notwithstanding the disturbance, manifested by slight fluctuations, which may be caused, for example, by speed changes, road surface, signal noise, etc.

in

The time of zero-translated speed output signal of FIG. 6b, respectively, has a noticeable periodic variation of about 0.02 ms, corresponding to curve 206, and varies with respect to its absolute value between about 0.78 and 0.82 ms.

Figure 7b shows, in addition, the frequency of the zero crossing times of FIG. 7a plotted on the timeline and ascertained by the inverse of the previously described formula f. <I> (t) = 0.5 / To To <i> t. it will be appreciated that the detected zero crossing frequency frequencies of the normal speed output signal of FIG. 6b, respectively, to curve 207 remain substantially

constant and v this case lies at approximately 625 Hz, apart from again disturbing influences. projecting with only light fluctuations. Respectively found frequency times passage zero

7a, on the other hand, have a noticeable and particularly clearly detectable periodic variation, corresponding to curve 208, and the frequencies vary with respect to their absolute value between approximately 610 Hz and 640 Hz.

Figure 7c shows, in addition, the wheel speeds plotted on the timeline and determined from the zero crossing times of Figure 7a, respectively according to the formula already described in <j.> (T) = 0.02 m / A To <i> t. it can be seen that the wheel speeds obtained from the normal speed output signal corresponding to curve 209 remain substantially constant and in this case lie at approximately 25 m / sec, while the wheel speeds detected from the overlapped speed output signal respectively to curve 210 , opposite

this has clearly detectable periodic variations, with wheel speeds varying between approximately 24.2 m / sec and 25.8 m / sec relative to their absolute value.

9

Figure 7d shows the acceleration of the wheels plotted on the timeline and calculated from the wheel speeds of Figure 7c, according to the formula already described and <χ> (t) = [v <χ> -v <i_i>] / To <i> (t). Here, it can be recognized that the wheel accelerations detected from the wheel speeds of the normal speed output signal according to curve 211 remain substantially constant, while the wheel accelerations detected from the wheel speeds of the overlapped output speed signal according to curve 212, in contrast, have clearly detectable periodic variations. The curve 213 shows the acceleration of the wheels of the curve 212, filtered by producing an average value. Such filtering may eventually become meaningful because, due to the undulating nature of the derivative, the acceleration curves are often particularly noise-loaded, so that a safe and simple evaluation can be performed after filtering.

Giant. 7e shows, by means of frequency analysis of the zero crossing time signal of FIG. 7a, here, by means of the Fast Fourier Transform (FFT), the spectral power density detected as plotted against the frequency. It is recognized that the spectral power density obtained from the zero crossing overlapping speed output signal has distinct peaks according to curve 215, compared to the spectral power density determined by the curve 214 obtained from the zero crossing trip signal of the normal speed output signal. . The peaks shown here arise in shape and arrangement by means of a harmonic vibration of the 13th order of the tire period formed from 13 folds on the emergency support support, evenly distributed over the circumference, the frequency intervals to be observed depend inter alia on the order of overlapping vibration and the speed of the wheel. For further evaluation in such a definite

4 4

4 4 ·

I 4 4

4 4 4

4 4 5 «4»

The frequency ranges form the integral of the spectral power density curve and compare it with reference or threshold values or also with each other.

• 4 44 444 4 4 4 · 4. 4

4

4 • • 44 · · 4 ♦ · «4

Fig. 7f shows. difference to the above-mentioned, qualitative displays, evaluation of the real and on-going vehicle output speed signal, showing the wheel speeds of all four wheels, ascertained from zero crossing times according to the formula described above <i> (t) = 0.02m / Similar to the one-wheel qualitative representation of Fig. 7c, averaging over six consecutive zero crossing time calculations (six flank signals) was performed here for better readability and to reduce the effect of signal noise.

On the basis of this evaluation, the unquestionable detection of the emergency running state in the real situation, made possible by the inventive method, is particularly evident. Wheel speeds determined from normal speed output signal - according to curves 209 ^Z (EL), 209. ' (EH) and 209 (RR) - they remain essentially constant, respectively, except for disturbing quantities and signal noise. almost evenly increasing with the speed increase (acceleration) existing, while the wheel speeds, as determined from the overlapped left rear wheel speed (RL) output signal, respectively

to the curve 210 in the emergency run, on the other hand, have periodic deviations clearly detectable.

Figure 8 shows a schematic representation of the signal processing of the device according to the invention as a block diagram, which display is based on evaluating, according to the method, the number of individual pulses received within a defined counting time T 1. (Loop-Time) of normal or normal the output speed signal being translated, wherein in the processing scheme shown here, the mean wheel speed is determined at defined and several consecutive angles of rotation of the retained, counted

times Τι. , from the times determined for the partial rotation and their number for one or several wheel revolutions within the counted times T 1.

(Loop-Time).

• Φ * Φ »9» Φ Φ 9

Φ »··»

Φ ΦΦΦ

Schematically shown here are first sensor devices arranged on each wheel front left (FL), front right (FR), rear left (RL) and rear right (RR), which consist of active sensor devices 27-30, designed as magnets. 2a and the associated magnetic field sensors 31-34.

The speed output signals detected by the sensor devices are further coupled to a signal processing device 100 belonging to the central processing unit 1, and are filtered there by means of low-pass filter 35-38 filters, whereupon the oscillation representing the speed output signal transforms by means of the Schmitt flip-flops 39-42 into a rectangular signal from individual pulses.

The individual pulses resulting from the wheel speed output signals then reach the timer 43, which, for several consecutive and defined angles of rotation, measures the respective wheel rotation times determined by the defined wheel rotation angles. , wherein the time measurement is performed by determining the time differences (zero crossing times) between two uplink and / or uplink times. descending and with times for partial rotation of the correlating sides of the rectangular signal.

In parallel to this, the individual pulses of the rectangular signal are fed to the counting devices 43 to 46 to determine the number n (Ti) of the individual pulses or pulses received. measured times within a defined counting time Ti. .

Numbers of received individual impulses several consecutive times

9 • 9

9 9 · 9 9 9 9 * 9 9 9 * 9 9

9 9 9

99 consecutive counting times, here the numbers η (Τχ,) π (ί), n (TL) FRd), D. (Tl) rl <i>> and G (Tl.) Rrii> of 10 consecutive counting times ( i = 1-10) of the individual wheel speed output signals being processed, as well as the detected wheel turn times determined by the defined wheel rotation angles, are then read into memory 47 and further processed by the wiring of computer 43 in which the wiring takes place. calculation and. fitting the mean wheel speeds V (Ti.) f i., i>, V (TjL) FK <i>, Y (Tj _j ) rl. _< x>, Y (Tj1,) rr (i> within the counted times T1 for one or more wheel revolutions from the times and their amount within the counted times T 1, determined for the partial rotation.

The averaged wheel speeds are then compared in the comparator 49 with reference and / or threshold values, whereby the comparator transmits a signal to a display device 10 which is located in the driver's field of vision in the dashboard when the predetermined difference from the reference and / or threshold values is exceeded. .

The central processing unit X comprises, not shown here, power supply and conduction devices, respectively. to amplify the signal and to transmit the signal, cooling devices, etc., which usually exist and are needed in such units, referred to as microcomputers.

as counters like device 9 and 10, be

The time-controlling devices 43 to 46 can also, as shown in FIG.

It is designed as a multiplexing device, which processes the output signals of axles or wheels in succession in short time intervals.

Figure 9 shows a schematic representation based on the evaluation of the zero crossing times tο <ι> (t) of the signal processing of the device according to the invention as a block diagram in which

·· ·· ♦ 44 4 · 4 4 · 4 4

4444 4,444 * · <4

444 44 4 4 4 4444 4 4 4

44 * 444 · 4 * · 4 4 4 * 4 times for partial wheel rotation measures directly through time differences between zero passes (zero crossing times), ie. time intervals

Tο <ι> (t) between the sides of a rectangular vibration, where Δϊο represents the zero crossing time just for detecting / measuring i., I + 1, i + 2, etc.

Here again schematically the sensor devices arranged on the front wheels on the left (FL) are shown first. front right (FR), rear left (RL) and rear right (BB), which consist of the active sensing devices 27-30 formed as the magnetic wheels of Fig. 2a, and the magnetic field sensors 31-34 just assigned.

As with the signal processing shown in FIG. 8, also the speed output signals detected by the sensor device are further passed to the signal processing device 100 belonging to the central processing unit 1, and here the filter 35-38 is passed through a low pass filter. The high-frequency noise fractions are then transformed and the oscillations representing the speed output signal are converted by means of the Schmitt flip-flop 39-42 into a rectangular signal from individual pulses.

The individual pulses just obtained from the wheel speed output signals then reach the time control devices 50-53 which, for several consecutive and defined wheel rotation angles, measure the respective wheel rotation times determined by the defined wheel rotation angles, wherein the time measurement is performed by detecting the time differences Z To <(t (t) between two uplink and tilt-offs. descending and with times, for partial rotation of the correlating sides of the rectangular signal (zero crossing times).

The downstream memory 54 stores the zero crossing times Z \ Xofl <i>, ZXofrc i>, Z \ Xorl <i> / Z \ Xorr <i> of several successive time measurements of the currently processed output

• β «fe speed signals of individual wheels, where consecutive time measurements (i = 10) are stored here,

In the following connection of the computer 55, the deviations of the wheel partial rotation times from, for one or more wheel speeds calculated, the mean values of the wheel partial rotation times, respectively, are determined. zero crossing times of several consecutive measurements, and fed to a comparator 56, which compares the detected deviations to the reference and / or threshold values and passes an alarm signal to the alarm device when the predetermined difference from the reference and / or threshold values is exceeded. , which is again located on the instrument panel in the driver's field of vision.

Figure 10 shows, as a block diagram, a schematic representation of the signal processing of a device according to the invention, in which an inverse-value calculation is performed at the frequencies of several successive zero crossing measurements.

Here again, sensor devices arranged on the front wheels on the left (FL) are schematically shown first. front right (FE), rear left (RL) and rear right (EB), which consist of the sensing devices 27-30 constructed as magnetic wheels according to FIG. 2a and the magnetic field sensors 31-34 just assigned.

The speed output signals detected by the sensor devices are further coupled to a signal processing device 100 belonging to the central processing unit 7, where the high-frequency noise portions are filtered using low pass filters 35-38, whereby the oscillations representing the speed output signal are converted. by means of a Schmitt-flip-flop 39-42 to a rectangular signal from individual pulses.

4

9 · 99 * 4

The individual pulses just received from the wheel speed output signals then reach the time control devices 50-53 which, for several successive and defined wheel rotation angles, measure the respective wheel rotation times determined by the defined wheel rotation angles, wherein the time measurement is performed by detecting the time differences XXo (i> (t) between two uplink and downlink times and the partial rotation times correlating the sides of the rectangular signal (zero crossing times).

The zero crossing times so obtained are then fed to arithmetic units 57-60 in which the calculation of the zero crossing frequency is obtained by producing the inverse of the formula X < i > (t) = 0.5 / ^ Zo <i> (t), X <i> (t) represents the detected frequency and Tq <i> (t.) Zero crossing times just for detecting / measuring i, i + 1, X + 2 etc. Factor 0.5 in this case results from just 2 measured zero crossing times at the sinusoidal output signal of the wheel speed.

In the downstream memory 61, the frequencies, Xfr <, > ir &lt; i &gt; and Xrr &lt; i &gt; for several consecutive processing of the respective wheel speed output signals are stored, storing just 10 consecutive frequency observations (X = 10).

The following computer 62 detects frequency deviations from the mean values calculated for one or more wheel speeds, the frequencies for several successive frequency detections, and feeds them to a comparator 63 which compares the detected deviations with reference and / or threshold values and exceeding a predetermined difference from the reference and / or threshold values, transmits the warning signal to the warning device 10 arranged on the instrument panel. * In the driver's field of vision.

Figure 11 shows, as a block diagram, a schematic representation of signal processing An apparatus according to the invention in which, using a computing unit, the frequency spectrum of zero crossing times versus time (zero crossing time signal) is subjected to frequency analysis to determine power spectral density ).

Here again, sensor devices arranged on the front wheels on the left (FL) are schematically shown first. front right (FR), rear left (RL) and rear right (RB), which consist of the sensing devices 27-30 constructed as magnetic wheels according to FIG. 2a and the magnetic field sensors 31-34 just assigned.

The speed output signals detected by the sensor devices are further coupled to a signal processing device 100 belonging to the central processing unit 1, where the high-frequency noise portions are filtered by means of low-pass filters 35-38, whereupon the oscillations representing the speed output signal are converted. by means of a Schmitt-flip-flop 39-42 to a rectangular signal from individual pulses.

The individual pulses just received from the wheel speed output signals then reach the time control devices 50-53 which, for several consecutive and defined wheel rotation angles, measure the respective wheel rotation times determined by the defined wheel rotation angles, wherein the time measurement is performed by detecting the time differences Δΐο <ι> (i.) between the two uplink and / or uplinks. descending and with times for partial rotation of the correlating sides of the rectangular signal (zero crossing times).

Frequency spectrum of the thus obtained throughput time ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ft ·· ·· · ·· ·· ftft ftft zero is then fed to computing units FT (Δ To) frequency analysis on transformations to determine spectral power

64-67, wherein the Fourier density method.

The spectral power densities of the respective respective wheel speed output signals of the respective processing units 68-71 are subsequently subjected to integration over certain frequency ranges, so that for the integral we get the expression

JfT ()ίο) di Ξ _f >

The values of the integrals Lflid, Lfr, Lrui, Lrru, thus determined relative to the respective wheel speed output signals, are then fed first to the memory 72 and then to the comparator 73, which compares the determined integral values with reference and / or threshold values, and when a predetermined difference from the reference and / or threshold values is exceeded, it emits an alarm signal to a warning device 10 arranged in the driver's field of vision.

Claims (31)

PATENT CLAIMS A method for detecting an emergency condition of a tire for motor vehicle wheels, in which at least on each axle, preferably on each wheel, a permanently present first periodic oscillation, proportional to the wheel speed, is generated and supplied as a speed output signal to the signal processing device, and wherein in the emergency state one or more separately defined emergency condition characteristics and wheel speeds proportional to the periodic oscillations overlap with the first oscillation or the output speed signal, and in which the signal processing device detects the overlap of the first periodic oscillation with separately defined (defined) ) and for the state of emergency operation with characteristic periodic oscillation (s) and processes it into a warning signal, Method for detecting an emergency condition of a tire for motor vehicle wheels according to claim 1, wherein at least on each axle, preferably on each wheel, a permanently present first periodic vibration proportional to the wheel speed is generated and supplied as a speed output signal to the signal processing, wherein the output speed signal is produced by active or passive magnetic field sensors, relative to which a rotating, magnetically active or passive device rotates with the wheel or is mounted on stationary parts of the vehicle, preferably a coding device, periodic magnetic field changes, proportional to the speed of the field and in which, in the emergency state, one or more separately defined emergency state characteristics and the wheel speed of the proportional periodic oscillations overlap with the first oscillation or the output signal m revolutions, and in which the signal processing device detects an overlap of the first periodic oscillation with separately defined (s) and for an emergency state 00 00 0 0 0 · 0 0 0 0 0 0 0 · 0 0 0 0 00 0 « 0 · <0 · 0 0 0 Λ 0 0 0 0 00 · 0 04 0 0 0 0 000 00 00 characteristic periodic and process it into a warning signal by oscillation (s) 3. A method according to claim 2, wherein the periodically oscillations, separately defined, characteristic of the emergency condition and proportional to the wheel speed, are produced by an emergency running device provided on the vehicle to continue driving in the damaged state of the tire or in its damaged condition. without air. Method according to claim 3, characterized in that the periodic oscillations characteristic of the emergency condition, separately defined and proportional to the wheel speed, are produced by an emergency support body located inside the tire on the rim and provided with discontinuities on its rolling circumference, preferably designed as cavities or folds. Method according to claim 3, characterized in that the periodic oscillations characteristic of the state of emergency and proportional to the speed of the wheel are produced by one or more material reinforcements formed within the tire body, preferably in the sidewall region, which stabilize the tire Emergency air and which are optionally formed from different layers and / or surfaces of strength carriers, the material reinforcements having defined discontinuities which are distributed around their periphery and which are preferably formed as a material accumulation or a lack of material. A method according to claim 4 or 5, characterized in that the periodic oscillations characteristic of the state of emergency and proportional to the wheel speed are generated by a first number of discontinuities, evenly distributed over the circumference. A method according to claim 4 or 5, characterized in ΦΦ « Φ Φ Φ Φ · · W φ φ * * * * * * * * * * * * * * * * * * * * * * * * * * * The wheel speed is generated by a first number of discontinuities evenly distributed over the circumference and a second number different from the first number of discontinuities evenly distributed over the circumference. Method according to one of Claims 1 to 7, characterized in that, after processing in the signal processing device, the output speed signal is compared with one or more reference or threshold values, and overlapping with separate and emergency running characteristics characterized by periodic oscillations is detected. based on exceeding the reference and / or threshold values and processed into an alarm signal. 9. The method of claim 8, wherein, after processing in the signal processing apparatus, the output signal of the wheel or axle speed is compared to the output signals of the speed of the other wheels or axles as reference values. Method according to claim 8 or 9, characterized in that in the signal processing device the wheel speed is calculated for predetermined time intervals from the output speed signal and compared with one or more reference wheel speeds and / or threshold values, wherein, starting from the oscillation representing the output speed signal in the signal processing apparatus (a) first determine, for several consecutive and defined angles of rotation of the wheel, the respective times for the partial rotation of the wheel, determined by the angles of rotation of the wheel, and then b) within defined and counted times T1, several consecutive angles of rotation of the wheel. following and store defined by including from times. for ·· «« ·· * · · Ct vypočít ct ává ct vypočít ct ává ává vypočít vypočít vypočít vypočít vypočít vypočít vypočít * ává ává * ává ává ává ává ává ává vypočít * ává az vypočít az az az az az az az az az az az rounds inside the counted times, whereupon c. their waveforms are compared with reference and / or threshold values, where: (d) an alarm is given when the reference and / or threshold values are exceeded. 11. A method according to claim 8 or 9, wherein the method is based on the oscillation representing the output speed signal in a signal processing apparatus. (a) first, for several consecutive and defined wheel rotation angles, the respective times for partial wheel rotation determined by defined wheel rotation angles are determined and stored, and then (b) for one or more wheel turns, the mean value is calculated and stored from several such consecutive times ascertained, whereupon (c) the deviations of the times referred to in (a) ascertained and stored from the mean calculated in (b) shall be determined, and (d) the deviations found are compared with reference and / or threshold values, where: (e) an alarm is given when the reference and / or threshold values are exceeded. 12. The method of claim 8 or 9, wherein the method is based on oscillation, representing a speed output signal, in a signal processing apparatus. (a) first, for several consecutive and defined wheel rotation angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angles are determined and stored, and then (b) a sample of several consecutive samples is determined and (a) the observed and stored times by means of the sample method; «· · způsobu způsobu způsobu υ způsobu způsobu υ υ υ způsobu υ υ υ υ υ υ způsobu υ υ υ υ · T · · · · · · · · · · · · · · · · · · · · · · · · · · · · (c) the detected sample is compared with the values of the reference samples and / or thresholds, where: (d) an alarm shall be given if there is a deviation from the reference sample and / or the threshold values. 13. A method according to claim 8 or 9, wherein the method is based on the oscillation representing a speed output signal in a speed processing device. (a), for several consecutive and defined angles of rotation of the wheel, the respective times for the partial rotation of the wheel determined by the defined angle of rotation of the wheel are determined and stored then (b) with the help of one or more calculation units, the frequencies of times determined and stored in accordance with (a) are calculated by reversing and then stored, (c) calculate and store the mean value of the frequencies for one or more wheel speeds determined in accordance with (b), whereupon d) the deviation of the frequencies detected and stored according to b) is determined from the mean value calculated according to c), and then (e) the deviations found are compared with reference and / or threshold values, where: (f) an alarm is given when the reference and / or threshold values are exceeded. A method according to claim 8 or 9, characterized in that it is based on the oscillation representing the output speed signal in the speed processing device. (a), for several consecutive and defined angles of rotation of the wheel, the respective times for the partial rotation of the wheel determined by the defined angle of rotation of the wheel are determined and stored then b) using one or more computing units, the frequency ‘spectrum of times detected and stored in accordance with a) is subjected to a frequency analysis to determine the power spectral density, as follows: (c) with the aid of one or more processing units, the spectral power densities obtained shall be subjected to integration over certain selected frequency intervals and then stored, after which they shall be stored; (d) the integral of the observed frequency intervals is compared with a reference and / or threshold; and (e) an alarm is given when the reference and / or threshold values are exceeded. Method according to claim 8 or 9, characterized in that it is based on an oscillation representing a speed output signal in a speed processing device. (a), for several consecutive and defined wheel angles, the respective times for the partial wheel rotation determined by the defined wheel angle are determined and stored, and then (b) calculate and then store the instantaneous wheel speeds from the times determined and stored in accordance with (a) using one or more calculation units, (c) calculate and store the mean value of the wheel speeds for one or more wheel speeds determined in accordance with (b), whereupon (d) the deviation of the wheel speeds determined and stored in (b) from the mean calculated in (c) is determined, and (e) the deviations found are compared with reference and / or threshold values, where: (f) an alarm is given when the reference and / or threshold values are exceeded. 16. The method of claim 8 or 9, wherein the method is based on oscillation representing a speed output signal in a speed processing device. (a) the relevant times for the sub-axes are first determined and stored for several consecutive and defined angles of rotation of the wheel; * · ················ · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · c) comprises magnetically active or passive sensing devices (11, 13, 16) that rotate the wheel speed relative to the magnetic field sensors and are arranged complementary to these on the parts of the vehicle that rotate with the wheel or not stationary parts of the vehicle, and which, in the detection area of the magnetic field sensors, produce a periodic magnetic field change proportional to the wheel speed, d) has a signal processing device (100) for processing and evaluating the output speed signals as well as for emitting control and / or warning signals, (e) has a transmission and display device for transmitting and / or displaying output speed signals and control and / or warning signals, characterized in that: (i) has an emergency running device mounted on the vehicle wheel which, in the emergency running state, generates one or more separately defined emergency running characteristics characteristic of the wheel and proportional to the periodic oscillations and overlaps them with the first or second oscillations; with output speed signal, g) has a signal processing device or a signal processing device; noise filtering equipment; and (h) has one or more storage devices for storing reference and / or threshold values; and (i) has a comparator which, after processing, compares the relevant axle or wheel output signals with one or more reference and / or threshold values and detects and processes the overlap of the first periodic oscillations with separate periodic oscillations characteristic of the periodic oscillations exceeding the reference and / or threshold values. 19. A steering device according to claim 18, characterized in that the wheel rotation is determined by a defined wheel rotation angle and then (b) with the help of one or more calculation units, instantaneous accelerations of the wheels are calculated and then stored from the times determined and stored in accordance with (a), as follows: (c) calculate and store the mean wheel acceleration value for one or more wheel speeds, as determined in (b), whereupon (d) the deviation of the wheel acceleration detected and stored in accordance with (b) from the mean value calculated in accordance with (c) and / or from the zero value shall be determined and then (e) the deviations found are compared with reference and / or threshold values, where: (f) an alarm is given when the reference and / or threshold values are exceeded. Method according to one of Claims 11 to 16, characterized in that, in one or more timer devices, measured by time differences between zero crossings (zero crossing times), prior to further processing, they are first subjected to averaging, averaging in a manner such that over several wheel revolutions, from zero crossing times measured with respect to one wheel revolutions at the same time intervals, respectively. at the same rotational angle intervals, it produces a mean value, which then forms the basis for further signal processing. An apparatus for detecting an emergency condition of a tire for a vehicle wheel, the apparatus a) comprises at least on each axle, preferably on each wheel, arranged sensor devices (2-5) which prepare a still present, first periodic vibration, proportional to the speed of the wheel, as a speed output signal, the sensor devices (b) incorporate active or passive magnetic field sensors (12, 14, 17) which are arranged on the parts of the vehicle which rotate with the wheel or on the stationary parts of the vehicle, and by providing an emergency-running device to form one or more emergency conditions characteristic of the wheel and proportional to the periodic oscillations, it is provided as at least one, arranged inside the tire, preferably supported by a rim, a body ( (19) For an emergency run having circumferential discontinuities defined on its emergency tread. The apparatus of claim 19, wherein the discontinuities distributed over the cavities or creases (21) in the emergency marking circuit are provided with a tread (23), Apparatus according to one of claims 18 to 20, characterized in that the emergency running device for producing one or more emergency conditions characterized by wheel speed and proportional, periodic oscillations, consists of one or more provided inside the tire body. , preferably in the region of the sidewall, and stabilizing the tire in the event of loss of air in emergency operation, material reinforcement, optionally constructed of different layers and / or surfaces of strength carriers, the material reinforcement having distributed defined discontinuities along its circumference. 22. The apparatus of claim 21, wherein the defined discontinuities, distributed over the circumference, are embodied as an accumulation of material or a location with missing material. Apparatus according to one of claims 19 to 22, characterized in that a first number of discontinuities, evenly distributed over the circumference, is provided. Device according to one of Claims 19 to 23, characterized in that a first number is provided. 9 · ·· · «9 9 9 9,999 · 999,999 · 999 99 999 99 9,999,999 9999 99 · 9 99 99 discontinuities, evenly distributed over the circumference, and a second number of discontinuities, different from the first number, evenly distributed over the circumference. Device according to one of Claims 18 to 24, characterized in that the signal processing device starting from the signal inputs for the output signals of the speeds of the individual wheels or axles has the following devices: a) one or more filters (35-38) for individual wheel or axle speed output signals, preferably low pass filters, to filter the speed output signals from high-frequency noise fractions, b) one or more comparators, in particular Schmitt flip-flops (39-42), producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses, c) one or more timer devices (43-46) which, for several consecutive and defined wheel rotation angles, measure the respective wheel rotation times determined by the defined wheel rotation angles, the timing being measured by detecting time differences between two upward or downward the descending sides of a rectangular signal that correlate with partial rotation times, d) one or more, connected in parallel to the time control devices, counters (43-46) for individual signals from the individual pulses, to determine the number of received individual pulses, respectively. measured times within a defined count time Tl ,, e) one or more memories (47) for storing the times determined according to c) and the number of individual pulses received according to d), within several consecutive counted times T1, f) engaging a computer (48) to calculate and store the mean wheel speed within the counted times T1, for one or more wheel speeds from the times determined for the partial rotation, and their counts within the counted times T1, g) a comparator device (49) which compares the average wheel speed and / or speed of rotation; their course with reference and / or threshold values and gives an alarm signal when the reference and / or threshold values are exceeded. Apparatus according to one of claims 18 to 24, characterized in that the signal processing device, based on the signal inputs for the output signals of the speeds of the individual wheels or axles, has the following devices: a) one or more filters (35-38) for individual wheel or axle speed output signals, preferably low pass filters, to filter the speed output signals from high-frequency noise fractions, b) one or more comparators, in particular Schmitt flip-flops (39-42), producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses, c) one or more time control devices (50-53) (timer) which, for several consecutive and defined wheel rotation angles, measure the respective times for the partial wheel rotation determined by the defined wheel rotation angles, the timing being measured by detecting time differences between two upward or downward the descending sides of a rectangular signal that correlate with partial rotation times, d) one or more memories (54) for storing the time of several consecutive and according to c) performed time measurements, (e) engaging a computer (55) to calculate a mean value from several such consecutive times for one or more wheel speeds, and to calculate the deviations of times determined and stored according to c), from the calculated mean value, f) a comparison device (56) which compares the averaged deviations with reference and / or threshold values and emits an alarm signal when the reference and / or threshold values are exceeded. Device according to one of Claims 18 to 24, characterized in that the signal processing device, starting from the signal inputs for the output signals of the speeds of the individual wheels or axles, has the following devices: a) one or more filters (35-38) for the output signals of individual wheel or axle speeds, preferably low-pass filters, to filter the output signals of speed from high-frequency proportions of the sum, b) one or more comparators, in particular Schmitt flip-flops (39-42), producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses, c) one or more time control devices (50-53) which, for several consecutive and defined wheel rotation angles, measure the respective times for partial wheel rotation determined by defined wheel rotation angles, the timing being performed by detecting time differences between two upward or downward the descending sides of a rectangular signal that correlate with partial rotation times, d) one or more computing units (57-60) for calculating the time frequencies, determined in accordance with c), by inverting, e) one or more frequency storage memories (61) calculated in accordance with c), f) engaging a computer (62) to calculate a mean value from several such successive calculated frequencies for one or more wheel speeds and to calculate. frequency deviations detected and stored according to (d) from the calculated mean, g) a comparison device (63) which compares the averaged deviations with reference and / or threshold values and emits a warning signal when the reference and / or threshold values are exceeded. Device according to one of Claims 18 to 24, characterized in that the signal processing device, based on the signal inputs for the output signals of the speeds of the individual wheels or axles, has the following devices: a) one or more filters (35-38) for the output signals of individual wheel or axle speeds, preferably a low-pass filter, to filter the output signals of speed from the high-frequency noise fractions, b) one or more comparators, in particular Schmitt flip-flops (39-42), producing rectangular signals, for the output signals of individual wheel or axle speeds, to convert the output signals of speed into signals from individual pulses, c) one or more time control devices (50-53) (timer) which measure, for several consecutive and defined wheel rotation angles, the respective times for partial wheel rotation determined by defined wheel rotation angles, the timing being measured by detecting time differences between two upward or downward the descending sides of the rectangular signal, which correlate with partial rotation times, d) one or more computing units (64-67) for performing frequency analysis of the frequency spectrum of the times measured according to c) versus time (time signal) and for detecting power spectral density; e) one or more computing units (68-71) to perform integration of the determined spectral power densities over certain selected frequency intervals; f) one or more memories (72) for storing a plurality of integral values detected consecutively; (g) a comparator (73) which compares the observed values. 9 • • ft ft · intervals with reference exceedances of the reference integral of the selected, frequency and / or threshold, and at and / or threshold values emit a warning signal. Apparatus according to one of claims 18 to 24, characterized in that the signal processing apparatus, based on the signal inputs for the output signals of the speeds of the individual wheels or axles, has the following devices: (a) one or more filters for the output signals of individual wheel or axle speeds, preferably low-pass filters, to filter the output signals of speed from high-frequency noise fractions, in particular Schmitt toggle signals, for output or axles, to convert from individual pulses; b) one or more comparators, circuits generating rectangular speed signals of the individual wheels of the output signals for speed signals (c) one or more timer devices which measure, for several consecutive and defined wheel rotation angles, the respective times for the partial wheel rotation determined by the defined wheel rotation angles, the timing being measured by detecting the time differences between two uplink or. the descending sides of the rectangular signal, which correlate with partial rotation times, (d) the involvement of a computer in calculating the instantaneous wheel speeds, respectively, of the times determined in accordance with (c); (e) one or more memories for storing instantaneous wheel speeds calculated in accordance with (d); (f) the use of a computer to calculate the mean wheel speed value for one or more wheel speeds calculated in accordance with (d) and to calculate the variations in wheel speeds determined in accordance with (d) from the calculated mean value; (g) a deviation comparator with reference exceedances 73 of reference (73), which compares the observed and / or threshold values and, at and / or thresholds, emits a fefefefe fefefe fefefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe fefe | fefefe ·· fe fefefe | fe fefefe ··· 4 • fefe •·· fefe fefe warning signal. Device according to one of claims 18 to 24, characterized in that the signal processing device, based on the signal inputs for the output signals of the speeds of the individual wheels or axles, has the following devices: (a) one or more filters for the output signals of individual wheel or axle speeds, preferably a low-pass filter, for filtering the output signals of speed from high-frequency noise fractions, in particular Schmitt-toggle signals, for output or axles, to convert b) one or more comparators, circuits generating rectangular speed signals of the individual wheels of the output speed signals to signals from individual pulses, (c) one or more timer devices which measure, for several consecutive and defined wheel rotation angles, the respective times for partial wheel rotation determined by defined wheel rotation angles, the timing being performed by detecting the time differences between two uplink or. the descending sides of the rectangular signal, which correlate with times for partial rotation, (d) the involvement of a computer to calculate the instantaneous wheel accelerations, as appropriate, to the times determined in accordance with (c); (e) one or more memories for storing instantaneous wheel accelerations calculated in accordance with (d); (f) engaging a computer to calculate the mean wheel acceleration value for one or more wheel speeds calculated in accordance with (d) and to calculate the deviations in wheel acceleration determined in accordance with (d) from the calculated mean value (73); (g) deviation comparator with reference exceedances of reference and / or alarm signals. which compares the observed and / or threshold values and issues at the threshold values 9 9 9 99 99 99 » I 9 9 9> 9 9 9 9 · 99 Use of a method for detecting an emergency condition of a tire for vehicle wheels according to one of claims 1 to 18 within a vehicle tire control system with air-filled tires, in particular in an anti-lock system (ABS), the tire control system at least on each axle, preferably on each wheel, it generates a permanently present first periodic vibration proportional to the speed of the wheel and is supplied as a speed output signal to the signal processing apparatus of the control system. the output speed signal overlaps one or more separately defined, emergency condition characteristic and wheel speed characteristic periodic oscillations, and in which the signal processing apparatus detects an overlap of the first periodic oscillation with separately defined (defined) and emergency period characteristic oscillations / s and processes it into an emergency run signal.