Method of detecting a deflated tyre on a vehicle

Abstract: A method of detecting a partially deflated pneumatic tyre on a vehicle having four tyres each mounted on a wheel comprising sensing the angular velocity of each wheel and producing a signal proportional thereto, processing the four signals in a processing unit which subtracts the sum of the signals from one pair of diagonally opposite wheels from the sum of the signals from the other pair of diagonally opposite wheels, sensing when the magnitude of the result is between 0.05% and 0.6% of the mean of the two sums to produce a signal factor and when said signal factor is present operating a warning device to indicate a tyre is partially or completely deflated wherein the angular velocity of each wheel is measured simultaneously by a pulse generator providing a digital signal of more than twenty pulses per revolution of the wheel and a second signal of a single pulse per revolution of the wheel and the two angular velocity signals are both used. The method may also compare the signal for each wheel with the average of all four wheels and if the difference is greater than 0.1% indicate a deflation. This allows detection of which wheel is deflated. Multi-pulse and single pulse detection may be selected according to speed and both used simultaneously.

Description: This invention relates to a method of detecting a deflated tyre on a vehicle and provides a system suitable for cars and trucks and the like. EP-A-0291217 describes a system primarily aimed at vehicles having electronic anti-lock braking systems which use for each wheel a signal generator which gives a multiple signal. The deflation warning system in the said Publication is an add-on system. In our co-pending European Patent Application No. 91300939.5 (Published as EP-A-0441600) filed the same day as this case, a deflation warning system is described similar to that in the above EP-A-0291217, but which uses a single pulse angular velocity measuring system for each wheel. In the single pulse system each wheel has a simple generator which gives a single pulse each time the wheel completes a rotation and the angular velocity is derived by timing the distance between successive pulses. Such a system is described in EP-A-0291217 as an alternative to the multi-pulse system. Both systems however have restrictions in view of the range of vehicle speeds. In the case of the multi-pulse system already published the system only works satisfactorily above a certain threshold speed which is determined primarily by the number of pulses per revolution of each wheel and the overall accuracy or smoothness of the signal from the wheel speed generators. The latter system overcomes this low speed threshold but has limitations in higher speed sensitivity due to the computer power necessary to deal with the very short times involved. The latter case provides a first solution to this sensitivity problem by changing the rate at which the reference clock for the timing operates at high speeds, but this is not fully adequate to overcome all conditions of use particularly for very high speed vehicles where both high and low speed sensitivity is required. Furthermore the detection speed of the two systems, i.e. the delay from the time when a tyre pressure reaches the threshold and the time when a warning is given, varies at different speeds of the vehicle and so it is not possible with one of the systems alone to give the most efficient combination. It is an object of the present invention to overcome the above disadvantages of both the above systems. This objective is achieved by the combination of features set forth in claim 1. Further aspects of the invention will become apparent from the following description of one example of the invention in conjunction with the attached diagrammatic Figure 1 which is a block diagram showing the calculation stages for the processing unit. The upper portion of Figure 1 shows the multi-pulse input signal at the left-hand side and arrows 1 to 4 indicate the multi-pulse input signals from wheels one (left front), two (right front), three (left rear) and four (right rear) on the vehicle. These multi-pulse signals are conveniently forty-eight or ninety-six pulses for each revolution of the wheel. The lower portion of Figure 1 shows the input stages for the single pulse monitoring system and arrows 5, 6, 7 and 8 show the single pulse per revolution of each wheel inputs. It should be appreciated that the inputs 1 to 4 and 5 to 8 may themselves not be taken directly from the wheels but fed through a first processor. The first processor may generate the single pulses for the inputs 5, 6, 7 and 8 from a single input from multi-pulse generators one at each wheel. Thus on the vehicle the signals from each wheel are carried through cables to the inputs of the central processing unit and this may be the same computer as is used for the ABS equipment on the vehicle or a separate computer. Four separate indicator lights are provided one for each wheel and these are most conveniently mounted on the vehicle dashboard. The central processing unit monitors the various signals and compares them to determine whether or not it should give an output signal to indicate that any tyre on the vehicle is deflated. The single pulse system operates by having a timer running at a fixed frequency of 62.5 kilocycles per second and when the first pulse comes from the first wheel the time is noted. The times of the next fifteen following pulses for the same wheel are also noted giving sixteen times in all. Immediately after the first pulse from the first wheel is received the time of the next pulse from wheel two is noted followed by fifteen further times for that wheel. The same occurs for wheels three and four so that for each wheel sixteen times are recorded against the same clock. Immediately the last wheel to first signal its movement has completed its sixteenth time the calculation of signal begins. Firstly for each wheel fifteen successive times of rotation are calculated and these are then grouped into three groups of five each of which is averaged so that three times result each of which is averaged over five turns which reduces noise in the system as shown by the second box marked 'Average'. Interpolation (as shown in box three) is then used to estimate the angular velocity of the four wheels at the same instant chosen to be when the fourth wheel gave its first signal. (This is simply a matter of choice and any instant can be chosen). Thus the angular velocity of all four wheels at the same instant is found by interpolation and these four speeds are passed on to the next stage in the processing unit. The processing unit also carries out the multi-pulse system calculation as shown in the top left-hand box in Figure 1. Here the four input 1, 2, 3 and 4 are counted and monitored for a predetermined time period which is typically six seconds although it can be less. Simultaneously the processing unit calculates lateral and longitudinal accelerations for the vehicle using the multi-pulse input signals by comparing the angular velocity signals for the wheels on each side of the vehicle and then comparing the signals from the front and rear pair of wheels with the forward speed calculated from the mean of the angular velocity of all four wheels. The lateral and longitudinal acceleration figures are compared with predetermined limit values for the vehicle concerned and if these figures are greater then these predetermined figures the system is inhibited and deflation warning calculation is not carried out. The determination of the G figures when calculation is inhibited is determined for the particular vehicle concerned and is largely determined by the amount of weight transfer due to these accelerations. Excessive weight transfer causes radius changes in the wheels similar to a puncture and so this effect must be allowed for. Thus false deflation warning signals due to the weight transfer are avoided. Assuming the system has determined there are no unusual weight transfers occurring it then proceeds to calculate an error signal by calculating the percentage difference between the diagonal sums of the angular velocities of the wheels. The processing unit does this for both types of input signal, both multi-pulse and single pulse using the same method for each but in the case of the multi-pulse signal it calculates from counts in the preset time period which in this case is six seconds and in the case of the single pulse system it calculates by using the interpolated wheel speeds and looking at three separate calculation periods which means that it checks over fifteen revolutions of the wheel in this example. The system looks for a percentage difference between the diagonal sums greater than 0.05% and less then 0.6% and then it knows that there is a deflation on one of the wheels. The system then calculates the percentage deviation of the angular velocity of each wheel from the average of the four wheels and this allows it to determine which of the wheels is deflated assuming the percentage difference of the sums of the diagonals has landed in the claimed range. The sensing of which particular wheel is deflated is determined by the different signal of one wheel from the average being greater than 0.1%. The system uses the same type of calculation for both multi-pulse and single pulse systems and chooses which to signal or sense from according to the speed of the vehicle which is calculated from the average angular velocity. Thus the system may choose the best monitoring method to apply at any time and thus is able to maximise the sensitivities and detection times for low and high speeds. In an alternative arrangement the system continuously runs both multi- and single-pulse calculations and if both multi-pulse and single pulse systems give indications of a puncture and both indicate the same wheel then the alarm is operated and indicator lights are lit to show that a particular wheel has deflated. With either method, because different size tyre can be fitted to the vehicle and the changes in rolling radius due to correction of tyre pressures from the norm an initialisation step is built in to the system. This comprises a manually- or semi-automatically operated trip which causes the deflation warning system to go through a calibration routine in which it measures the speeds of the four wheels and compares them to calculate the necessary constants for the deflation warning system calculations which are then used subsequently throughout use of the vehicle. Changing a tyre or the tyres on a vehicle requires repeat of this initialisation to ensure that the system correctly operates for the particular set of tyres fitted. Initialisation can be at a single speed or may be at two or more speeds according to the types of tyre which may be fitted to the vehicle and their gross properties at high speeds.

Claims: A method of detecting a partially deflated pneumatic tyre on a vehicle having four tyres each mounted on a wheel comprising sensing the angular velocity of each wheel and producing a signal proportional thereto, processing the four signals in a processing unit which subtracts the sum of the signals from one pair of diagonally opposite wheels from the sum of the signals from the other pair of diagonally opposite wheels, sensing when the magnitude of the result is between 0.05% and 0.6% of the mean of the two sums to produce a signal factor and when said signal factor is present operating a warning device to indicate a tyre is partially or completely deflated, wherein the angular velocity of each wheel is measured simultaneously by two methods, a first method utilising a pulse generator providing a digital signal (1-4) of more than twenty pulses per revolution of the wheel by counting the number of pulses in a defined time period and a second method utilising a signal (5-8) of a single pulse per revolution of the wheel by measuring the time between two pulses and the processing unit selects which of the angular velocity measuring methods to use for monitoring tyre deflation according to the speed of the vehicle calculated from one of said methods, whereby the single pulse method is selected at low vehicle speeds and the multi-pulse method at high vehicle speeds. A method according to claim 1, characterised in that the processing unit also compares the signals for each of the four wheels in turn with the signals from each of the other wheels, senses when one of said signals is different from the average of all four signals by more than 0.1% and in the event of this and the other sensed signal factor calculated from the sums being present, operates the warning device and uses the said one different signal to determine which wheel is deflated. A method according to either of claims 1 or 2, characterised in that the two angular velocity signals are derived from a single multiple digital signal generator for each wheel, the single pulse signal (5-8) being obtained by omitting intermediate pulses in each revolution. A method according to either of claims 1 or 2, characterised in that the two angular velocity signals are derived from two separate signal generators at each wheel.

Inventors: REHAL LAVINDER SINGH, WALKER JOHN CHARLES, REHAL, LAVINDER SINGH, WALKER, JOHN CHARLES
Applicants: SUMITOMO RUBBER IND, SUMITOMO RUBBER INDUSTRIES LIMITED
Application year: 1991
Main classification: B60C23
IPC codes: B60C23, G01D7, G01L17