Method of detecting a deflated tyre on a vehicle

Abstract: A method of detecting a deflated tyre on a vehicle by comparing the rolling radii of the tyres by means of comparing angular velocity speed signal values C1, C2, C3 and C4 from wheel speed sensors on wheels 1-4 at the left-hand front, right-hand front, left-hand rear and right-hand rear wheel position respectively, comprising the step of calculating an error value DEL' in normal driving by processing the four angular velocity speed signal values C1-C4 in a central process unit (10) which subtracts the sum of the signal values from one pair of diagonally opposite wheels from the sum of the signal values from the other pair of diagonally opposite wheels and expressing the results as a percentage of the mean of the sums DEL' = (C1+C4-C2-C3) x 50/((C1+C2+C3+C4)/4), the step of sensing when the magnitude of the error value DEL' is between a DEL' min value of 0.05 and a DEL' max value of 0.5 and when it is carrying out the step of deciding which tyre is apparently deflated by comparison of the angular velocity speed signal values C1-C4 with each other, and finally operating a tyre warning indicator in the vehicle to warn the driver that that particular tyre is deflated, characterised by determining from the wheel speed signal values C1-C4 the vehicle speed SPD wherein SPD = (C1+C2+C3+C4)/(4 x KPHFAC) and wherein KPHFAC is a constant representing the number of wheel speed signals per wheel speed sensor per unit of speed, deriving a corrected error value DEL by dividing the error value DEL' by a correction factor SPDELCOR related to the vehicle speed SPD and using the corrected error value DEL in place of the error value DEL' to warn of a deflated tyre.

Description: This invention relates to a method of detecting a deflated tyre on a vehicle suitable for cars, trucks, buses or the like. Prior art methods of detecting a deflated or partially deflated tyre on a vehicle operate by comparing the rolling radii of the tyres. These systems utilise wheel speed signals such as those from electronic anti-lock braking systems (ABS) and compare the signals from each wheel in various ways to determine if one wheel is rotating significantly faster than the others thus indicating a reduced rolling radius caused by the tyre being deflated. A typical prior art system of this type is disclosed in EP 0 647 536 A1 which corresponds to the preamble of claim 1. This system utilises a calibration to correct for vehicle cornering and the like which involves a complex procedure of driving the vehicle with different tyre pressures. The system however become insensitive at high vehicle speeds. The inventor of the present application however has found that for a deflated or partially deflated tyre the rolling radius increases significantly with rotational speed due to increasing centrifugal forces which act on the tread mass on the radially outer periphery of the tyre. Whilst this phenomenon may also occur to a very limited degree with a normally inflated tyre it apparently is much greater in the case of a deflated tyre in which the tread mass is unrestrained by tension on the casing plies. As a result the speed signal differences, which the deflation warning system compares in order to detect the deflation, decrease with increasing vehicle speed. In fact at very high vehicle speed it has been found that a deflated tyre can grow to a diameter beyond that of a normally inflated tyre so that the deflation warning system would detect that the other normally inflated tyres were apparently deflated. Accordingly the object of the present invention is to provide a method of detecting a deflated tyre on a moving vehicle which maintains the necessary sensitivity with increasing vehicle speed without incurring false warnings. Accordingly the present invention provides a method of detecting a deflated tyre on a vehicle as specified in claim 1. Further aspects of the present invention will become apparent from the following description by way of example only of one embodiment in conjunction with the following drawings in which: Figure 1 is a schematic diagram showing a deflation warning device for a car having four wheels; and Figure 2 is a schematic diagram showing the determination of speed factor SPDELFAC by a graphical method. The apparatus shown in Figure 1 provides a deflation warning device for a vehicle having four wheels 1, 2, 3 and 4. Wheels 1 and 2 are the left- and right-hand front wheels respectively and wheels 3 and 4 are the left- and right-hand rear wheel respectively. Each wheel has a toothed wheel device associated with it of the type designed and fitted to provide a digital signal comprising a magnetic pick-up of the type used for a vehicle anti-skid system of the electronic type - often commonly known as ABS braking system. Each pick-up is additionally connected in this case to deflation warning detection system which uses the same digital signal as the ABS system. The electronic signals from each of the four wheels are carried through cables 5 to four separate inputs 6, 7, 8 and 9 of a central processing unit 10. Four separate indicator lights 12, 13, 14 and 15 are provided one for each wheel 1, 2, 3 and 4. These indicator lights may be most conveniently mounted on the vehicle dashboard. The central processing unit 10 is basically a microprocessor which monitors the four signals and compares them to determine if an outward signal is to be sent to operate an indicator light to warn of a deflated tyre. In the case where the vehicle already has an ABS system fitted then the microprocessor 10 may be the same microprocessor as the ABS system. Alternatively a separate microprocessor may be provided. The respective values of the total digital pulse signals from each of the wheels 1, 2, 3 and 4 in a five second period are C1, C2, C3 and C4 respectively. The central processing unit 10 computes these frequency values as will be described below to determine whether or not to send a deflation warning signal to one of the warning lights 12, 13, 14 or 15. The method of the invention proceeds in normal driving by processing the four angular velocity speed signal values C1-C4 in the central processing unit 10 to determine an error value DEL' by subtracting the sum of the signal values from one pair of diagonally opposite wheels from the sum of the signal values from the other pair of diagonally opposite wheels and expressing the result as a percentage of the mean of the sum of the sums, i.e. for example: DEL' = (C1+C4-C2-C3)x50/((C1+C2+C3+C4)/4) However since the magnitude of the error value DEL' is known to decrease with speed it is necessary to determine the vehicle speed SPD by averaging the four wheel speed signal values C1-C4 and dividing by the constant KPHFAC which is the number of wheel speed signals per wheel sensor per unit of speed, i.e. SPD = (C1+C2+C3+C4)/(4xKPHFAC), and then to correct the value of DEL' by using a correction factor SPDELCOR to give a corrected error value DEL. The correction factor SPDELCOR is determined from a calibration procedure comprising driving the vehicle in a straight line at a plurality of n constant speeds CSP1, CSP2, ..., CSPn with the tyres of three of the wheels, for example wheels 2, 3 and 4, inflated to their normal scheduled pressure and the tyre of the remaining wheel partially deflated. The plurality of constant speeds CSP1, CSP2, ..., CSPn preferably span substantially the speed range capability of the vehicle and includes one particular speed chosen as a reference speed REFSPD. The constant speeds CSP1, CSP2, ..., CSPn may for example comprise 60, 80, 100 120, 140, 160 km/h and higher and the reference speed REFSPD may conveniently be 120 km/h. The deflated tyre is preferably deflated by 30% of its normal pressure. At each of the constant speeds CSP1, CSP2, ..., CSPn the wheel speed signal values C1-C4 are monitored and the error value DEL' calculated. Then for each of the n constant speeds there is determined a quotient DELCORQOT of the error value DEL' at that speed divided by the error value DEL' at the reference speed REFSPD, and a quotient SPDQOT of the constant speed divided by the reference REFSPD. There is then plotted a two-dimensional Cartesian X-Y graph of the value of DELCORQOT plotted on the vertical Y axis against the square of the value of SPDQOT plotted on the horizontal X axis for each constant speed CSP1, CSP2,..., CSPn as shown in Figure 2. The determination then proceeds by drawing or deriving by other means such as the Method of Least Squares the straight line BSTRL representing the best fit through the graphical data points GP1-GPn corresponding to constant speeds CSP1-CSPn respectively. A speed factor SPDELFAC is then set equal to the intercept above 1.0 of the straight line BSTRL on the Y axis of DELCORQOT as shown in Figure 2. The correction factor SPDELCOR in normal operation of the system after calibration is then determined using SPDELFAC from the relationship SPDELCOR = 1.0 + [SPDELFAC x (1-SPNS)] wherein SPNS is a speed number square factor which is the square of the quotient of the vehicle speed SPD and the reference speed REFSPD. Thus the corrected error value DEL is then given by the relationship DEL = DEL'/SPDELCOR The central processing unit 10 then carries out the step of determining whether or not the magnitude of corrected error value DEL is between the minimum value of 0.05 and the maximum value of 0.5 and when it is the central processor carries out the further step of comparing the wheel angular velocity speed signal C1-C4 with each other to determine which wheel is rotating fastest. A tyre warning indicator in the vehicle is then operated to warn the driver that the tyre of that wheel is deflated. In a preferred method the calibration procedure is carried out with the tyre of wheel 1 partially deflated. In a more preferred method the calibration procedure is repeated four times, each time with a different tyre partially deflated and thus a value of the individual speed factor SPDELFAC for each wheel is determined. The method is then modified such that when a value of the error value DEL' is detected in the range 0.05 to 0.5 the central processor compares the wheel speed to determine which has the deflated tyre and the specific value of the speed factor SPDELFAC for that wheel is used to determine the corrected error value DEL. Accordingly the present invention provides a method of detecting a deflated tyre on a vehicle which maintains the necessary sensitivity with increasing speed.

Claims: A method of detecting a deflated tyre on a vehicle by comparing the rolling radii of the tyres by means of comparing angular velocity speed signal values C1, C2, C3 and C4 from wheel speed sensors on wheels (1-4) at the left-hand front, right-hand front, left-hand rear and right-hand rear wheel position respectively, comprising the steps of: i) calculating an error value DEL' in normal driving by processing the four angular velocity speed signal values C1-C4 in a central process unit (10) by subtracting the sum of the signal values from one pair of diagonally opposite wheels from the sum of the signal values from the other pair of diagonally opposite wheels and expressing the results as a percentage of the mean of the sum ii) deciding if the magnitude of the error value DEL' is between a DEL' min value of 0.05 and a DEL' max value of 0.5; iii) if DEl' is in said range deciding that a tyre is deflated, and then determining which tyre is deflated by comparison of the angular velocity speed signal values C1-C4 with each other; and iv) operating a tyre warning indicator in the vehicle to warn the driver that that particular tyre is deflated; characterised in that Del is corrected prior to step ii) by a) calculating from the wheel speed signal values C1-C4 a vehicle speed SPD where SPD = (C1+C2+C3+C4)/(4 x KPHFAC), and KPHFAC is a constant representing the number of wheel speed signals per wheel speed sensor per unit of speed; b) calculating a correction factor SPDELCOR where SPDELCOR = 1.0 + [SPDELFAC x (1 - SPNS)] where SPNS is a speed number square factor which is the square of the quotient of the vehicle speed SPD and a reference vehicle speed REFSPD, i.e. SPNS = ( SPD REFSPD ) 2 , and where SPDELFAC is a speed factor determined by a calibration procedure comprising driving the vehicle in a straight line at a plurality of n constant vehicle speeds CSP1, CSP2, ..., CSPn representing substantially the whole of the speed range capability of the vehicle and including the reference speed REFSPD with the tyres of three of the wheels inflated to their normal scheduled pressures and the tyre of the remaining wheel deflated, calculating an error value DEL' for each constant speed according to step i), plotting a two-dimension Cartesian graph of ordinate values of the quotient DELCORQOT of DEL' at each constant vehicle speed divided by the DEL' at the reference CSP1, CSP2, ..., CSPn REFSPD against abscissa values of the square of a quotient SPDQOT of each constant vehicle speed CSP1, CSP2, ..., CSPn divided by the reference speed REFSPD, determining the best straight line through the graphical points and reading from the graph the speed factor SPDELFAC as the intercept above 1.0 of the ordinate value at the zero value of SPNS; and c) following said calibration, during normal operation of the vehicle, repeatedly deriving corrected error values for DEL' by dividing the error value DEL' calculated according to step i) by the correction factor SPDELCOR and using the corrected error value DEL calculated for the vehicle speed at that time in place of the error value DEL' in step ii) to determine if a tyre is deflated. A method according to claim 1 characterised in that in the calibration procedure the tyre of wheel 1 is partially deflated. A method according to claim 1 or 2 characterised in that the reference speed REFSPD is 120 km/h. A method according to any of claims 1 to 3 characterised in that values of the speed factor SPDELFAC are determined for all four wheels 1-4 of the vehicle and when a particular wheel is identified as deflated then the corresponding value of SPDELFAC is used to calculate SPDELCOR to correct the error value DEL'.

Inventors: JONES DAVID, JONES, DAVID
Applicants: SUMITOMO RUBBER IND, SUMITOMO RUBBER INDUSTRIES LIMITED
Application year: 1997
Main classification: B60C23
IPC codes: B60C23