EP1480842A1 - Procede de compensation de temperature dans un systeme de controle de la pression des pneus - Google Patents

Procede de compensation de temperature dans un systeme de controle de la pression des pneus

Info

Publication number
EP1480842A1
EP1480842A1 EP03718678A EP03718678A EP1480842A1 EP 1480842 A1 EP1480842 A1 EP 1480842A1 EP 03718678 A EP03718678 A EP 03718678A EP 03718678 A EP03718678 A EP 03718678A EP 1480842 A1 EP1480842 A1 EP 1480842A1
Authority
EP
European Patent Office
Prior art keywords
temperature
tire
pressure
determined
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP03718678A
Other languages
German (de)
English (en)
Inventor
Helmut Fennel
Martin Griesser
Andreas Köbe
Frank Edling
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental AG
Continental Teves AG and Co OHG
Original Assignee
Continental AG
Continental Teves AG and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental AG, Continental Teves AG and Co OHG filed Critical Continental AG
Publication of EP1480842A1 publication Critical patent/EP1480842A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver

Definitions

  • the invention relates to a method for temperature compensation in a system for monitoring tire pressure, which is carried out in particular by detecting a tire pressure and / or by detecting a loss of tire pressure.
  • the comparison shows that the actual tire air pressure lies outside the tolerance range, a corresponding signal is sent generated. Furthermore, the information signal can be compared with a desired tire air pressure, which is assigned to a predetermined maximum speed. A maximum safe speed can then be output depending on the result of the comparison.
  • the ambient temperature is thus taken into account when recording, evaluating and displaying a tire pressure or its permissible value.
  • the temperature which is known in a manner known per se, for B. is measured in the valve, is essentially the rim temperature and not (necessarily) the actual temperature of the gas in the tire.
  • the rim temperature does not correspond to the temperature of the gas in the tire, especially in the case of relatively rapid temperature fluctuations.
  • the invention is therefore based on the object of providing a method for temperature compensation in a system for tire pressure monitoring of the type mentioned at the outset, with which a temperature-compensated gas pressure in a tire is determined in a relatively simple manner with relatively high accuracy even in the event of external temperature fluctuations and, if appropriate, additionally can be displayed according to the temperature-adjusted value for the tire pressure.
  • An advantage of this solution is that the risk of a false alarm due to a tire pressure that is too high or too low or tire damage can be at least substantially reduced.
  • thermo information can also be determined on the basis of a calculated temperature model, so that no temperature sensors are required.
  • a gas according to the conceptual definition according to the invention is understood to include air.
  • the temperature is determined directly by means of physically available temperature sensors and / or via temperature variables which are derived from other parameters present in the motor vehicle. These parameters are preferably variables which describe the driving state and which are particularly preferably available anyway in an electronic brake control unit with ABS and / or ESP.
  • the tire condition which provides information about the temperature of the tire, can then be determined from the driving condition variables.
  • the driving state variables are preferably determined partially or entirely from sensor information (e.g. wheel speed, yaw rate, lateral acceleration, brake actuation, etc.).
  • the following sensor-specific temperature information can preferably be evaluated individually or in combination with one another. It is also possible to determine two or more temperature information by repeating the same temperature information at intervals or multiple times:
  • Temperature sensors of tire pressure sensors which are mounted on the rim, for example, outside temperature sensor (s)
  • Temperature sensor / s of an electronic control unit in particular a brake control unit and brake disc temperature sensor / s.
  • temperature information to be calculated can also be used. As described above, this temperature information can be derived from vehicle dynamics variables and is referred to below as "virtual temperature”.
  • the following virtual temperatures can in turn preferably be used individually or in combination with one another:
  • the gas temperature determined or estimated in this way is preferably used in a method according to the invention.
  • the following formula is used as a basis for calculating the pressure of the pressure, for example, for a dashboard arranged in the pressure display (display), or to detect the falling below a critical limit ⁇ :
  • ⁇ T k is a correction temperature to be determined in the manner described below, with which the current temperature T meSs , in particular determined via the tire pressure sensor , must be corrected.
  • the constant C n * k / V is first determined by interpolation of the curve P mess (Tm e ss) according to the method of the invention.
  • the value of the constant C is very particularly preferably permanently stored in a memory of an electronic control unit, so that it is available even after the ignition is restarted.
  • the accuracy of the interpolation is gradually increased by constantly adding new P m ess,: T meS s, i ⁇ value pairs. As a result, the accuracy of the interpolation can advantageously be continuously increased over time.
  • the temperature of the temperature sensor used to determine the pressure e.g. temperature sensor of the TPMS wheel module
  • the expected end temperature is preferably estimated by considering the change over time in the course of the temperature. This estimation can be carried out particularly preferably by interpolation using an exponential function. In this way, for example, an expected final temperature value ⁇ T 0 can be calculated. For example, if only two temperature values are known, an exponential function can already be determined.
  • the correction value is expediently reduced as a function of time according to this formula, so that the measured pressure value approaches the displayed pressure value more and more.
  • the temporal behavior of the temperature information can be determined in particular by a tire pressure sensor, an outside temperature sensor or a virtual sensor. With a tire pressure sensor and an outside temperature sensor, the measured temperature values can be used directly to determine the exponential function.
  • the quantity of heat transferred from the brake disc to the tire is preferably estimated from the difference between the brake disc temperature and the tire temperature with the aid of a proportionality constant that can be determined experimentally, for example.
  • the compensation temperature T k determined in this way is assumed to be the difference between the old temperature and the new temperature.
  • the time course of this is determined using an exponential function to be determined, as shown in FIG. 2. In this way, a time-dependent course of T is obtained. In the course of the function over time, the correction temperature approaches a constant value ⁇ T 0 .
  • ⁇ T k0 can be determined experimentally and stored in the system.
  • the virtual tire temperature is preferably calculated by using driving state variables which are shown in a control unit of an electronic braking system are available anyway, such as. B. wheel torque M, longitudinal acceleration a ⁇ angS , or lateral acceleration a que r-
  • the current tire condition is particularly preferably determined from the driving condition. The calculation can be expressed using the following formula:
  • f is a mathematical function and i specifies one of the tire positions in the vehicle.
  • the tire temperature is viewed in particular as the sum of individual temperature elements which have an influence on the tire temperature. These individual "tire temperature components" are summed up over time as follows:
  • the calculation is preferably carried out separately for each tire.
  • An example of a calculation formula is given below:
  • ki is the heat transfer coefficient between the tire and the environment
  • ⁇ t is a time interval, e.g. B. is the loop duration of the electronic brake controller
  • the experimentally ascertainable quantities can then be regarded as tire-independent if the temperature or pressure correction to be carried out according to the invention is to be regarded as sufficient, with a certain inaccuracy. If a particularly high correspondence between the estimated tire air temperature and the actual tire air temperature is desired, it can be expedient and expedient to vary the above-mentioned proportionality constants depending on the type of tire.
  • is in each case around the part
  • the pressure difference ⁇ P k is:
  • This value is reduced exponentially with time t.
  • a corresponding (additional) correction term is obtained by taking the temperature measured at the outside temperature sensor as follows:
  • ⁇ P is additionally increased by the part ⁇ P k that was estimated via the signal from the outside temperature sensor:
  • I ⁇ T is estimated upwards to MAXi (T aU OL, i - T Re ifensen- so r , i) * exp (-a * t), whereby i is counted over all tires of the vehicle.
  • Fig. 1 is a schematic representation of the time course of the temperatures determined in the event of a sudden change in the outside temperature
  • Fig. 2 is a schematic representation of the time course of the temperatures determined when the tire is heated by a heated brake disc.
  • curve 1 shows the course of the outside temperature, which was measured with a sensor.
  • Curve 1 jumps from approx. + 15 ° C to a lower temperature of approx. - 20 ° C. Such a jump can occur, for example, when a motor vehicle is pulled out of the garage in winter.
  • Curve 2 shows the course of the rim temperature (temperature signal from the pressure sensor).
  • Curve 3 which shows the signal of a temperature sensor of an electronic brake system arranged in the engine compartment, has a flattened profile compared to curve 2.
  • This temperature sensor is preferably arranged in the control device of an electronic braking device (e.g. ECU).
  • the temperature of the tire which is represented by curve 4, changes comparatively slowly compared to curves 1 to 3. All curves 2 to 4 have in common that they run approximately according to an exponential function.
  • the end value for the rim temperature can be estimated from the course of curve 2. The end value can then, provided that the tire's exp function constant is known, the time and the end temperature of the tire at which a full temperature compensation can be assumed, can be estimated.
  • FIG. 2 shows the temperature profile of sensor information when the tire temperature is increased due to heating by the brake disc. B. can occur during a long downhill or continuous braking intervention of a traction control system.
  • the brake disc temperature is shown by curve 5 and initially rises steadily. This can either be determined via a sensor or, according to the temperature model described above, can be determined arithmetically from the driving dynamics.
  • the temperature recorded with a tire temperature sensor is shown in curve 4. This rises more slowly than the temperature of the brake disc.
  • the tire air temperature finally shows curve 6. This in turn rises more slowly than the temperature detected by the tire temperature sensor 4 and thus even more slowly than the temperature of the brake disc.
  • the correction temperature ⁇ T k approaches a constant value ⁇ T 0 after a period A after which the brake disc temperature no longer increases significantly.
  • the calculation of the correction temperature or the compensation of the temperature is preferably suspended or interrupted.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

L'invention concerne un procédé de compensation de température dans un système de contrôle de la pression des pneus, ce contrôle détectant, en particulier, une pression et/ou une perte de pression. Le procédé est caractérisé en ce que la température est compensée en déterminant la température du gaz dans le pneu au moyen d'au moins deux informations de température et en prenant la température du gaz déterminée comme base pour le contrôle de pression. L'avantage essentiel de ce procédé réside dans le fait que des variations de température émanant de l'extérieur, par exemple, un disque de frein rayonnant de la chaleur, ce qui aurait pour effet d'échauffer la jante d'enveloppe et, par conséquent, le détecteur de température, plus fortement que le gaz dans le pneu, n'entraînent pas une fausse indication de la pression du pneu (ou, éventuellement, une fausse alarme).
EP03718678A 2002-03-01 2003-02-28 Procede de compensation de temperature dans un systeme de controle de la pression des pneus Withdrawn EP1480842A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10208816 2002-03-01
DE10208816 2002-03-01
PCT/EP2003/002064 WO2003074299A1 (fr) 2002-03-01 2003-02-28 Procede de compensation de temperature dans un systeme de controle de la pression des pneus

Publications (1)

Publication Number Publication Date
EP1480842A1 true EP1480842A1 (fr) 2004-12-01

Family

ID=27770910

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03718678A Withdrawn EP1480842A1 (fr) 2002-03-01 2003-02-28 Procede de compensation de temperature dans un systeme de controle de la pression des pneus

Country Status (5)

Country Link
US (1) US7111507B2 (fr)
EP (1) EP1480842A1 (fr)
JP (1) JP2005519274A (fr)
DE (1) DE10390806B4 (fr)
WO (1) WO2003074299A1 (fr)

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JP2004338594A (ja) * 2003-05-16 2004-12-02 Toyota Motor Corp 空気圧状態報知装置
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DE102005008024A1 (de) * 2005-02-22 2006-08-31 Daimlerchrysler Ag Verfahren und Vorrichtung zur Drucküberwachung von Fahrzeugreifen
DE102005008023A1 (de) * 2005-02-22 2006-08-31 Daimlerchrysler Ag Verfahren und Vorrichtung zur Drucküberwachung von Fahrzeugreifen
DE102005045687A1 (de) * 2005-09-24 2007-04-05 Daimlerchrysler Ag Verfahren zur Temperaturkompensation von Druckmesswerten in einem Reifendruckkontrollsystem
JP4364926B2 (ja) * 2006-01-30 2009-11-18 横浜ゴム株式会社 空気入りタイヤの評価方法及びその装置
EP2137009A1 (fr) * 2007-03-16 2009-12-30 Nira Dynamics AB Utilisation d'une information de suspension dans la détection d'un écart de pression d'un pneu de véhicule
EP2137006A1 (fr) * 2007-03-16 2009-12-30 Nira Dynamics AB Détection d'écart de pression de pneu pour un pneu de véhicule
WO2009036547A1 (fr) * 2007-09-21 2009-03-26 Tirestamp Inc. Procédé de calcul de pression de gonflage à froid de pneu dans un véhicule en déplacement et système pour celui-ci
FR2933034B1 (fr) 2008-06-30 2011-08-26 Michelin Soc Tech Dispositif et procede d'aide au gonflage
JP5542940B2 (ja) * 2009-09-09 2014-07-09 クノル−ブレムゼ ジステーメ フューア シーネンファールツォイゲ ゲゼルシャフト ミット ベシュレンクテル ハフツング 鉄道車両の輪軸の輪軸ベアリングの温度を推定するための方法および装置
JP5445020B2 (ja) * 2009-10-20 2014-03-19 横河電機株式会社 電子式差圧・圧力伝送器
FR2956615B1 (fr) * 2010-02-22 2012-03-02 Continental Automotive France Procede et dispositif de detection de dysfonctionnement d'un capteur de pression d'un gaz dans un pneumatique de vehicule
US8718868B2 (en) * 2011-06-30 2014-05-06 GM Global Technology Operations LLC Vehicle using tire temperature to adjust active chassis systems
DE102011086506B4 (de) 2011-11-16 2022-02-03 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Überwachung des Luftdrucks in Fahrzeug-Reifen
NO2833907T3 (fr) * 2012-11-02 2018-07-28
DE102012023509A1 (de) * 2012-11-30 2014-06-05 Wabco Gmbh Verfahren zur Regelung oder Einstellung eines Reifenfülldrucks an Fahrzeugreifen und Reifenfülldruck-Einstellvorrichtung
US9434409B2 (en) * 2014-04-03 2016-09-06 The Goodyear Tire & Rubber Company Tire lateral force model with temperature adaptation and method
JP2018047849A (ja) * 2016-09-23 2018-03-29 株式会社オートネットワーク技術研究所 タイヤ空気圧監視システム及び監視装置
US11400772B2 (en) 2020-02-26 2022-08-02 Ateq Scanning method and device for tire pressure monitoring system (tpms) protocols
FR3109850B1 (fr) 2020-04-29 2022-12-30 Ateq Dispositif pour systeme electronique de controle de la pression des pneus d’un vehicule automobile
EP4019296B1 (fr) * 2020-12-24 2025-03-19 Bridgestone Mobility Solutions B.V. Procédés et systèmes d'analyse de la température des pneus
US20230373255A1 (en) * 2021-07-22 2023-11-23 Hyundai Translead Thermal monitoring of trailers
FR3128533B1 (fr) * 2021-10-21 2023-12-15 Michelin & Cie Procédé et système de détermination de la pression d’un pneumatique d’aéronef
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Also Published As

Publication number Publication date
WO2003074299A1 (fr) 2003-09-12
US7111507B2 (en) 2006-09-26
DE10390806D2 (de) 2005-01-05
JP2005519274A (ja) 2005-06-30
DE10390806B4 (de) 2014-07-17
US20050162263A1 (en) 2005-07-28

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