The invention relates to a method for detecting air leakage in a tire, whether it be a fast leakage (in the case of burst tire for example) or a slow leakage (through diffusion of the air), this method including several types of measurements and of determinations in order to prevent false alarms.
The field of the invention is the monitoring of the state of the tires as a function of the parameters of temperature and of pressure of these tires, in particular in the motor vehicle field. The tire pressure detection systems, known by the name TPMS (the initials of Tire Pressure Monitoring System) or SSPP (the initials for “Système de Surveillance de la Pression des Pneus” (in French)), comprises temperature and pressure sensors located in each tire, for example on the rim, and a central processor unit for processing the data supplied by these sensors by radio transmission.
In the event of leakage, these sensors supply the driver with information on the state of the tires with the aid of a display based on the processing of the data. Alarm means are triggered when this state corresponds to parameter values that go beyond a ceiling or fall below predefined thresholds.
In order to allow the detection of air leakages in a tire, whether they be slow or fast, various techniques for monitoring the pressure of this tire have been developed. It is known for example from patent EP 0 786 361 to monitor the inflation pressure (and/or a characteristic parameter), while safeguarding the pressure-drop measurements in several ways: by comparing the pressure data of several wheels with one another, by measuring the pressure regularly several times over different time periods, and by using a statistical method called “regression lines” calculated on the basis of these measurements. This solution requires long measurement periods and does not use the temperature compensation of the pressure measurements.
It is also known, for example from patent FR 2 871 736, that the detection of air leakages can advantageously be carried out by compensating for the value of the pressure with that of the temperature, and by comparing it with a threshold. This method makes it possible to quickly obtain results but it does not involve noise filtering and the risk of false alarms is thus not eliminated.
Patent FR 2 900 099 furthermore proposes to monitor the temperature-compensated pressure while neutralizing the alarms if the temperature variation per unit of time is less than a threshold value, provided that the pressure remains sufficient. But when the temperature does not vary very much, this approach can generate false alarms.
In general, the methods of the prior art culminate in the appearance of false alarms, despite the improvements made in the speed of detection.
The object of the invention is to avoid the risk of false alarms by supplementing the pressure and temperature measurements with a particular monitoring of their change over time. In order to do this, the fact that the pressure and temperature of a gas are a priori proportional has been taken into account, and studying the change in these two parameters as a function of time makes it possible to identify events affecting the pressure characteristics of the tire, notably: standard state (no leakage), fast leakage, slow leakage, braking, acceleration.
More precisely, the subject of the present invention is a method for detecting air leakage from a tire, wherein two parameters of temperature and of pressure of the air inside the tire are measured at successive moments separated by a measurement period, the measurements of the two parameters are referenced. This method consists in converting the referenced pressure measurements into values of a magnitude calibrated in temperature called converted pressure, in monitoring for at least two sampling periods, multiples of the measurement period, the change in a difference called significant at each measurement moment between the values of the converted pressure and the referenced temperature, these variations in the parameters being established over one and the same processing period greater than or equal to the highest sampling period, in determining slopes of variation in the significant difference for each sampling over the processing period and, when the slope of variation in the difference remains negative for at least one sampling over the processing period, in estimating that an air leakage is detected with a fast or slow level of flow rate associated with threshold values for the sampling period(s) in question.
According to preferred embodiments:
One of the advantages of the invention is that it dispenses with noise and other decorrelations of measurements between the temperature and the pressure by using at least one sampling with a sufficiently long period.
According to advantageous features:
Other objects, features and advantages of the present invention will appear on reading the following nonlimiting description with reference to the appended figures which represent, respectively:
a, a diagram of the change over time of the pressure and temperature parameters, in association with the speed of a tire which illustrates a case of no leakage;
b, in the same case as that of the preceding figure, a detailed diagram of change over time in the variations in the temperature and in the significant difference, and in the variations in the slopes p(n) of the significant differences for three samplings;
a, a diagram of the change over time in the parameters of a tire, in association with its speed, and characterizing a situation of fast leakage;
b, in the same situation of fast leakage (
a, a diagram of change over time in the parameters of a tire, in association with its speed, which reveals a situation of slow leakage, and
b, in the same slow leakage situation (
The functional diagram of
The measurements of the parameters P and T taken at moments set by each sampling period, called sampling measurements, are selected from the data transmitted on startup of the vehicle and then during its journey. The sampling measurements of the parameters P and T are then processed in the unit 110 by a processor 112, in connection with a memory 114 and a value comparator 115. This comparator compares the values of variations in significant differences, determined on the basis of the sampling measurements and of the data supplied by the processor 112, as explained below, with threshold values S1 and threshold values S2 also stored in the memory 114. On leaving the comparator 115, an estimation confirmation signal E1, E2, E3, etc. may or may not be transmitted to an alarm supplier 120 which is fitted, for example, to the vehicle dashboard.
The data of the pressure parameters P and temperature parameters T as measured successively by the sensors and the sampling measurements for each sampling are processed in the unit 110 in the following manner, with reference to the main steps of the diagram of
The referenced pressure data ΔP are advantageously converted into data of a magnitude depending only on the temperature ΔPT (step 4). To do this, a compensation coefficient KT is defined by the relation Tref/Pref (step 3) based on the measurements Tref and Pref (step 1). The converted pressure ΔPT is then obtained by application of the coefficient KT: ΔPT=KT×ΔP. The referenced data ΔT and ΔPT are uniform magnitudes of temperature dimensioned according to the same unit (degrees Celsius).
Then (step 5) a significant difference ΔQ between the successive referenced values of converted pressure 66 PT and referenced temperature ΔT (ΔQ=ΔPT−ΔT) is generated and stored. The significant difference also has a temperature dimension. Moreover, the variations in this difference ΔQ for two consecutive sampling measurements, with reference to a sampling of period n, are determined, averaged and stored. Its change is then characterized by a slope of variation p(n) which again has a temperature dimension.
For each setting of sampling period n (step 6), three samplings in the example of period n1 equal to 1 min, n2 equal to 5 min and n3 equal to 10 min are used. A slope p(n) is thus generated for each period n. The monitoring of three estimation magnitudes: significant differences ΔQ, referenced temperatures ΔT and slope p(n) for three settings in the example (n=1, 5 and 10 min) will then make it possible to supply estimations E1, E2, E3, etc. (step 7) on states of leakage of the tire—respectively: no leakage, fast air leakage, slow air leakage—, as a function of the data and of threshold values of amplitude S1 and of period S2 that are stored. As will appear in the situations described below, up to three pairs of threshold values of amplitude and of confirmation in period S1a, S1b, S1cand S2a, S2b, S2c are designed to detect, respectively, fast leakages, during an estimation E2, and slow leakages by an estimation E3. All the detection thresholds are applied in parallel during the processing period.
With reference to
The instantaneous speed v1 of the vehicle shows many oscillations reflecting more or less long phases of acceleration and deceleration, for example around 1100 seconds where the slope of the speed v1 increases and decreases rapidly with a peak at more than 140 km/h.
The utilization of the data of this diagram is illustrated by that of
Therefore, it appears that the significant difference ΔQ1 increases slowly with the referenced temperature ΔT1 and that the slopes of variation in the significant difference p1(n1), p1(n2) and p1(n3) remains substantially constant for the three sampling period settings decorrelated from the variations in the other estimation magnitudes, ΔT1 and ΔQ1. These substantially constant changes in the slopes p1(n) of the variations in the significant difference for three different periods make it possible to estimate—estimation El—that no air leakage has appeared during the processing period for the given journey, which is the case.
With reference to
In this diagram, it appears that the pressure P2 rises slowly with the temperature T2 up to a point P2m, and then decreases from a moment approximately equal to 1700 seconds, with a regular decrease of slope approximately equal to −18 kPa/min. The temperature T2 continues to rise slowly, whereas the speed of the vehicle v2 marks two stops, around 400 seconds and around 1700 seconds.
The detailed diagram of
Whereas the curve of referenced temperature ΔT2 rises slowly, as it can be predicted, the curve of significant difference ΔQ2 shows a “sharp” decrease to the negative values, from the moment 1700 seconds, corresponding to the beginning of the decrease in pressure at the point P2m (
The slopes p2(n) show falls in value that are staged over time because of the increasing sampling periods: the slope p2 (n1) with the shortest period (n1=1 min) falls first at approximately 1700 seconds, the slope p2(n2) with a medium period (n2=5 min) falls twice at approximately 1800 seconds and then at approximately 2200 seconds, and the slope p2(n3) with the longest period (n3=10 min) falls at approximately 2200 seconds.
Also with reference to
With reference to
In this diagram, it appears that the pressure P3 reduces slowly (approximately 0.3 Pa/min), the temperature T3 is virtually constant and the speed of the vehicle v3 is maintained at 150 km/h, with several sharp decelerations followed by fast accelerations in order to return to the 150 km/h level. The journey appears to be a run on a freeway.
The detailed diagram of
More precisely, the referenced temperature ΔT3 varies hardly at all after a startup phase with a duration equal approximately to 2000 seconds and the significant difference ΔQ3 has a steady decrease to the negative values, after this same startup phase, because of the reduction in pressure P3 (
However, the slope p3(n3) adopts negative values after the startup phase, namely from approximately 2400 seconds. The slope p3(n3) then fulfils the threshold criteria S1c and S2c—of amplitude and period for a number of periods that is sufficient to qualify the leakage as slow: in the example, S1c=−10° C. and S2c=1800 seconds. In the period of development of an estimation E3, five slow leakage signals E3i are then triggered by the alarm 120 (
The invention is not limited to the exemplary embodiments described and shown. Thus, it is possible to temporarily increase, while running, the duration of the confirmation phase during variations in high temperature in order to prevent false alarms: running on a snow-covered road or in a rain storm, or after washing.
Moreover, the number of detection thresholds is not limited to two pairs of values but it is possible to provide other thresholds characteristic of decorrelations between the variations in the referenced temperature ΔT, the significant difference ΔQ and/or the slopes p(n), reflecting particular conditions arising during the journey: sudden cooling or increase in temperature, change of altitude, etc.
Moreover, it is possible to modify, while running, the period settings by modifying the number of measurement periods for each sampling period.
As a variant, it should be noted that it is possible to express the temperature as a function of the pressure (ΔTP,) and not the pressure as a function of the temperature (ΔPT) as explained in the exemplary embodiment chosen above. Specifically, the temperature varies less rapidly, which makes it possible to smooth the curve that is obtained. In this case, for each tire, the parameters are referenced (ΔP, ΔTP) on the basis of the values of pressure (P) and of temperature (T) minus reference measurements (Pref, Tref) taken on startup, and the conversion of the temperature into pressure (ΔTP) is determined by the application of a coefficient (K′P) equal to the ratio between a reference pressure measurement (Pref) and a reference temperature measurement (Tref) to the values taken by the converted temperature (ΔTP).
Moreover, the invention applies to any inflated tire without being limited to motor vehicles.
Number | Date | Country | Kind |
---|---|---|---|
12 53355 | Apr 2012 | FR | national |
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195 45 618 | Jun 1997 | DE |
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Entry |
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Number | Date | Country | |
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20130274988 A1 | Oct 2013 | US |