Patent Application
20100274441
The present invention relates to methods of identifying positions of wheel modules included in wheels and/or their associated tires; for example, to a method of identifying positions of wheel modules operable to monitor characteristics of wheels and/or their associated tires and conveying information indicative of these aforementioned characteristics via a communication link to an electronic control unit (ECU) and/or control system, for example for user-display. Moreover, the present invention also concerns wheel modules for use in implementing aforementioned methods. Additionally, the invention relates to methods of servicing vehicles including such wheel modules. Furthermore, the present invention also relates to software and software products executable on computing hardware for executing these aforesaid methods.
Tyres, also known as “tires” in American-English, are critical components in road vehicles. Contemporary tires not only ensure adhesion of their associated road vehicles to road surfaces in widely varying weather conditions, but also perform vibration and shock isolation functions. Moreover, during their operating lifetime, tires are required to survive potentially up to several thousand or even millions of deformation cycles without exhibiting work-hardening failure, and yet exhibit a relatively modest degree of energy dissipation therein as a result of viscous dampening effects. As an additional operating requirement, contemporary tires need to be robust against scuffing and objects impacting thereonto. Yet further, tubeless tires are required to robustly grip onto their associated wheel hubs even when subject to considerable stresses, for example during emergency braking. In response to these aforementioned requirements for contemporary tires, the tires are constructed from elastic synthetic rubber, natural rubber and/or plastics material reinforced by meshes of metal wire, carbon fibre and similar. Modern tires are therefore to be respected as highly optimized and advanced products.
tire failure during operation can potentially result in immobilization of an associated vehicle or even accident. Moreover, tires operated at unsuitable pressures can adversely influence associated vehicle fuel economy; fuel economy is becoming increasingly pertinent in view of increases in fuel costs as well as in view of carbon dioxide generation and its perceived impact on World climate change.
It is known to mount sensors onto automobiles to monitor characteristics such as tire pressure and acceleration in one or more orthogonal axes, and to convey information representative of these characteristics via wireless communication links to electronic control units (ECU) forming parts of data management systems of the vehicles. By employing such arrangements, it is possible to warn drivers of a need to inflate one or more tires of their vehicles in order to improve driving quality and safety.
In a published Japanese patent no. JP 2003211924 (Mazda Motor), there is a disclosed a pneumatic sensor device suitable for use with a tire of a vehicle for detecting tire pressure and generating corresponding tire pressure information. The device includes a transmitter for transmitting the pressure information together with an identification code for distinguishing the sensor device from other such sensor devices simultaneously included on other wheels of the vehicle. A control unit of the vehicle is operable to receive the transmitted pressure information and its associated identification code. The received pressure information is stored in a memory of the control unit. The control unit is operable to raise an alarm in an event that tire pressure is not correct pursuant to predefined criteria.
In a published United Kingdom patent application no. GB 2385931 A, tire monitors are described which are mounted adjacent to tires near their tire inflation valve stems. The tire monitors include sensors to measure pressure, temperature and rotation direction of their respective tires. Moreover, the monitors are operable to communicate measured sensor signals via transmitters to their respective receiver for subsequent processing and eventual presentation on a display unit. A vehicle mounted controller in communication with the receiver is operable to determine whether pressure information is associated with a front tire or a rear tire based on the strength of the wireless signal received at the receiver, and whether pressure data is associated with a right tire or left tire based on associated rotation direction data.
On account of tire condition being an important factor influencing vehicle operating economy and safety, a technical problem is therefore how to provide more advanced wheel and tire monitoring. When a fleet operator has many vehicles in its fleet, ensuring quality of wheel and tire maintenance for all the vehicles in the fleet is paramount. Such quality can at least partially be ensured by following rigorous manual maintenance routines, for example by performing regular vehicle inspections and systematically changing tires after a predefined number of traveled kilometres. However, it is still feasible that tires and wheels undergo events which escape the attention of such rigorous maintenance routines and can therefore represent a potential hazard. For example, wheels are potentially exchanged between vehicles either without authorization of respective vehicles owners which can thereby circumvent such rigorous maintenance routines or by way of theft. Moreover, wheel hubs are susceptible over their operating lifetime to being provided with numerous replacement tires.
As elucidated in the foregoing, tire monitors are known. In order to measure tire condition and detect unauthorized tampering with tires, for example when wheels are temporarily removed from their associated vehicles, for example when exchange from winter tires to summer tires in Northern Europe and Canada, more advanced tire and wheel monitors are required. However, there then arises a technical problem regarding how to manage complex configurations of tire and wheel monitors, especially when tires are replaced at mutually different times and wheels and their tires are susceptible to being retained in storage over periods when exchanging between summer and winder tires.
It is desirable to provide an improved method of identifying locations of wheel and/or tire monitors included in apparatus of vehicles which is capable of enhancing safety and reliability of such vehicles.
In a method according to the first aspect of the invention them is provided a method of identifying locations of one or more modules (400) of an apparatus (600, 680, 690, 2200) implemented in a vehicle (900) for monitoring operation of at least one wheel (10) of the vehicle (900), said one or more modules (400) operatively mounted to revolve with said at least one wheel (10), said one or more modules (400) being operatively coupled in communication with a processing arrangement (710, ECU 950) of said vehicle (900), said one or more modules (400) being operable to sense at least one physical parameter of said wheel (10) and to generate at least one corresponding sensor signal for said processing arrangement (950), said processing arrangement (710, ECU 950) being operable to process said at least one sensor signal to compute information indicative of operation of said at least one wheel (10),
characterized in that
said method includes steps of
The invention, according to an aspect thereof, is of advantage in that it provides a simple practical method of identifying the locations whereat the one or more modules of the apparatus are located on wheels of the vehicle.
Optionally, there is provided a method of identifying locations of one or more modules of an apparatus in a vehicle for monitoring operation of at least one wheel of the vehicle, the one or more sensor modules operatively mounted to revolve with the at least one wheel, the one or more modules being operatively coupled in communication with a processing arrangement (ECU) of the vehicle, the one or more modules being operable to sense at least one physical parameter of the wheel and to generate at least one corresponding sensor signal for the processing arrangement, the processing arrangement (ECU) being operable to process the at least one sensor signal to compute information indicative of operation of the at least one wheel,
characterized in that the method includes steps of:
Further advantageous features are apparent in the dependent claims.
Optionally, when implementing the method, the apparatus includes a sensor arrangement for sensing an angular orientation (θ) of the at least one wheel.
Optionally, when implementing the method, the signals are indicative of at least one of:
Optionally, when implementing the method to provide pseudo-continuous monitoring or continuous monitoring of the at least one wheel, the method is implemented repetitively whilst the vehicle is being driven in normal use.
Optionally, the method includes an additional step of identifying those one or more modules (400) mounted to a wall (230) or onto an inside rim of a tire (30) of the at least one wheel (10) by identifying periodic pulses (500) in acceleration signal components (Ay, Az) derived from the one or more modules (400) corresponding to rotation of the at least one wheel (10).
Optionally, when implementing the method of identifying an apparatus in a vehicle including a steering sensing arrangement for sensing a direction in which the vehicle is being steered, the method including steps of:
Optionally, when implementing the aforesaid methods according to aspects of the invention, the one or more modules include a temperature sensor for sensing a temperature (Tmod) thereat, the one or more modules being operable to communicate a signal indicative of the temperature (Tmod) to the processing arrangement (ECU) for use in computing the information indicative of operation of the at least one wheel. Monitoring the temperature (Tmod) enables a pressure (P) measured within a tire of the at least one wheel to be at least partially corrected for temperature effects when executing computations regarding wheel operation. Moreover, in an event that an excessive temperature rise is detected, a warning can be optionally issued by the apparatus.
Optionally, when the aforesaid methods according to aspects of the invention, the one or more modules include at least one of:
Such physical parameters have been found to be beneficial to monitor when assessing operation of the at least one wheel. It will be appreciated that the one or more modules can be equipped with a subset of the options (a) to (d); for example, a module can be provided with only a pressure sensor, or only an accelerometer, or a combination of a pressure sensor and an accelerometer depending upon which method of aforesaid aspects of the invention are to be employed. Moreover, certain modules are optionally provided with only a single-axis accelerometer, whereas other such modules are provided with triple-axis accelerometers. Other combinations of sensors included within the modules are possible pursuant to aspects of the present invention.
More optionally, when implementing the method, the accelerometer is a multi-axis accelerometer operable to measure components of acceleration (Ax, Ay, Az) in at least one of radial, tangential and transverse axes in respect of rotations of the at least one wheel. Yet more optionally, the accelerometer is a silicon micromachined device. Such silicon devices are extremely robust, cost effective and are capable of providing precise and accurate measurement of acceleration.
Optionally, when implementing the method when accelerometers are employed, the processing arrangement (ECU) is operable to apply auto-alignment to one or more sensing axes of the accelerometer to effectively align them to at least one of radial, tangential and transverse axes in respect of rotations of the at least one wheel. Such auto-alignment is capable of simplifying installation of the one or more modules by rendering placement of the one or more modules on the at least one wheel less angularly critical.
More optionally, when implementing the method, the processing arrangement (ECU) includes an angular resolver for implementing the auto-alignment which is operable to seek during its calibration to null lateral acceleration components and to seek to null tangential acceleration components integrated over one or more complete revolutions of the at least one wheel. By applying such auto-alignment, more representative signals describing operation of the at least one wheel are derivable for the processing arrangement to analyse. Optionally, acceleration measurements can be implemented for a part of a revolution, for example a half-revolution, of the at least one wheel and the measurements for a remaining half-revolution of the at least one wheel synthesized therefrom for integration purposes; such an implementation is to be construed to mean integration for a complete revolution of the wheel.
Yet more optionally when implementing the method, the processing arrangement (ECU) is operable to calibrate its auto-alignment during at least one of:
Optionally, when implementing aforementioned methods according to aspects of the invention, the one or more modules are mounted at one or more locations (L1, L2, L3, L4) on the at least one wheel, the one or more locations including:
Mounting the one or more modules at these different locations is of benefit in that certain types of defect in the at least one wheel are more reliably sensed when the one or more modules are mounted at specific favourable locations. For example, wheel imbalance is better sensed with a module mounted on the wheel near its hub, whereas flexural characteristics of the tire or inflatable cavity are better sensed with a module attached to a side wall of the tire or flexible inflatable cavity. More optionally, a module is mounted to an inside rim of a tyre, adjacent to its treads (L4).
Optionally, when implementing aforementioned methods according to aspects of the invention, the one or more modules include at least one wireless interface for communicating between the one or more modules and the processing arrangement (ECU), the one or more modules forming a wireless network wherein certain of the one or more modules are operable to function as one or more relay nodes for conveying signal exchange between the processing arrangement (ECU) and other of the one or more modules. By establishing such a communication network, modules mounted in wireless shadows where they are occluded by conductive elements are operable, via the network, to provide their measured signals to the processing arrangement.
Optionally, when implementing aforesaid methods according to aspects of the invention, the one or more modules include at least one wireless interface for communicating between the one or more modules and the processing arrangement (ECU), the one or more modules forming a wireless network which is dynamically reconfigurable for conveying signals between the one or more modules and the processing arrangement (ECU). An ability exhibited by the network to dynamically reconfigure itself is of advantage in that the apparatus is able to continue operating with reduced monitoring functionality in an event of one or more of the modules ceasing to provide their respective signals to the processing arrangement (ECU). Such a reconfigurable property of the network not only renders the apparatus more robust, but also allows the apparatus to adapt when additional modules are added to the apparatus, for example in response to changing one or more of the wheels.
Optionally, when implementing aforementioned methods according to aspects of the invention, the one or more modules include at least one wireless interface for communicating between the one or more modules and the processing arrangement (ECU), the one or more modules forming a wireless network which is dynamically reconfigurable in response to the one or more modules changing between functional and non-functional states in operation, for enabling the apparatus to continue functioning with modified functionality in respecting of monitoring operation of the at least one wheel. Such an operating characteristic circumvents the apparatus becoming non-function merely on account of one of its modules developing a problem in operation, for example its battery becomes fully discharged in operation.
Optionally, when implementing the aforesaid methods according to aspects of the invention, the one or more modules are each provided with a corresponding identification code (ID) for communicating to the processing arrangement (ECU) so that the processing arrangement (ECU) is able to recognize from which module corresponding signal data has been sent. Use of such identification codes (ID) enables one or more wheels which have developed problems, or have been found to have potential problems, to be clearly identified and a corresponding unambiguous informative warning sent to the driver of the vehicle and/or to a service facility responsible for addressing such problems or potential problems.
Optionally, when implementing the aforementioned methods according to aspects of the invention, the one or more modules include one or more sources of electrical power for energizing the one or more modules, the one or more sources of electrical power including at least one rechargeable battery and one or more generators for recharging the one or more sources, the one or more generators deriving energy from rotations of the at least one wheel. More optionally, the one or more generators are at least one of:
On account of the one or more modules rotating with their respective wheels, providing electrical slip rings or inductive electrical couplings represents a considerable practical complication, especially in view of regions around wheels of contemporary wheels already being heavily populated with other components such as ABS rotation sensors, disc brakes, suspension components and so forth. However, after prolonged use, local sources of power can become exhausted unless recharged or replaced; inclusion of the one or more generators are capable of addressing such problems.
In order to gather more representative measurements indicative of operation of the at least one wheel, the wheel-monitoring apparatus is optionally implemented such that the one or more modules are radially distributed around the at least one wheel for sensing operation of the at least one wheel at a plurality of angular locations therearound.
Certain conductive components in and around the at least one wheel are susceptible to creating radio shadows and causing Faraday screening. In order to address problems arising from such radio shadows and Faraday screening, in the wheel-monitoring apparatus, at least one of the one or more modules optionally includes a wireless interface coupled to an electrically conducting mesh of a tire of the at least one wheel, the conducting mesh being operable to function as a wireless patch antenna for the at least one module for supporting wireless communication between the at least module and the processing arrangement (ECU).
Optionally, aforesaid methods according to aspects of the invention include a step of presenting information to a driver of the vehicle on a display coupled in communication with the processing arrangement (ECU), the information indicating at least one of:
The display is however not limited to displaying such information as in (a) to (e) and is optionally capable of presenting other analysis information provided from the processing arrangement, for example a time record of changes in one or more wheel parameters as sensed by the one or more modules; for example, the display can beneficially present a graph representing tire pressure as a function of time, a list describing a configuration of modules presently coupled in communication with the processing arrangement, and so forth.
Optionally, the aforesaid methods according to aspects of the invention include a step of providing the processing arrangement (ECU) with a wireless interface for communicating with a service facility remote from the vehicle, the processing arrangement (ECU) being operable to communicate information indicative of functionality of the at least one wheel, the information being indicative of one or more faults or potential faults associated with the at least one wheel as computed from signals provided from the one or more modules, and for receiving instructions from the service facility regarding actions for addressing the one or more faults or potential faults.
More optionally, the aforesaid methods according to aspects of the invention include a step of providing the vehicle with a global positioning unit for generating a signal indicative of a spatial position of the vehicle, and for conveying information via the processing arrangement (ECU) to the wireless interface to the service facility indicative of the spatial position of the vehicle.
Optionally, when implementing the aforesaid methods according to aspects of the invention, the one or more modules include a processor coupled to an associated data memory, the one or more modules via their pressure sensors being operable to record a pressure (P) within a tire of the at least one wheel in relation to time (t) as determined by a clock arrangement (CLK) included within the one or more modules, and the processor is operable to monitor changes in the pressure (P) with time (t) to identify one or more of:
More optionally, the one or more modules are operable to communicate to the processing arrangement a message that sensed data pertaining to the tire of the at least one wheel being potentially unreliable due to the abrupt depressurization, for example due to a tampering event. Such processing is useful for detecting events, for example unauthorized swapping of tires, occurring when an associated wheel is temporarily dismantled from the vehicle and outside a wireless communication range of the processing arrangement (ECU). Generation of such a message is useful for enhancing safety; unauthorized or unintentional swapping of a tire or wheel of the vehicle can potentially contribute to safety risks or degraded reliability about which the driver of the vehicle is beneficially informed.
Optionally, when implementing the aforesaid methods according to aspects of the invention, the one or more modules are operable to monitor the pressure (P), irrespective of whether or not the one or more modules are in their hibernating energy-saving state. Such operation renders tampering executed on the vehicle when in a parked state detectable.
Optionally, when implementing the aforesaid methods, the one or more modules are operable to switch between an active state and an energy-saving hibernating state. The hibernating state is of benefit in that it prolongs a period of use of the batteries associated with the one or more modules and renders frequent recharging of the batteries less necessary thereby prolonging their operating lifetime. Rechargeable batteries are only capable of withstanding a finite number of discharge cycles before their electrical storage capacity deteriorates.
More optionally, when implementing the methods, the one or more modules are operable to switch between the active state and the hibernating state in response to one or more instructions communicated by wireless to the one or more modules. By using such wireless instructions, it is feasible to force all the one or more modules into their hibernating state promptly after, for example, parking the vehicle and switching-off its combustion engine, the hibernating state conserves energy in batteries of the one or more modules when the vehicle is not in use. Likewise, a single wireless instruction is capable of waking up the one or more modules from their hibernating state when the vehicle is started again.
Yet more optionally, when implementing the methods, the one or more modules are operable to switch from the active state to the energy-saving hibernating state in response to a period of time (t) in which the one or more modules detect one or more of:
More optionally, the one or more modules are operable to switch from the energy-saving hibernating state to the active state in response to the one or more modules detecting one or more of:
Similarly, the one or modules are beneficially capable of automatically and autonomously returning to their active state without the processing arrangement needing to send any explicit instructions.
Optionally, when implementing aforesaid methods according to aspects of the invention, the at least one physical parameter includes at least one of:
More optionally, when implementing aspects of the present invention, the harmonic analysis applies computation to at least one of:
More optionally, when implementing aspects of the present invention, the processing arrangement (ECU) is operable to employ the harmonic analysis for identifying an occurrence of at least one of:
The processing arrangement is not limited to detecting problems (a) to (j) above and is capable of detecting other problems, for example rattling noises in bearings associated with an axle of the wheel as manifested in acceleration or acoustic sensed signals at the one or more modules.
More optionally, when implementing methods according to aspects of the invention, the processing arrangement (ECU) is operable to perform the analysis of the harmonic components by applying:
Other approaches to harmonic component analysis can optionally also be employed in the apparatus.
Optionally, when implementing aforesaid methods according to aspects of the present invention, there is included a step of providing the processing arrangement (ECU) with a predetermined list of types of wheel susceptible to being employed with the vehicle and associated expected characteristics, and the one or more modules are operable to communicate information to the processing arrangement (ECU) regarding an identification of a type of wheel onto which the one or more modules are mounted, and the processing arrangement (ECU) is operable to compare measured signals provided from the one or more modules with signals that would be expected from the one or more modules as simulated from the predetermined list, and wherein a disparity between the measured signals and the simulated signals is indicative of one or more faults or potential faults. Such an approach is susceptible to avoiding a need to perform an harmonic analysis and therefore is computationally less intensive for the processing arrangement.
Optionally, when implementing aforesaid methods, the one or more modules include one or more processors therein, and computation effort executed in operation for identifying one or more faults or potential faults in the at least one wheel is shared between the one or more processors and the processing arrangement (ECU). Optionally, computational load within the vehicle is distributed so as to avoid causing data processing overload at the processing arrangement, especially when many of the modules are included on wheels of the vehicle.
Optionally, in the aforementioned methods, the processing arrangement (ECU) is operable to send a message requesting the one or modules to respond back to the processing arrangement (ECU) for declaring their identification codes (ID) to the processing arrangement (ECU) for enabling the processing arrangement to identify its configuration of one or more modules, and for identifying any changes in the configuration of one or more modules occurring. More optionally, the one or more modules are operable to also respond with data indicative of expected characteristics of the at least one wheel to which the one of more modules are mounted. In order that the processing arrangement is operable to perform a correct monitoring of wheels of the vehicle, it requires a recent list or record of modules present on the wheels.
Optionally, when implementing the aforesaid methods, the processing arrangement (ECU) is operable to compare rotation measurements from the sensor arrangement for sensing the angular orientation (θ) of the at least one wheel against signals supplied from the one or more corresponding modules for checking functional operation of the sensor arrangement and/or the one or more modules. More optionally, the sensor arrangement is an ABS wheel angular orientation sensor associated with brakes of the vehicle. Operational integrity the wheel-monitoring apparatus is desirable so that detection of problems and potential problems is as effective as possible. Optionally, so as to obtain greater functionality from existing components already included on the vehicle, when implementing the wheel-monitoring apparatus, the sensor arrangement is an ABS wheel angular orientation sensor associated with brakes of the vehicle.
According to a second aspect of the invention, there is provided a wheel-monitoring apparatus operable to execute a method pursuant to at least one of the first, second and third aspects of the invention.
According to a third aspect of the invention, there is provided a module operable to function in a vehicle for implementing a method pursuant to at least one of the first, second and third aspects of the invention.
According to a fourth aspect of the invention, there is provided a vehicle including a wheel-monitoring apparatus pursuant to the fourth aspect of the invention, the apparatus being operable to monitor operation of at least one wheel (10) of the vehicle (900) pursuant to a method of at least one of the first, second and third aspects of the invention.
Optionally, the vehicle is at least one of: a heavy commercial vehicle, a construction vehicle, an automobile, a motorcycle, a scooter, an aircraft, a helicopter, a bicycle.
According to a fifth aspect of the invention, there is provided a wheel including one or more modules mounted thereonto, the one or more modules operable to function with a wheel-monitoring apparatus pursuant to the fourth aspect of the invention operable to monitor operation of at least one wheel of the vehicle pursuant to at least one of the first, second and third aspects of the invention.
According to an sixth aspect of the invention, there is provided a tire including a module as pursuant to the third aspect of the invention.
Optionally, the module is mounted to a side wall or adjacent a thread-section of the tyre.
When the aforementioned apparatus has been “calibrated” pursuant to at least one of the first, second and third aspects of the invention, namely positions of one or more modules identified, the apparatus is operable to provide wheel and tire monitoring. An additional technical problem then pertains how best utilize information provided from the apparatus for maintaining the vehicle operational in service.
This additional technical problem is at least partially addressed by aspects of the present invention.
According to a seventh aspect of the present invention, there is provided a system including one or more vehicles, wherein each vehicle includes a wheel-monitoring apparatus operable to execute a method pursuant to an aspect of the invention, the system comprising:
Optionally, the system in (e) is operable to inform the identified one or more service facilities in advance of arrival of the one or more vehicles for maintenance or repair, so that the identified one or more service facilities are provided with an opportunity to make preparation for arrival of the one or more vehicle for maintenance or repair.
Optionally, when implementing the system, the control centre is operable to organise the maintenance or repair at the identified one or more service facilities automatically without one or more drivers of the one or more vehicles needing to intervene.
Optionally, in the system, the one or more vehicles include global position sensing apparatus thereon coupled in communication with the wheel-monitoring apparatus for enabling the one or more vehicles to communicate their position to the control centre, so that the control centre is operable to identify one or more service facilities most suitably geographically disposed to service the one or more vehicles.
According to a eighth aspect of the invention, there is provided a method of operating a system including one or more vehicles, wherein each vehicle includes a wheel-monitoring apparatus operable to implement a method pursuant to an aspect of the present invention, the system comprising:
According to an ninth aspect of the invention, there is provided a software product recorded on a data carrier, the product being executable on computing hardware for executing a method pursuant to aspects of the present invention.
Features of the invention are susceptible to being combined together in any combination without departing from the scope of the invention as defined by the appended claims.
Embodiments of the present invention will now be described, by way of example only, with reference to the following diagrams wherein:
a to 15c illustrate various alternative network communication topographies for monitoring modules mounted at various location on the wheel of
a is an illustration of a further alternative method pursuant to the present invention for locating positions of one or more modules of the system of
b is an illustration of graphs representing lateral acceleration sensed during implementation of the alternative method illustrated in
Commercial enterprises which operate fleets of vehicles, for example fleets of heavy commercial vehicles, face different problems with vehicle maintenance and safety in comparison to private automobile owners for which simple contemporary tire monitoring devices have already been developed as elucidated in the foregoing. Reliability and safety for an enterprise operating a fleet of vehicles is extremely important on account of one accident, breakdown or legal incident potentially adversely affecting the enterprise's reputation and relationship with its customers. Vehicle maintenance, and avoidance of vehicle technical problems before they arise and cause disruption, is of considerable importance to enterprises operating fleets of vehicles.
In a fleet of vehicles, for example heavy commercial vehicles, there are multiple vehicles, and a set of wheel hubs for the vehicles which are equipped with new tires at various times. Wheel hubs can potentially be swapped between vehicles and be sporadically furnished with new tires when their existing tires are deemed to have been worn out. Moreover, in certain climates, for example Northern Europe and Canada, there is a legal requirement to switch between winter tires and summer tires; such switch between winter tires and summer tires is achieved by exchanging wheel hubs rather than removing tires from their respective hubs. Wheels are therefore customarily placed in storage when not in use on vehicles. When the wheels and their associated tires are in storage, various abuse events can potentially arise which can adverse effect vehicle safety when the wheels and their tires are reinstalled onto vehicles again. Such abuse events include tampering events for example.
Enterprises operating fleets of vehicles normally achieve greatest commercial efficiency when their vehicles are virtually all in use earning revenue; vehicles undergoing repair or standing idle represent an investment which does not generate profit, and can even represent a depreciation in value. An issue associated therewith is efficient maintenance of vehicles which are intensively in use, especially with regard to their wheels and tires. The present invention is of benefit by enabling improved identification of wheels modules for monitoring and predicting potential problems with wheels and tires; fleet vehicles can, for example, be recalled or rescheduled for maintenance purposes. Increased quality of monitoring is achieved by using more optimal and innovative sensor configurations and associated data processing. Such improved monitoring is achieved by employing complex configurations of wheel monitors which themselves represent a complex management and data gathering problem.
Referring to
In
In operation, when bringing a commercial vehicle weighing 10 tonnes from a speed of 80 km/hour to standstill within a few seconds corresponds to absorbing kinetic energy in an order of 3×106 Joules which can result in an instantaneous rate of energy dissipation in the disc brake 115 associated with the axle 110 in an order of ten's of kilowatts. The holes 70 in the frusto-conical web 60 thus enable air circulation to reach one or more metal discs of the disc brake 115 for cooling purposes. Moreover, the holes 70 in the web 60 also assist to reduce an unsprung weight of the wheel 10 without adversely influencing its mechanical strength, as well as providing access for the valve 80. The rim 90 has various ridges formed therein to enhance its mechanical strength and also has end ridges 170 to provide reliable retention of the tire 30 in operation. The tire 30 encloses a volume denoted by 120 which is maintained at an elevated pressure P during operation.
Referring next to
There are several potential modes of failure of the tire 30, and even of the wheel 10, which an enterprise operating a fleet of vehicles, for example heavy commercial vehicles, employing such wheels 10 would desire to identify and correct before various modes of failure cause breakdown, accident or delay involving vehicles. Problems that are encountered include:
Referring to
Characteristics which are beneficial to measure in order to monitor wheel 10 and associated tire 30 condition include temperature T, pressure P and instantaneous acceleration A during operation. It is additionally also feasible to include film strain gauges within or bonded onto walls 230 of the tire 30 to measure their wall flexure. Temperature T and acceleration A can be measured at various spatial positions on the wheel 10 with mutually different results, whereas the pressure P developed within the volume denoted by 120 enclosed by the tire 30 in operation is effectively similar because the pressure P equalizes in a relatively short period of time; pressure equalization is estimated to occur within a few milliseconds on account of pressure pulses being able to propagate at a velocity in an order of 250 metres/second within the volume 120. The wheel 10 has a diameter in the order of 1 metre.
At a location L1, fasteners are beneficially employed to attach a first sensor module to the hub 20 or even via one or more of the holes 50 to the axle 110. The first sensor module is capable of monitoring the tire pressure P by way of fluid (air or gas) communication to the valve 80, is capable of monitoring a temperature Thub of the hub 20 and is capable of sensing accelerations A in one-, two- or three-orthogonal axes (x, y, z) at the hub 20 depending upon type of accelerometer employed. Beneficially, one or more of a pressure sensor and an accelerometer included in the first sensor module for performing measurements are silicon micromachined integrated electronic components contemporarily known as MEMS (“Micro-Electronic Mechanical Systems”). The temperature Thub of the hub 20 will often be different from the temperature Ttire of the tire 30; a temperature Tmod measured at the first module is hence not ideally representative of the tire 30 temperature Ttire and thus condition of the tire 30; the hub 20 will often be subject to direct cooling air flows, and during braking events will be heated up rapidly by warm air flowing from the associated disc brake 115 which, as elucidated in the foregoing, can be subject to sudden peak dissipations of energy of many kiloWatts, for example during and shortly after performing emergency braking. The first module at the location L1 is not totally screened by conductive components which renders short-distance wireless communication possible between the first module and an electronic control unit (ECU) or electronic management system of the vehicle. The first sensor module at the location L1 is most accessible and susceptible to being retrofitted to vehicles with minimal mechanical changes being required.
A second sensor module is beneficially mounted to an inside surface of the rim 90 at a location L2 and thereby is subject directly to the pressure P developed within the tire 30 in operation. The second module at this location L2, when measuring the temperature Tmod thereat, is capable of providing an accurate measurement of the temperature Ttire of the tire 30 as well as the aforesaid pressure P. Moreover, one or more accelerometers included within the second module for measuring the acceleration A at the location L2 are at a greater radial distance from the axis B-B (see
A third sensor module is beneficially mounted on an inside surface of the tire 30 at a location L3, for example by bonding the third module onto the tire 30 using rubber or plastics material bonding agents or similar before the tire 30 is mounted to the hub 20; alternatively, use of snap-type press-fit mounting of the third sensor module to the tire 30 is also feasible and faster to employ when manufacturing and servicing the tire 30. The third module at the location L3 is capable of measuring the temperature Tmod thereat and thereby providing a direct representative indication of tire temperature Ttyre, a representative direct indication of the pressure P and is also able to provide an representative indication of flexural characteristics of the walls 230 of the tire 30 by way of acceleration A measurements or strain gauge measurements; however, the acceleration signals generated by the third module at the location L3 are a complex modulation of various acceleration components as the wheel 10 rotates in operation and its side walls 230 flex, whereas the accelerometer of the first module mounted at the location L1 is operable to generate acceleration signals which include a relatively greater magnitude of linear acceleration components therein which renders the first module at the location L1 potentially better suited for monitoring such linear acceleration components. Optionally, the third module at the location L3 is also coupled to one or more resistive-film or fibre-optical strain gauge sensors (not shown) coupled onto or even embedded within the rubber material of the tire 30, for example onto the side wall 230 and/or peripheral rim of the tire 30. The third module mounted at the location L3 suffers a similar wireless communication problem to the second module at the location L2 in that the mesh 210 in combination with the rim 90 functions as a Faraday cage to attenuate wireless communication from the volume 120 within the tire 30. In order to improve wireless communication, the third module at the location L3 is optionally provided with a thin-film conductive antenna 350, for example fabricated by metal film sandwiched between layers of flexible insulating material such as Kapton as illustrated in
A fourth module is optionally mounted at a location L4 adjacent a tread region of the tire 30 and functions in a generally similar manner to the third module mounted at the location L3.
Measurement signals generated by the first, second and third modules at the locations L1, L2 and L3 respectively will now be further elucidated with reference to
In
When the module 400 is mounted at the location L1, it measures the pressure P of the tire 30 via its valve 80.
As elucidated in the foregoing, the module 400 is optionally furnished with other types of sensors, for example resistive strain gauges, piezo-electric strain gauges, moisture sensors, and so forth if desired. It is convenient, for identification purposes, that the module 400 is optionally provided with a magnetic sensor, for example implemented using a magnetic reed-relay switch operable to electrically conduct when a permanent magnet having, for example, a near-field magnetic field strength of 100 milliTesla is placed in near proximity to the module 400, for example within a distance of 10 cm therefrom.
With reference to
A
x
=g sin(ωt+λ) Eq. 1
wherein
Ax=an x-axis acceleration measurement;
r=a radius from the axis B-B at which the module 400 is mounted;
ω=an angular rotation rate of the wheel 10;
g=a gravitational constant (circa 10 m/s/s); and
λ=an angular offset.
When the wheel 10 rotates at the constant angular rate ω, and the inclination angle φ is substantially 0 degrees, the acceleration Ay measured by the y-axis accelerometer is given by Equation 2 (Eq. 2):
A
y
=rω
2
+g sin(ωt+λ) Eq. 2
wherein
Ay=a y-axis acceleration measurement;
r=the radius from the axis B-B at which the module 400 is mounted;
ω=the angular rotation rate of the wheel 10;
g=the gravitational constant (circa 10 m/s/s); and
λ=an angular offset.
Beneficially, the wheel 10 when mounted on its axle 110 is provided with the aforementioned ABS angular sensor encoder 118 for measuring the positional angle θof the wheel 10 and the angular turning rate ω=dθ/dt of the wheel 10. Disparity of the measured acceleration Ax from Equation 1 with measurements from such an ABS sensor encoder 118 is susceptible to being used detect one or more of:
Assuming such an ABS encoder sensor 118 is functioning correctly, checking the acceleration Ax against change in turning angle θ determined by the ABS sensor encoder 118 can be, for example, employed to dynamically confirm correct operation of the module 400.
The module 400 is also capable of measuring accelerations Ay and Az in substantially y- and z-directions respectively when the inclination angle φ is non-zero which is, for example, pertinent for the third module at the location L3 when the wall 230 of the tire 30 flexes, or at the locations L1 and L2 when the hub 20 is loose on its fasteners or skewed in relation to the axle 110. Measured acceleration signals are provided approximately as defined in Equations 3 and 4 (Eqs. 3 and 4):
A
z=(rω2+g sin(ωt+λ))sin φ Eq. 3
A
y=(rω2+g sin(ωt+λ))cos φ Eq. 4
For the locations L1 and L2, the inclination angle φ for the module 400 mounted in an orientation as depicted in
φ=φmax sin(ωt+μ) Eq. 5
wherein
φmax=a misalignment angle; and
μ=angular offset regarding rotation of the wheel 10,
such that Equations 3 to 5 are then susceptible to being used in combination for determining a nature of the measured accelerations Ay and Az from the module 400 mounted at the locations L1 and L2. The acceleration signal Az is thus useful, pursuant to the present invention, for identifying angular misalignment or fastener problems by monitoring using modules 400 at one or more of the locations L1 and L2. However, the module 400 mounted at the location L3 is subject to considerable flexure of the wall 230 which tends to dominate in magnitude with regard to angular change over angular misalignment of the axle 110 or lateral wobbling of the wheel 10. Moreover, as elucidated in the foregoing, mounting the module 400 at the location L1 is beneficial for measuring the pressure P of the tire 30 from its valve 80, but the temperature Tmod measured by the module 400 at the location L1 is not an accurate representation of temperature Ttire of the tire 30 on account of intermittent heating of the brakes 115 in operation. Furthermore, mounting the module 400 at the location L2 is beneficial for measuring the pressure P of the tire 30, as well as measuring a representative operating temperature of the tire 30 (namely Tmod=Ttire at the location L2).
When the module 400 is mounted at the location L3, it is capable of providing a representative measurement of the pressure P and the temperature of the tire 30 (namely Tmod=Ttyre). However, periodic flexure of the wall 230 of the tire 30 when the module 400 is mounted at the location L3 results in the inclination angle φ being a strong function of the angle of rotation θ of the wheel 30; the inclination angle φ then becomes substantially, to a first approximation, the flexural angle of the wall 230 of the tire 30. For the module 400 mounted at the location L3, the inclination angle φ then becomes a series function as defined in Equation 6 (Eq. 6):
wherein
Apparatus for use with the present invention is, for example, capable of being employed in a first analysis method including steps of computing expected performance characteristics of the tire 30 and then comparing the expected performance characteristics against measured characteristics. The first method includes steps as follows:
For example, it is potentially possible to identify degradation of the mesh 210 before failure of the tire 30 occurs in operation. Such simulation beneficially requires harmonic synthesis to be executed on computing hardware included within the module 400 and/or in an electronic control unit (ECU) of the vehicle to derive the simulated acceleration Az.
Examples of a wheel monitoring apparatus, generally denoted by 1, is shown in
The apparatus 1 for use with the present invention is, for example, capable of being employed in a second analysis method including steps of sampling data representative of the acceleration A, occurring in operation at the tire 30, subjecting the sampled data to harmonic analysis, for example by applying Fast Fourier Transform (FFT) or similar type of transform, then deriving parameters from the harmonic analysis, and then comparing the computed parameters with those that are expected for the tire 30; if there is a mutual difference between the computed and expected parameters for the tire 30 by more than a predefined threshold amount, potential failure of the tire 30 can be detected and the tire 30 replaced if necessary. The second method includes steps as follows are executed:
When utilizing the aforesaid second method, in an event of the predicted tire and the actual tire 30 on the wheel 10 being mutually at variance, degradation or fault in the tire 30 can thereby be inferred therefrom. As will be elucidated later, it is beneficial that the module 400 when mounted on the wall 230 of the tire 30 as depicted in
Whereas the module 400 mounted at the location L3 is especially effective for detecting potential problems or defects arising in respect of flexure and dissipation within the tire 30, the module 400 mounted at the location L1 is especially effective for measuring variations in asymmetry in the wheel 10, and also for determining a type of asymmetry in the wheel 10 and its associated tire 30. Even more preferably for detecting imbalance and also type of imbalance in the wheel 10, the module 400 is mounted in a non-rotating manner onto the shaft 110 substantially corresponding to the axis B-B. However, more wheel diagnostic information regarding imbalance in the wheel 10 is susceptible to being derived when the module 400 is mounted onto the wheel 10 and operable to rotated with the wheel 10, preferably near its axis B-B of rotation, for example substantially at the location L1. As will be elucidated in more detail later, monitoring the pressure P as the wheel 10 rotates provides unexpectedly considerable additional information regarding performance of the tire 30, for example multi-lobed distortions of the tire 30.
Referring to
Under steady-state rotation of the wheel 10, namely with constant angular velocity ω, temporal variations in the radial acceleration Ay, namely dAy/dt, are of substantially zero magnitude for the inclination angle φ being substantially zero, other than effects due to gravity g which are correlated with the rotation angle θ of the wheel 10. Momentary acceleration generated from a road surface onto which the tire 30 contacts in operation results in the force F(t) as shown in
Av−d1 sin(ωt)Ax+d2 cos(ωt)Ay Eq. 7
wherein
d1, d2 scaling constants.
Such angular resolution is executed in operation in a resolver denoted by 620 in
By performing harmonic analysis on the signal representing the acceleration Av in respect of the angular frequency of rotation ω of the wheel 10, for example in a harmonic analyzer denoted by 630 in
Equation 9 corresponds to a decision point DK1 illustrated in
Optionally, the harmonic scaling function y(m) implemented in the scaler 640 is made dependent upon a type of tire 30 installed on the wheel 10; for example, a robust knobbly tire installed on the wheel 10 is potentially able to exhibit a greater degree of imbalance before representing any form of potential risk than a lean high-performance high-speed tire optimized for reduced energy consumption during driving. Moreover, the harmonic scaling function y(m) implemented in the scaler 640 is beneficially also made a function of time t, namely y(m, t) in Equation 8, from an initial time t0 at which the tire 30 was installed onto the hub 20. Furthermore, the harmonic scaling function y(m) is also beneficially made a function of the number of revolutions as determined from the ABS sensor encoder 118 that the wheel 10 has experienced since the tire 30 was installed thereon, namely y(m, N) where N is the number of revolutions of the tire 30. A reason for rendering the harmonic scaling function y(m, t) or y(m, N) variable is that imbalance in a well-worn tire 30 is more likely to potentially result in tire 30 failure in comparison to a newly-installed substantially unworn tire 30 whose internal mesh 210 has not been subjected to substantial work-hardening due to repetitive flexure.
The type of imbalance for the wheel 10 as determined from the amplitude of the harmonics Q(m) is determined from the relative amplitude of given harmonics; such determination is performed by harmonic analysis in an analyzer denoted by 670 in
For example, when fasteners in the aforementioned holes 50 attaching the hub 20 to the axle 110 have been inadequately tightened or work loose such that the hub 20 rattles around on its axle 110, the suspension of the vehicle, for example as denoted by the spring Ks in
Beneficially, several different scaling functions y(m) are applied concurrently to the harmonics Q(m) so that occurrences of several different types of imbalance are monitored simultaneously by the data processing apparatus 600.
In an alternative, or additional, implementation of the data processing apparatus 600, the pressure P measured by the module 400 is provided to the harmonic analyzer 630 instead of the resolved acceleration Av in a manner as depicted in
Aforementioned analysis of flexure of the wall 230 of the tire 30 as sensed by the module 400 mounted at the location L3 is beneficially compared in the electronic control unit (ECU) and/or within the module 400 with results from harmonic signal analysis performed in respect of one or more modules 400 positioned at one or more of the locations L1 and L2. In an event that the comparison is such that the modules 400 located at mutually different locations L1 to L3 give rise to mutually conflicting analysis results, there is a high likelihood of potential problems with the wheel 10 and/or its tire 30; a warning message is beneficially then transmitted from the data processing apparatus 600, 680 or 690 as appropriate to a driver of the vehicle and/or to a control centre of the enterprise operating a fleet of such vehicles that there is a need to perform maintenance on the vehicle, for example for devising logistics for a future maintenance schedule for the vehicle. Such logistics can include, for example, prearranging a replacement wheel to be available and informing a service facility regarding a time of arrival of the vehicle for maintenance purposes so that appropriate task scheduling at the service facility can be implemented.
One or more of the modules 400 mounted at one or more of the locations L1 to L3 are susceptible to being used, optionally in communication with an electronic control unit (ECU), to detect more gradual temporal changes in the tire 30, for example a gradual reduction in pressure P due to a slow leak therefrom, for example over a period of several weeks or months. Moreover, the one or more modules 400, optionally in cooperation with the aforesaid electronic control unit (ECU) in wireless communication with the one or more modules 400, can be used to monitor sudden depressurization of the tire 30, for example sudden depressurization and subsequent re-pressurization associated with installing a new replacement tire 30 onto the hub 20. Monitoring of such sudden depressurization is important when an earlier tire 30 equipped with a module 400 mounted therein is exchanged for a replacement tire 30 devoid of any such module 400, so that parameters for various signal processing functions as depicted, for example, in
The module 400 will now be described in overview with reference to
The module 400 also includes an array of one or more sensors denoted by 750 whose corresponding one or more outputs are coupled to the aforesaid A/D converter. Depending upon intended location, namely locations L1, L2, L3 and L4, and a degree of wheel monitoring functionality desired, the array of sensor 750 includes one or more of:
Optionally, the module 400 is susceptible to including other types of sensor not described in detail above.
Optionally, the battery 700 is, at least in part, a rechargeable battery and provided with its own electro-magnetic recharging device actuated in response to rotation of the wheel 10 in operation, for example in a manner akin to an automatic wind-up mechanical wrist watch wherein wrist movement is operable to move an imbalance mass to provide watch-spring wind-up energy. Alternatively, or additionally, piezo-electric recharging of the battery 700 in response to rotation of the wheel 10 can be employed.
In operation, the computer processor 710 is operable to perform self-diagnostics and send a warning message via its wireless interface 730 in event of partial or total malfunction occurring within the module 400, and a confirmatory message sent when the module 400 is fully functional; in an event that the module 400 malfunctions, its associated vehicle is not immobilized, but merely results in reduced functionality in respect of wheel and associated tire monitoring. Beneficially, the driver of the vehicle can be informed via the electronic control unit (ECU) regarding reduced functionality and provided with a choice whether or not to continue driving despite malfunctioning of the module 400.
In operation, when the computer processor 710 detects that the signals from the accelerometer 770 are substantially constant for more than a predefined time period, for example for a time period in a range from a few seconds up to 10 minutes, after cessation of a period of rotation of the wheel 10, the computer processor 710 is beneficially operable to cause the module 400 to assume a hibernating mode to conserve power during which the wireless interface 730 is substantially dc-energized. During the hibernating mode, the computer processor 710 is beneficially operable to periodically and momentarily activate the wireless interface 730 for short periods to detect “wake-up” commands from the electronic control unit (ECU) of the vehicle. As soon as the computer processor 710 detects that signals from the accelerometer 770 and/or the pressure sensor 760 are temporally varying, for example during a pre-defined time period, the processor 710 is operable to switch the module 400 to its active state, namely non-hibernating, with all its functional parts as shown in
When considerable data processing is performed within the module 400 so as to distribute computing load around the vehicle, for example signal processing involving application of a Fast Fourier Transform (FFT) or similar signal processing algorithm, the module 400 is operable to receive a synchronization signal for its given associated wheel 10 derived from the aforementioned ABS sensor encoder 118 and its associated circuits associated with the given wheel 10. Such a synchronization signal is beneficially provided from the aforementioned electronic control unit (ECU) 950 of the vehicle operating to provide a data communication hub for the vehicle. On account of the wheels 10 of the vehicle potentially revolving at mutually different rates, for example when the vehicle is turning or due to slight difference in outside diameters of the tires 30, each wheel 10 and its associated modules need to be individually synchronized in respect of their associated ABS sensor encoder 118.
Data processing performed by the computer processor 710 is beneficially capable of reducing a volume of data to be communicated via the wireless interface 730 to the electronic control unit (ECU). Such local data processing is of benefit in that it is primarily the wireless interface 730 which consumes a majority of power from the battery 700 when the module 400 is in operation. Data flow can be further reduced in the module 400 by the processor 710 transmitting periodically at a beginning of time frames actual data values of sensor signals followed by data representing changes in the data values during each time frame. Other approaches for obtaining data compression can also optionally be employed to reduce power consumption at the wireless interface 730. Beneficially, the module 400 is operable to transmit accelerometer signal data and pressure P data at a maximum sample rate in a range of 50 samples/second to 200 samples/second for each accelerometer axis and/or the pressure sensor 760 taking into consideration Nyquist sampling criteria. A lower rate of up to 1 sample per second for temperature T is optionally employed on account of the temperature T changing less rapidly in comparison to the acceleration A and pressure P.
The module 400 is also beneficially operable to permit software updates to be downloaded from the electronic control module (ECU) to the module 400, for example via its wireless interface 730, for upgrading or modifying its operation, for example in response to amended safety standards or policy adopted by an operator of the vehicle. Such software updates also enable new and improved data processing algorithms to be later employed, namely software upgrades.
As elucidated in the foregoing, the module 400 is programmed to have an identification code (ID) which is useable by the aforesaid electronic control unit (ECU) for distinguishing the module 400 from other similar modules 400 on the vehicle, and also from similar types of modules 400 on other vehicles which sporadically pass in near proximity, for example on an adjacent lane during motorway driving. The electronic control unit (ECU) is operable to use the identification code (ID) to identify from which portion of the vehicle data conveyed via the module 400 is derived. Such identification will be described in more detail later.
The computer processor 710 in combination with its wireless interface 730 is also operable to optionally provide a communication networking function. Beneficially, the computer processor 710 has a directly wired interface so that a first module 400 mounted at the location L1 on the wheel 10 is capable of being directly coupled via a wire or optical fibre communication link through the feed-through 310 as depicted in
Alternatively, data signals from the second module 400 at the location L2 can be:
Such a communication link is also susceptible to being used in reverse for conveying aforementioned ABS synchronization signals via the first module 400 at the location L1 to the second module 400 at the location L2 as depicted in
In a similar manner, the second module 400 at the location L2 is able to function as a network relay for a third module 400 mounted at the location L3. Beneficially, the second module 400 at the location L2 is coupled by wire or optical fibre via the feed-through 310 to the first module 400 at the location L1, and the third module 400 at the location L3 is coupled by wireless to the second module 400 at the location L2 as depicted in
In an alternative configuration, the third module 400 at the location L3, mutatis mutandis for the module 400 at the location L4, is electrically coupled to the mesh 210 of the tire 30 which is used as a highly effective patch radio antenna for communicating by wireless to the electronic control unit (ECU). In such a configuration, the third module 400 at the location L3 is capable of function as a wireless relay node for communicating data from the second module 400 mounted at the location L2 on the rim 90. Such a configuration is illustrated in
Other network configurations for the modules 400 at the locations L1, L2; L3 and L4 are also feasible. For example, the modules 400 are optionally operable to all communicate directly by wireless via their wireless interfaces 730 directly with the electronic control unit (ECU) as depicted in
Beneficially, the first, second, third and fourth modules 400 mounted at the locations L1, L2, L3 and L4 respectively each are provided with their uniquely-defining identification codes (ID) which the modules 400 are operable to employ when communicating with the electronic control unit (ECU) for distinguishing their data from that of other modules 400. Moreover, such identification codes (ID) are beneficial when the electronic control unit (ECU) sends synchronization signals derived from the ABS sensor encoders 118, for example in a situation where considerable data processing is performed locally at the modules 400 to reduce a quantity of data to be communicated via their wireless interfaces 730 to the electronic control unit (ECU) in operation.
In the foregoing, components such as the wheel 10 and its associated one or more modules 400 and its electronic control unit (ECU) mounted on the vehicle have been described. These components form a part of a wheel- and tyre-monitoring system which will now be elucidated in greater detail with reference to
In
The electronic control unit (ECU) 950 includes an antenna 960 for transmitting and receiving wireless signals as denoted by 970 for enabling the vehicle 900 to communicate with other facilities, for example a control centre 1000 of an enterprise organising logistics for a fleet of such vehicles 900, or to a service facility 1010 whereat wheels 10 and their tires 30 of the vehicle 900 can be serviced or replaced as depicted in
Optionally, the electronic control unit (ECU) 950 is also wirelessly coupled to a global positioning system (GPS) 1020 for determining in operation a spatial position of the vehicle 900 upon the surface of the Earth. The GPS system 1020 is, for example, that managed by US Authorities or an equivalent European Galileo positioning system. Yet alternatively, or additionally, the GPS system 1020 is based on a mobile telephone, namely cell net, system known as GPRS or similar. In operation, the electronic control unit (ECU) 950 is operable to determine whereat the vehicle 900 is located and convey this positional information to the control centre 1000 so that the control centre 1000 is aware of the position of the vehicle 900. Moreover, as elucidated in the foregoing, in an event that electronic control unit (ECU) 950 detects by way of one or more of the modules 400 that one or more of its wheels 10 are defective or needing maintenance, or are potentially likely to become defective or needing maintenance, the control centre 1000 can direct the vehicle 900 to a suitable geographically convenient service centre 1010. Optionally, the control centre 1000 is also operable to arrange, based upon knowledge of the position of the vehicle 900, for the tractor 920 to be decoupled from its trailer 940 at a suitable geographical location so that an alternative tractor can be rapidly coupled to the trailer 940 to haul the trailer 940 and its contents further promptly to its destination, for example to a customer; the tractor 920 can then be serviced without disrupting time-critical deliveries in the trailer 940 to the customer. Moreover, the service centre 1010 can also be warned in advance, either directly from the vehicle 900 or indirectly via the control centre 1010 or both, regarding arrival of the vehicle 900 together with an indication of a likely problem with one or more wheels 10 of the vehicle 900. Such notification of problems regarding the vehicle 900 to the control centre 1000 and optionally to the service centre 1010 is susceptible to occurring automatically without the driver 910 needing to interpret messages and actively inform one or more of the control centre 1000, the service centre 1010 or the customer. An improvement of service to the customer is thereby susceptible to being achieved.
In order that the vehicle 900 should not be immobilized in an event of its electronic control unit 950 detecting a problem with one or more of the wheels 10 of the vehicle 900, or malfunction of one or more of its modules 400, the electronic control unit (ECU) 950 is operable to generate various warning messages. In an event of malfunction of one or more of the modules 400, the electronic control unit (ECU) 950 is operable to send a warning to at least one of the control centre 1000 and the driver 910 of such malfunction, but continue to monitor other wheels 10 whose modules 400 are continuing to function correctly. Such graceful decline in monitoring functionality of the modules 400 mounted on one or more of the wheels 10 is susceptible to improving operational robustness of the vehicle 900, namely failure of one or more of the modules 400 does not immobilize the vehicle 900. It is a decision then of the driver 900 and/or the control centre 1000 whether or not to continue driving the vehicle 900 in view of one or more of its module 400 becoming non-operational. A potential cause of one or more of the modules 400 failing is exhaustion of batteries 700 therein, or replacement of a tire 30 for example.
With regard to the present invention, the foregoing description describes various apparatus and modules with which the present invention is susceptible to being implemented. However, the present invention is concerned with methods of identifying locations of wheel modules included in wheels and/or their associated tires; for example, to a method of identifying locations of wheel modules operable to monitor characteristics of wheels and/or their associated tires and conveying information indicative of these aforementioned characteristics via a communication link to an electronic control unit (ECU) and/or control system, for example for user-display. Moreover, the present invention also concerns wheel modules for use in implementing aforementioned methods; various implementations of these wheel modules have been described in the foregoing and are also described in following paragraphs.
It will be appreciated from
It is potentially extremely laborious, and potentially susceptible to data-entry error, for the driver 910, or person otherwise responsible for the vehicle 900, to have a list of the identification codes (ID) of the modules 400 together with their positions in the vehicle 900 and manually input, for example by typing on a computer keyboard, such information into the electronic control unit (ECU) 950. There thus arises a need to automatically locate, namely to “calibrate”, the vehicle 900 in respect of spatial disposition of its modules 400, namely inform the electronic control unit (ECU) 950 regarding spatial disposition of its modules 400. Such “calibration” is important for providing the driver 910, the control centre 1000 and/or the service centre 1010 with correct information about which wheel 10 of the vehicle 900 is potentially defective, potentially defective or needing attention, for example charging with compressed air to increase its pressure P or needing a tire 30 change. Certain types of unbalance defects or tire wall 230 defects cannot be ascertained by mere casual visual inspection of a wheel 10 and its tire 30.
In a first method of identifying locations of modules 400 on the vehicle 900, namely “calibrating” the vehicle 900, the driver 910, or person otherwise responsible for the vehicle 900, presses a key on a control unit, for example on a keyboard of the console 915, coupled in communication with the electronic control unit (ECU) 950 to indicate that a module locating routine is about to be implemented. The driver 910 or person responsible takes a permanent magnet and then walks along a route around the vehicle 900 starting at a first predefined position and ending at a second predefined position. When walking around the aforesaid route, the driver 910 or person responsible presents the magnet in close proximity to each wheel 10 in sequence along the route so that the one or more modules 400 thereat are exposed to a magnetic field generated by the magnet. The route comprises, for example, starting at a front right corner of the vehicle 900 and moving in a clockwise manner around the vehicle 900 to a front left corner of the vehicle 900; mutatis mutandis for an anti-clockwise route around the vehicle 900. However, other routes are possible and are within the scope of the present invention, for example addressing the front pair of wheels 10 first and then progressing back along the vehicle 900 eventually to the rear pair of wheels 10; mutatis mutandis for a route commencing at the rear pair of wheels moving progressively eventually to the front pair of wheels 10.
When moving around the route, the driver 910 or person responsible undertakes at each wheel 10 to offer the magnet firstly in close proximity to the axle 110 for activating the module 400 present at the location L1 and then moves the permanent magnet outwardly towards a perimeter of the wheel 10 for activating its one or more modules 400 mounted at the locations L2, L3 and/or L4; mutatis mutandis for an alternative starting at the perimeter of the wheel 10 inwards towards the hub 20 of the wheel 10. As an alternative to employing a permanent magnet, an electromagnet can be employed which is momentarily energized in close proximity to each wheel 10 along the route for executing the first calibration method.
The permanent magnet is operable to cause the magnetic sensor 775 present in each module 400 to send a signal to its associated computer processor 710 which is in response operable to send a message including the identification code (ID) of the module 400 via its wireless interface 730 by wireless communication to the electronic control unit (ECU) 950. The electronic control unit (ECU) 950 thereby receives a sequence of identification codes (ID) in an order corresponding to the predetermined spatial route, and thereby is able to determine where the modules 400 are located in the vehicle 900. However, the electronic control unit (ECU) 950 is susceptible to being provided with completely erroneous data in an event that the driver 910 or person responsible does not diligently follow the predetermined route. In practice, the first method of “calibrating” the vehicle 900 is feasible to employ but tends to be tedious for the driver 910 or person responsible to execute and is also susceptible to abuse.
The inventors have appreciated that it is highly desirable to utilize methods of locating positions of modules 400 on the vehicle 900 which are less tedious and faster to execute in practice.
Referring to
A method of “calibrating” the vehicle 900 according to the invention will now be described. In the method of “calibration” according to the invention, the electronic control unit (ECU) 950 records a number of turns respective wheels 10 of the vehicle 900 undergo within a defined period of driving time Δt by way of their ABS sensor encoders 118. From the number of pulses as depicted in
The method of “calibrating” the vehicle 900 according to the invention is susceptible to being further improved by adopting a following general “calibration” method:
(a) the driver 910 activates the electronic control unit (ECU) 950 to send out a message by wireless to all its wheels 10 and their associated modules 400 to identify themselves; such a message is beneficially, for example, sent out by the electronic control unit (ECU) 950 each time the vehicle 900 is activated in case wheels 10 of the vehicle 900 have been modified whilst the vehicle 900 has been stationary in a deactivated state. The modules 400 respond by declaring their existence and their corresponding identification codes (ID). The electronic control unit (ECU) 950 proceeds to store a list or similar record of the identification codes (ID) in its data memory;
(b) the driver 910 then drives the vehicle 900 across a smooth road surface substantially devoid of topographical features; the modules 400 mounted at the location L3, similar at the location L4, on the wheels 10 will give rise to pulsating acceleration signals Az in a manner as depicted in
(c) the driver 910 then executes a method according to the invention which clearly identify where the modules 400 mounted at locations L1 and L2 on their respective wheels 10 are disposed in the vehicle 900; and
(d) the electronic control unit (ECU) 950 then monitors the pulse signals, in a manner as depicted in
Referring to
Beneficially, when the modules 400 respond to the aforementioned message sent out from the electronic control unit (ECU) 950 for the modules in a given vehicle 900 to identify themselves, for example in step (a) of the general method of “calibration”, the modules 400 respond by not only declaring their identification code (ID) but also a description of their functionality, namely an indication of their individual configurations of sensors included therein, and optionally their capacity to execute local data processing thereat. For example, certain modules 400 are operable to respond with their identification codes (ID) together with information that they each have only a pressure sensor 760 and a temperature sensor 765, whereas other modules 400 are operable to respond with their identification codes (ID) together with information that they each have only a x- and y-axis accelerometer 770 together with a temperature sensor 765, and so forth for inclusion in the aforementioned list or record kept at the electronic control unit (ECU) 950. The electronic control unit (ECU) 950 is thereby able to dynamically select a most suitable method of “calibrating” the vehicle 900 and inform the driver 910 on the console 915 accordingly. By the electronic control unit (ECU) 950 being aware of the functionality of its wheels 10, it is able to convey such information to the control centre 1000 for use in directing maintenance schedules for the vehicle 900, for example sending the vehicle 900 to a service centre 1010 which has a suitable equivalent replacement wheel 10.
The enterprise 2000 therefore beneficially implements in its vehicles 900 a general wheel monitoring method including steps as follows:
The general wheel monitoring method described above is susceptible to being implemented automatically by way of computer-based supervision from the control centre 1000 and/or from one or more of the service centres 1010. When implementing the method, the service centres 1010 and/or the depots 2020 are operable to communicate their inventory of wheels 10 in a dynamic manner. Moreover, the control centre 1000 is also operable to maintain dynamically a record of operational status of its vehicles 900 at least in respect of their wheels 10 furnished with on or more modules 400 pursuant to the present invention.
Adoption of the general wheel monitoring method is beneficial in that safety and reliability is improved which potentially may bring insurance premium benefits for the enterprise 2000, as well as potentially enhancing the quality of their service to their customers.
As will be appreciated from the foregoing, the module 400 is employed when implementing the present invention in various configurations. When the module 400 includes the accelerometer 770 as depicted in
For a given wheel 10 correctly mounted to its axle 110, it is beneficial to refer to:
(a) a lateral direction as being the z-axis parallel to the axis B-B;
(b) a radial direction from the axis B-B, and thus from the axle 110, as being the y-axis; and
(c) a tangential axis at a given position on the wheel 10 as being the x-axis, as illustrated in
The z-axis and the y-axis are pertinent at the locations L1 to L4. The x-axis is dependent upon a radius r at which the point is from the axis B-B.
Accelerations Ax′, Ay′, Az′ correspond to measurements of accelerations along the local orthogonal axes x′, y′, z′ respectively. It is feasible to resolve the accelerations Ax′, Ay′, Az′ in respect of the true axes x, y, z as provided by a matrix mapping as defined by Equation 10 (Eq. 10):
wherein angles α and β are resolving angles mapping the axes x′, y′, z′ onto the true axes x, y, z.
A special condition arises when the wheel 10 rotates at a constant angular velocity ω, for example as determinable by the electronic control unit (ECU) 950 from signal generated from ABS sensor encoders 118, the vehicle 900 is driving straight ahead and not turning, for example as determined from an angular sensor coupled to the steering wheel at the console 915, and a plane of the wheel 10 is orthogonal to the axis B-B and hence to the axle 110 in that:
wherein θ1 and θ2 are lower and upper integration limits corresponding to first and second angular rotation angles θ of the wheel 10.
wherein γ is an offset angle and n is an integer such that n=1, 2, 3, . . . .
Suitable values for the angles α and β are susceptible to being computed in an iterative manner so that Equations 11 and 12 can be substantially achieved, or at least a minimized condition in respect of the angles α and β is susceptible to being achieved. For example, spurious road surface noise present in the accelerations Ax′, Ay′, Az′ potentially requires a minimum condition to be searched for as a best approximation for satisfying Equations 11 and 12.
Optimal values for the angles α and β can either be found from an explicit solution for Equations 10, 11 and 12, or iteratively by recomputing for various combinations of the angles α and β for a sample of signals representative of the accelerations Ax′, Ay′, Az′ until a nearest approximation to Equations 11 and 12 is achieved.
Computation of the angles α and β is beneficially performed at the electronic control unit (ECU) 950. Alternatively, distributed computing performed at the module 400 can also be employed for computing the angles α and β. Once the angles α and β have been computed for a minimized condition or a zero condition as given in Equations 11 and 12, application of these angles α and β pursuant to Equation 10 to obtain the accelerations Ax, Ay, Az for monitoring operation of the wheel 10, for example as depicted in
Equations 10 to 12 are an example of auto-resolving accelerations sensed by the accelerometer 770 of the module 400 to generate corresponding acceleration signals suitable for processing as depicted in
Auto-resolving, for example as described in Equations 10 to 12, is of benefit in that the one or more modules 400 mounted one or more of the locations L1 to L4 do not need to be mounted onto the wheel 10 pursuant to highly precise angular alignment, thereby simplifying mounting of the one or more modules 400 to the wheel 10 and potentially reducing assembly and mounting costs.
When auto-resolving pursuant to Equations 10 to 12 is employed in the apparatus 600, a corresponding apparatus as indicated generally by 2200 in
When harmonic scaling in the scaler 640 is optionally not required, its scaling values are beneficially set to a uniform value, for example yv(m)=1, yz(m)=1 unity value, or the scaler 640 simply bypassed. Moreover, for the apparatus 2200, one or more modules 400 can be optionally mounted at one or more of the locations L1, L2 and L3. The apparatus 2200 is susceptible to being implemented in hardware, in software executable on computing hardware, or a combination of such hardware and software. Moreover, the apparatus 2200 is susceptible to being implemented substantially in the electronic control unit (ECU) 950, on the module 400, or on both the module 400 and electronic control unit (ECU) 950 in combination. The software is optionally supplied as one or more software products on one or more data carriers. Moreover, the software is optionally dynamically reconfigurable depending on potentially changing configurations of one or more modules 400 included on the wheel 10.
The apparatus 2200 illustrated in
The auto-resolver 2210 requires calibrating in order to determine its correction angles α and β as elucidated in the foregoing. Such calibration is beneficially implemented as part of the aforesaid methods of “calibrating” the modules 400, namely enabling the electronic control unit (ECU) 950 to identify which modules 400 with which it is required to communicate on the vehicle 900, wherein the modules 400 are mounted at various locations on wheels 10 of the vehicle 900, with potentially mutually different operating characteristics of the modules 400; as elucidated earlier, a situation potentially arises in operation where certain wheels 10 of the vehicle 900 are provided with a more comprehensive set of modules 400 in comparison to other wheels of the vehicle 900, in a potentially temporally dynamically changing manner. Auto-resolving in the auto-resolver 2210 has an effect with regard to the module 400 mounted at the location L3 to effectively set the offset angle φ0 in Equation 6 (Eq. 6) to substantially a null value, namely φ0=0, and thereby potentially simplifies associated signal processing in operation for monitoring flexural characteristics of the tire 30.
Although use of the present invention in relation to heavy commercial vehicles is described in the foregoing, it will be appreciated that the invention is also applicable to other types of vehicle, for example on wheels of aircraft, on wheels of automobiles, wheels of motorcycles and bicycles, on heavy construction equipment, on the wings of electricity wind turbines to identify potential structural problems, and so forth.
Expressions such as “has”, “is”, “include”, “comprise”, “consist of”, “incorporates” are to be construed to include additional components or items which are not specifically defined; namely, such terms are to be construed in a non-exclusive manner. Moreover, reference to the singular is also to be construed to also include the plural. Furthermore, numerals and other symbols included within parentheses in the accompanying claims are not to be construed to influence interpreted claim scope but merely assist in understanding the present invention when studying the claims.
Modifications to embodiments of the invention described in the foregoing are susceptible to being implemented without departing from the scope of the invention as defined by the appended claims.
For example, use of the ABS sensor encoder 118 for sensing rotation of the wheel 10 has been described in the foregoing. However, additionally or alternatively, a measure of the angular orientation θ of the wheel 10 can also be computed, as elucidated in the foregoing, on a basis of the gravitational force g acting upon the accelerometer 770 of the module 400. The gravitation force g is manifested in operation in the acceleration components Ax, Ay and is superimposed on any acceleration experienced at the wheel 10 due to general acceleration or deceleration of the vehicle 900. On account of a typical time scale in which cyclical fluctuations of the gravitational force g as observed in the acceleration components Ax, Ay being generally more rapid than effects due to such general acceleration or deceleration, it is feasible to filter out or compensate for such components in the acceleration components Ax, Ay as a weight of the vehicle 900 and a motive power output from the engine or motor 930 of the vehicle 900 can be estimated or measured. When the angular orientation θ of the wheel 10 is derived from the acceleration components Ax, Ay, in addition to or as an alternative to the ABS encoder sensor 118, such derivation docs not preclude the use of aforementioned auto-alignment of the axes x′, y′, z′ of the module 400 to the true x, y, z axes of the wheel 10 representative of orthogonal tangential and lateral axes respectively, see
Flexure of the side-wall 230 of the tire 30 is also susceptible to being sensed by a first module 400 mounted at the location L3 moving in respect of a second module 400 mounted at the location L2 in close spatial proximity to the first module 400. In operation, flexure of the side-wall 230 causes a relative spatial distance between the first and second modules 400 to vary correspondingly.
In a first configuration, the first module 400 is provided with a source of radiation, and the second module 400 is operable to monitor a magnitude of a portion of the radiation received thereat and convey a corresponding signal by wireless to the electronic control unit (ECU) 950. The signal is representative of a change of spatial separation between the first and second modules 400 as a function of their wheel 10 rotating.
In a second configuration, the second module 400 is provided with a source of radiation, and the first module 400 is operable to monitor a magnitude of a portion of the radiation received thereat and convey a corresponding signal by wireless, for example using the mesh 210 of the tire 30 as a wireless patch antenna, to the electronic control unit (ECU) 950. The signal is representative of a change of spatial separation between the first and second modules 400 as a function of their wheel 10 rotating.
The radiation can be at least one of: a substantially constant magnetic field generated by a permanent magnet, an alternating magnetic field, ultrasonic radiation, wireless radiation, pulsed optical radiation, capacitive electrostatically-coupled radiation to mention a few examples. Ultrasonic radiation is beneficially generated and received using piezo-electric transducers.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/SE07/01065 | 11/30/2007 | WO | 00 | 5/26/2010 |
