Patent Application
20190154534
The present invention relates to a method for testing or verifying the indirect pressure monitoring system of the wheels of a vehicle, as well as a testing and verification unit of this system.
A fundamental component of driving safety for motor vehicles is unquestionably represented by a complete efficiency of the tires, since any damage or anomalous functioning thereof can lead to obvious serious dangers.
It has been found that the bursting of the tires is sometimes due to slow and imperceptible pressure losses, which are absolutely detrimental to the “health” of the tire, since they cause, as a result of the alternating stress to which the tire is subjected, an overheating at high speeds. Thus, special tires called “runflat” have been developed that, in case of a gradual or sudden loss of pressure (for example following a puncture), are able to deform very limitedly and in a controlled manner so as to guarantee a good stability to the vehicle in any case, even if at reduced speed.
Generally, the driver detects an anomaly in the tires based on the behaviour of the motor vehicle, but this could be partly mitigated by the use of runflat tires.
In any case, to detect the tire puncture, a specific detection system must be adopted.
First in the US and around 2014 even in Europe, it has become mandatory to equip new vehicles with devices that detect tire inflation pressure and warn when a pressure loss of more than 20% of inflation pressure occurs.
These systems are divided into two specific categories.
The first category includes so-called “direct TPMS” systems consisting of systems equipped with hardware (control units, sensors, wiring) and software (management programs) suitably designed for tire pressure control.
The second category includes “TPMS indirect” systems, i.e. monitoring systems which detect a tire pressure variation using the ABS-ESP sensors system but using specific software.
Direct TPMS systems employ pressure sensors inserted inside each tire that are also able to detect the inflation air temperature, a decisive parameter to establish the real state of the tires; the data collected in this way are then transmitted via a radiofrequency (RF) signal to an electronic unit (control unit).
The indirect TPMS instead use the wheel speed sensors of the ABS-ESP system. They do not require any additional components inside or outside the wheels but require the implementation of a specific software.
The ABS-ESP system learns the average speed at which each wheel turns while driving at a constant speed. In this regard, if a tire loses pressure, its diameter slightly decreases, and this makes it rotate at a higher speed than the others. The detected speed is compared with that of the other or the second wheel of the same axle, the latter being taken as a reference to then evaluate the pressure of the first.
By way of example, wheels measuring 265/35 R 18, inflated at about 2.5 bar have a rolling radius of about 320.5 mm, whereby as they are deflated by 30%, the rolling radius drops to about 305 mm; consequently, at constant speed on a straight road, the revolutions of such a deflated wheel increase with respect to a correct inflation condition of the same variation percentage of the radius 320.5/305=1.050.
If a vehicle with a wheel as above that is deflated travels at 110 km/h, the revolutions that the inflated wheel performs in one minute can be detected based on the following: distance/rolling circumference=110.000/2.013
In this case, the revolutions are therefore equal to 910.4 rpm.
The deflated wheel will instead perform 910.4×1.051=956.8 rpm.
An object of the present invention is to provide a new method and a new testing unit of the indirect TPMS system.
Another object of the present invention is to provide a method and a testing unit of the indirect TPMS system that does not require deflating a wheel and driving the vehicle on the road.
Another object of the present invention is to provide a method and a unit as indicated above that can be made in a simple and easy way.
According to one aspect of the invention a method according to claim 1 is provided.
According to one aspect of the invention a unit according to claim 8 is provided.
The dependent claims refer to preferred and advantageous examples of embodiments of the invention.
Other features and advantages of the invention will be more apparent from the description of an exemplary embodiment of a method and a unit, illustrated by way of example in the accompanying drawings, wherein:
In the accompanying drawings, identical parts or components are distinguished by the same reference numerals.
The present invention relates to a method for testing or verifying the indirect TPMS or an indirect pressure monitoring system of the wheels TW of a vehicle V, such as a car, a truck, a motorcycle, such method, if desired, being implemented with a unit 1 according to the present invention, which will be better described later, comprises the following steps:
It should be noted that the indirect TPMS or indirect pressure monitoring system of the tires is known in the industry, therefore it will not be described in greater detail. Such system, as known, does not require additional hardware components, but is based on data (in particular the number of wheel revolutions) that arrive in the control unit of a vehicle from the ESP/ABS system, so if the wheels, in particular the wheels on the same axis, perform a different number of revolutions per time unit, then one of the two wheels has a smaller outer circumference than the other, i.e. it is more deflated.
The step of checking the inflation pressure of the wheels TW can of course be carried out by an operator by means of a suitable device or by means of automatic detection systems.
In this regard, the wheels are considered deflated if the respective pressure is lower than a predetermined or standard pressure for the type of vehicle and wheels, which pressure clearly varies from one case to another and is usually established by the vehicle manufacturer or seller. If then it is necessary to inflate the wheels since the respective pressure is lower than a predetermined value, they are inflated by an operator or by means of automatic inflation systems or robots.
With regard to the step in which the advancement of the vehicle V is controlled, it should be noted that the same is interrupted when the at least two wheels TW are at or above the dragging into rotation means 2a, 2b, so that during the subsequent steps of activating and verifying, the wheels are at or above the dragging means 2a, 2b.
Clearly, the wheels TW are mounted on respective axles of the vehicle V during the execution of a method according to the present invention.
Naturally, the vehicle V can be provided with four or more wheels TW and therefore two or more pairs of wheels TW.
Instead, with reference to the step of activating the dragging means 2a, 2b, it can be carried out by an operator, acting on a suitable button or automatically, when the wheels are positioned at or above the dragging means.
According to a less preferred variant, the step of activating the dragging means 2a, 2b is started before the at least two wheels TW are brought at or above the dragging into rotation means 2a, 2b.
Preferably, the step of activating the dragging means 2a, 2b is maintained up to and during the verification steps.
As regards the verification step, it can be carried out, for example, by monitoring the indicator lights of the indirect pressure monitoring system or by obtaining pressure data from the on-board computer of the vehicle, for example by connecting to the on-board diagnostic or OBD socket. This can be verified directly by an operator or by an electronic control unit, which can possibly issue a final report.
Preferably, at least two wheels T are supported by a same axle of the vehicle V or in any case are rotatable around a same axis x-x, y-y even if each one is supported by a respective (mechanical) axle or semi-axle. According to a less preferred variant, the control and verification operations are carried out on two wheels not on the same axis or axle.
Even more preferably, during the inflation pressure checking step, it is verified whether the two wheels TW rotatable around the same axis are inflated or brought substantially at the same pressure and, if this is not the case, the wheels are inflated at the same pressure.
Preferably, in the case of a car or a truck, the checking, controlling, activating and verifying steps are carried out only for the pair of front wheels TW rotatable around another axis or first axis x-x of the vehicle V or only for the pair of rear wheels TW rotatable on or around the same second axis y-y of the vehicle V.
Alternatively, the checking, controlling, activating and verifying steps are carried out first for the pair of rear wheels TW rotating on or around the same second axis y-y of the vehicle V and then for the pair of front wheels TW rotatable around another axis or first axis x-x of the vehicle V or vice versa, without this constituting a limitation.
Naturally, in the case in which the vehicle V comprises three or more pairs of wheels TW, the process starts from some of such pairs or from all such pairs starting from those closest to the front or from the rear of the vehicle V.
In any case, to correctly perform the actuating step, it is necessary to know or set beforehand whether wheels on the same axis are being examined or not, because if the wheels are on different axes (for example in the case of motorcycle wheels or of a front and a rear wheel of a motor vehicle), the same could have a different diameter, and in that case this should be considered when setting the speed of the dragging means, for example rollers 2a, 2b to achieve a correct peripheral speed of the latter and therefore a correct dragging speed of the wheels TW.
Moreover, upon bringing the vehicle V with its own wheels TW at dragging into rotation means 2a, 2b, the motor of the vehicle V is kept started and the vehicle gearshift is kept neutral at least during the performance of the step of activating the dragging means 2a, 2b and of verifying the operation of the indirect system.
Advantageously, the dragging into rotation means comprise two or more motorized rollers 2a and, if desired, one or more second rollers or idle rollers or second motorized rollers 2b, each motorized roller 2a being designed to drag a wheel TW of a vehicle V into rotation, if desired, with the aid of one or more second rollers or idle rollers or second motorized rollers 2b.
The unit 1 defines a crossing direction A-A for a vehicle which is preferably transverse or orthogonal to the axis about which the motorized rollers 2a are mounted rotatable and, if provided, the idler roller or idler rollers 2b.
The motorized rollers 2a and, if provided, the idler roller or idler rollers 2b are mounted for rotation about an axis parallel to the axis of the vehicle V on which the wheels TW thereof are mounted.
Preferably, the motorized rollers 2a and, if provided, the second rollers 2b have two bases 2a1 with substantially circular outer contour (only one visible in figures) connected by means of a substantially cylindrical outer lateral surface 2a2. Clearly, the rollers 2a, 2b engage the wheels TW at their substantially cylindrical outer side surface.
Moreover, as indicated above, during the activating step the dragging means 2a, 2b drag the at least two wheels TW into rotation with speeds different one with respect to the other and to achieve this, if the dragging means 2a, 2b comprise two motorized rollers 2a, then the latter must have a peripheral speed different from one another or from the others, for example, as will be better described below, by making them with the same radius of the bases 2a1 with circular contour but by dragging them into rotation, for example by means of respective engines having rotation speeds different one with respect to the other or as indicated below, or even making them with different radius and dragging them into rotation at the same speed, also by means of the same engine, if desired, or at speeds different one with respect to the other.
Of course, the peripheral speed refers to the speed of points located on the periphery of the substantially cylindrical outer lateral surface 2a2 of the substantially circular moving rollers which engage the wheel TW.
According to the present invention, also a testing or verification station or unit 1 of the indirect pressure monitoring system of the wheels TW of a vehicle V is provided, preferably for implementing or performing the method indicated above, which unit 1 comprises dragging means 2a, 2b designed to drag at least two wheels TW of a vehicle V into rotation simultaneously with speeds different one with respect to the other, as well as activation means for the dragging means 2a, 2b.
As mentioned above, the dragging into rotation means 2a, 2b preferably comprise two or more motorized rollers 2a (one only visible in figures), each of which is designed to drag a wheel TW of a vehicle V into rotation, which motorized rollers 2a are spaced and mounted for rotation, for example about the same axis transverse to the crossing direction of the unit 1 by a vehicle V and, in use, mounted for rotation about an axis parallel to the axis of the vehicle V on which the wheels TW thereof are mounted.
More particularly, the at least two motorized rollers 2a can be activated so as to have a peripheral speed of their substantially cylindrical outer side surfaces different from each other, for example because they have bases 2a1 with circular contour with the same radius, but are dragged at different speeds from one another or from the others, or because they have different radius of the bases 2a1 with circular contour and are dragged into rotation at the same speed, if desired also by means of the same engine, or at different speeds.
The unit 1 can comprise as mentioned above also one or more second rollers, for example idler rollers 2b, if desired one or more second rollers or idle rollers 2b for each motorized roller 2a, which second roller(s) or idle roller(s) 2b define together with a respective motorized roller 2a a pair of rollers defining a rolling or dragging area into rotation for a wheel TW. Naturally, the second rollers or idle rollers 2b are mounted for rotation about an axis parallel to the axis of rotation of the motorized rollers 2a.
Moreover, one or more second rollers or idle rollers 2b are mounted close and next to a respective motorized roller 2a.
With regard to this aspect, the rollers 2a, 2b of a respective pair of rollers are mounted one in front of the other, at a same level (if the rollers 2a, 2b have the same dimensions or better the same radius of the bases with circular contour) and in such a way that the outer cylindrical side surface 2a2 of a roller 2a rotates flush to the outer cylindrical surface of a respective second roller 2b. Basically, between a motorized roller 2a and a second roller 2b or better between the respective outer cylindrical surfaces a very small passage window is delimited, for example between about 0.5 cm and 20 cm, if desired between 0.5 cm and 10 cm or between 2 and 5 cm, and in any case such as to prevent a wheel TW from sinking between such rollers 2a, 2b, which clearly would entail difficulties in letting the wheels TW of the vehicle V out of the unit 1.
It is however important that the two rollers 2a, 2b of a pair do not touch each other.
It is useful specify that the crossing direction A-A of the unit 1 by the vehicle defines the direction from the front to the rear of the unit, while the flanks or sides of the unit are defined substantially parallel to or in any case not orthogonal to the direction A-A.
The expression “the rollers 2a, 2b of a respective pair of rollers are mounted one in front of the other” means that a roller 2a is closer to the front and farthest from the rear with respect to the roller 2b or vice versa.
If desired, the rollers 2a, 2b of a respective pair of rollers have the same dimensions or at least the same radius and, if desired, the same height or length. Clearly, as indicated above, the rollers 2a, 2b of a pair could also have a different radius and, if desired, a different height.
Preferably, all the motorized rollers 2a have the same dimensions or at least the same radius of the bases with circular contour and, if desired, the same height or length of the outer cylindrical side surfaces.
More particularly, according to the non-limiting exemplary embodiment illustrated in the figures, the unit 1 comprises a base structure 3 mounted or that can be mounted in the floor, if desired in a suitable recess area provided therein, and supporting pairs of rollers 2a, 2b.
In that case, two pairs of rollers 2a, 2b can be mounted in the base structure 3 mutually flanked and in such a way that between a roller 2a and a second roller or a respective second roller, for example an idle roller 2b, an area of rolling or dragging into rotation RZ is delimited for a lower portion, in use, of a wheel TW of a vehicle.
The expression “mutually flanked”, refers to a first pair of rollers 2a, 2b being closer to one side of the unit 1 than the other or second pair 2a, 2b, so that a pair of rollers 2a, 2b acts or is designed to act on a first right or left wheel TW of a vehicle V, while the other pair of rollers 2a, 2b acts or is designed to act on a second left or right wheel TW of a vehicle V simultaneously with the action of the first pair of rollers 2a, 2b on the first wheel TW.
If desired, the rollers 2a, 2b may slightly protrude upwardly from the base structure 3, with their own portion of the respective outer cylindrical side surface 2a 2 which varies when the rollers 2a, 2b are being rotated, or may be contained entirely in the base structure 3.
Clearly, the area of rolling or dragging into rotation RZ is an area in which a wheel TW is dragged into rotation by a respective dragging means 2a, and can not translate or slide even as a result of the movement imparted to the wheel by the dragging means 2a, but it remains in the rolling or dragging into rotation area RZ, unless, of course, the advancement of the respective vehicle V is controlled. In this regard, blocking means of a vehicle, such as belts or blocks, may also be provided.
More particularly, according to the non-limiting exemplary embodiment shown in the figures, if all the rollers 2a, 2b have the same radius of the bases with circular contour, the rotation axis of each roller 2a, 2b of a first pair of rollers is aligned with the rotation axis of a roller 2a, 2b of a second pair of rollers, for example with the motorized rollers 2a having aligned rotation axis or a motorized roller 2a of a first pair with a rotation axis aligned with a second roller a second pair and a motorized roller 2a of the second pair with a rotation axis aligned with a second roller of the first pair.
If instead the rollers 2a have different radius of the bases with circular contour, then the roller 2a of greater radius will be at a lower level with respect to the other, but in such a way that the unit 1 is able to support two wheels TW of a vehicle at the same level, preventing the vehicle V from tilting during testing or verification.
Naturally, the first pair of rollers 2a, 2b is designed to engage and drag into rotation a first left or right wheel TW of a vehicle V, while, simultaneously with the action of the first pair of rollers 2a, 2b on a first wheel TW, the second pair of rollers 2a, 2b is instead designed to engage and drag into rotation a second left or right wheel TW of a vehicle mounted on the same axle or in any case mounted rotatably around the same axis of the first wheel.
Clearly, the motorized roller(s) 2a can be upstream (as described above) or downstream of the respective roller(s) or idle roller(s) 2b, with reference to the travel direction of the unit 1 by a wheel TW of a vehicle V.
The activation means may instead comprise at least one actuation motor of the motorized rollers 2a as well as at least an electronic control unit designed to control the actuation of such actuation motor of the motorized rollers 2a.
The unit may then be provided with sensor means, designed to detect, for example, the presence of a vehicle or its approach to the unit 1 or to the dragging means 2a.
The actuation of the activation means can be controlled by means of a suitable button or automatically, due to the aforementioned sensor means which inform the control unit that a pair of wheels TW of a vehicle V has been positioned at or above the dragging means 2a, 2b or that a vehicle V is advanced towards the dragging means 2a, 2b.
As indicated above, the dragging means are designed to simultaneously drag into rotation at least two wheel TWs of a vehicle V with speeds different one with respect to the other, and for this purpose at least two or more actuation motors (not shown in figures) may be provided, each designed to rotate a respective dragging means 2a, 2b, for example a roller with speeds such as to develop different peripheral speeds between a motorized roller 2a of a first pair of rollers and a motorized roller 2a of a second pair of rollers.
In this regard, the unit 1 can be equipped with at least one inverter (not shown in figures) associated with a respective motor of a dragging means 2a, 2b, or an inverter for each motor of each dragging means 2a, 2b, which inverter is designed to vary the supply frequency of a respective motor and therefore the speed imparted to the dragging means 2a, 2b. The inverter can intercept the power supply from the network or from a generator to the engine.
Clearly, the inverter actuation would be controlled by the electronic control unit.
Alternatively, the unit 1 may comprise other speed variation means of one or more engines or at least two actuation motors of different power for two motorized rollers 2a of two pairs of different rollers, so that it is possible to drag them into rotation (motorized rollers 2a) at speeds different from one another. This solution is clearly less preferred, considering, among other things, that if one desires to test indirect TPMS systems by varying the speed of each wheel of a vehicle, first the left or right wheels should be tested and then after reversing the travel direction of the vehicle V with respect to the unit 1, the indirect TPMS systems of the other wheels left or right should be tested.
If desired, the speed variation means, if provided, are adapted to vary the peripheral speed of a motorized roller 2a of a pair of rollers of one or more values between 5% and 20%, for example between 5% and 10% with respect to the other motorized roller 2a.
Moreover, it may be provided only one motor with means for transmission of movement to the dragging means 2a such as to guarantee the achievement of different speeds as above.
Alternatively or in addition to the above, it is possible to provide motorized rollers 2a with different radius of the bases 2a1 with circular contour, in which case the two motorized rollers 2a could also be driven at equal or different speeds, by means of respective engines or both with the same engine, clearly using appropriate connection and transmission systems. According to this variant, the achievement of a different peripheral speed of the rollers 2a and therefore a different speed of the wheels TW subjected to verification would in any case be guaranteed.
As will be understood, according to the present invention, in order to test the indirect TPMS system it is therefore necessary to vary the speed of a wheel with respect to another, for example with respect to the corresponding one of the same axis or axle.
This is possible because two wheels of a vehicle, for example the front wheels or the rear wheels or alternatively first the front wheels and subsequently or previously the rear wheels of a vehicle are positioned on two pairs of rollers 2a, 2b, each with at least one motorized roller 2a.
Thus, by increasing the peripheral speed of the right roller pair with respect to the left ones and/or vice versa, a deflated wheel can be simulated, and it is possible to check if the indirect TPMS system works.
The information can be checked directly in the dashboard indicators or obtained from the on-board computer of the vehicle, for example by connecting to the OBD socket.
As will be appreciated, the method and the unit according to the present invention guarantee to quickly and effectively verify the operation of the indirect TPMS system and this clearly is not possible according to the state of the prior art.
Modifications and variants of the invention are possible within the scope of protection defined by the claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102017000131495 | Nov 2017 | IT | national |
