Assistance method for adjusting the pressure of a tire fitted to a wheel mounted on a motor vehicle

Abstract

An assistance method for adjusting the pressure of a tire mounted on a wheel of a motor vehicle having an electronic module adapted to transmit, to an on-board central unit in the vehicle, signals including data representing the pressure of the associated tire, this assistance method includes, in the first place, during an action of adjusting the pressure of a tire, determining, after receiving a number n of initial measurement signals, where n2, the gradient or slope Cd of the straight line representing the variation of the measured value Pm(t) of the pressure as a function of time. Next, on receiving each subsequent measurement signal, the remaining time required to obtain the setpoint pressure Pc is deduced from the ratio |Pc-Pm(t)|/Cd, and, on the expiry of this remaining time, initiating a procedure for managing the cessation of the pressure adjustment, and signaling the end of the adjustment.

Claims

1. An assistance method for adjusting the pressure of a tire mounted on a wheel of a motor vehicle equipped with an electronic module adapted to transmit, to an on-board central unit in said vehicle, signals comprising data enabling the pressure of the associated tire to be determined, said assistance method comprising the following procedures, during an action of adjusting the pressure of the tire of a wheel: transmitting, by the electronic module fitted to this wheel, of a sequence of signals, called measurement signals, each comprising data for determining a measured value Pm(t) of the tire pressure, if the measured value Pm(t) of the pressure corresponds to a predetermined value of setpoint pressure Pc, a procedure of managing the cessation of the pressure adjustment action, comprising a final step of signaling the end of said adjustment action, initially, after the reception of a number n of initial measurement signals, where n2, the gradient or slope Cd of the straight line representing the variation of the measured value Pm(t) of the pressure as a function of time is determined, and then, on reception of each subsequent measurement signal, the remaining time required to reach the setpoint pressure Pc is deduced from the ratio |Pc-Pm(t)|/Cd, and, if this remaining time expires before the reception, or simultaneously with the reception, of a new measurement signal, the procedure for managing the cessation of the pressure adjustment action is initiated.

2. The assistance method as claimed in claim 1, wherein: each wheel is equipped with means for measuring the temperature of the air volume inside the tire, in a preliminary step, a correspondence table is drawn up for each type of wheel fitted to the vehicle, this table: comprising inputs consisting of initial temperatures T.sub.i, corresponding to temperatures measured inside a tire when an action of adjusting the pressure of this tire is initiated (t.sub.0), and of final temperatures T.sub.f, corresponding to temperatures measured inside the tire when the action of adjusting the pressure of this tire is interrupted (t.sub.1), associating with each pair of temperatures (T.sub.i, T.sub.f) a pressure value P corresponding to the determined pressure variation, before stabilization, at the end of an adjustment action that started at an initial temperature T.sub.i and was interrupted at a final temperature T.sub.f, and, during each action of adjusting the pressure of a tire, the initial temperature T.sub.i is determined when this action of adjustment is initiated, and, when the setpoint pressure Pc is obtained, a procedure of managing the cessation of the action of adjusting the pressure is executed, which comprises: measuring the final temperature T.sub.f, and determining, by consulting the correspondence table, the pressure value P associated with the pair of temperatures (T.sub.i, T.sub.f), and causing the execution of the final step of signaling the end of said adjustment action, after a time lapse equivalent to P/Cd following the instant at which the setpoint pressure Pc is obtained.

3. The assistance method as claimed in claim 2, further comprising: dividing the types of compressors that may be used for adjusting the pressure of a tire of a motor vehicle (V) into at least two categories, each characterized by a predetermined range of values of free air delivery, drawing up a specific range of correspondence tables for each category of compressor, and, during each action of adjusting the pressure of a tire, determining the category of the compressor used according to the value Cd of the slope.

4. The assistance method as claimed in claim 3, for a motor vehicle having a plurality of transmitters positioned on the vehicle so that each wheel position is covered by the transmission area of one or two transmitters, each of these transmitters being controlled by the central unit so as to transmit signals requesting the transmission of predetermined data, such as, notably, an identification request signal, to each electronic module located in its transmission area, wherein, on the expiry of the remaining time before the reception of a new measurement signal, the central unit is programmed, on this expiry, to cause: the transmission, by a transmitter whose transmission area covers the electronic module associated with the tire undergoing pressure adjustment, of at least one signal requesting the transmission of a measurement signal, and the initiation of the procedure for managing the cessation of the pressure adjustment action, if the measured value of the pressure Pm(t) calculated on the basis of the data delivered by the measurement signal corresponds to the setpoint pressure Pc.

5. The assistance method as claimed in claim 1, according to which the final step of signaling the end of the adjustment action consists in causing the activation of audible and/or visual means.

6. The assistance method as claimed in claim 2, according to which the final step of signaling the end of the adjustment action consists in causing the activation of audible and/or visual means.

7. The assistance method as claimed in claim 3, according to which the final step of signaling the end of the adjustment action consists in causing the activation of audible and/or visual means.

8. The assistance method as claimed in claim 4, according to which the final step of signaling the end of the adjustment action consists in causing the activation of audible and/or visual means.

9. The assistance method as claimed in claim 1, wherein the on-board central unit includes a microprocessor and incorporating an RF receiver equipped with an antenna for receiving the signals transmitted by the electronic module.

10. The assistance method as claimed in claim 1, wherein there are four electronic modules.

11. The assistance method as claimed in claim 1, wherein transmitters are controlled by the central unit.

12. The assistance method as claimed in claim 11, wherein there are four transmitters, each transmitter being placed near a wheel position in such a way that said wheel position is covered by a transmission area of this transmitter only.

Description

(1) BRIEF DESCRIPTION OF THE DRAWING FIGURES

(2) Other characteristic objects and advantages of the invention will be apparent from the following detailed description, referring to the attached drawings, which represent a preferred embodiment of the invention by way of non-limiting example. In these drawings:

(3) FIG. 1 is a schematic top view of a vehicle provided with a monitoring system allowing the execution of the assistance method according to the invention for adjusting the pressure of a tire,

(4) FIG. 2 is a detail view in cross section, on a larger scale, of a portion of a wheel equipped with an electronic module for the execution of the method according to the invention,

(5) FIG. 3 is a graph showing the variation of the temperature and pressure inside a tire during the inflation of the tire by a compressor having a high free air delivery,

(6) FIG. 4 is a graph showing the variation of the temperature and pressure inside a tire during the inflation of the tire by a compressor having a low free air delivery,

(7) and FIG. 5 is a graph showing the variation of the temperature and pressure inside a tire during the deflation of the tire.

DETAILED DESCRIPTION OF THE INVENTION

(8) The method according to the invention proposes a function of assistance for adjusting the pressure of a tire fitted to a wheel mounted on a vehicle V equipped with a system for monitoring the operating parameters of the tires mounted on these wheels.

(9) According to the example shown in FIG. 1, the monitoring system is installed in a vehicle V having four wheels, each comprising, in a conventional way, a rim 10 fitted with a tire 9 (see FIG. 2), these wheels consisting of two front wheels 1, 2 and two rear wheels 3, 4.

(10) These monitoring systems conventionally comprise, in the first place, associated with each wheel 1-4, an electronic module 5-8 positioned within the casing of the tire 9 and, for example, fixed for this purpose to the rim 10 of said wheel as shown in FIG. 2, or fixed to the inner face of the tread of the tire 9 (not shown).

(11) In a known way, each of these electronic modules 5-8 incorporates sensors dedicated to the measurement of parameters such as the pressure and/or temperature of the tire, connected to a microprocessor which has an identification code of said electronic module and which is linked to an RF transmitter connected to a low frequency antenna such as 20.

(12) Additionally, according to the invention, each electronic module 5-8 is equipped with a temperature sensor 21 (FIG. 2) intended to measure the air temperature inside the tire 9. As shown in FIG. 2, this temperature sensor 21 is, in the example, fixed externally to the electronic module 5, by means of any known device enabling said temperature sensor and electronic module 5 to be thermally insulated.

(13) The monitoring system also comprises a centralized computer or central unit 11, having a microprocessor and incorporating an RF receiver equipped with an antenna 12 for receiving the signals transmitted by each of the four (in the illustrated example) electronic modules 5-8.

(14) Finally, this monitoring system comprises transmitters 13-16 controlled by the central unit 11, and intended, notably, to enable the electronic modules 5-8 to be located.

(15) According to the example shown in FIG. 1, these transmitters 13-16 are four in number, each being placed near a wheel position in such a way that said wheel position is covered by the transmission area A1-A4 of this transmitter only.

(16) The assistance method according to the invention comprises, in the first place, a preliminary step of drawing up correspondence tables, which are determined experimentally or by modeling for each type of wheel (rim 10 and tire 9), and which: comprise inputs consisting, on the one hand, of initial temperatures T.sub.i, corresponding to temperatures measured inside a tire 9 by the temperature sensor 21 when an action of adjusting the pressure of this tire 9 is initiated (at the time t.sub.0), and, on the other hand, of final temperatures T.sub.f, corresponding to temperatures measured inside the tire 9 when the action of adjusting the pressure of this tire is interrupted (at the time t.sub.1), associate with each pair of temperatures (T.sub.i, T.sub.f) a pressure value P corresponding to the determined pressure variation, before stabilization, at the end of an adjustment action that started at an initial temperature T.sub.i and was interrupted at a final temperature T.sub.f.

(17) These correspondence tables are drawn up by application of the principle discovered according to the invention, which establishes that, following an action of adjusting the pressure of a tire 9, in which the temperature inside the tire varies between an initial value T.sub.i and a final value T.sub.f: the temperature inside the tire undergoes, after the cessation of the inflation/deflation but before stabilization, a variation (a temperature decrease, if T.sub.f>T.sub.i or a temperature increase, if T.sub.f<T.sub.i) having a specific value for each pair of values (T.sub.i, T.sub.f), the pressure of the tire undergoes a variation which is proportional to that of the temperature, and which therefore also has a specific value for the pair of values (T.sub.i, T.sub.f).

(18) Additionally, for the purpose of drawing up these correspondence tables: at least two categories of compressors that can be used for adjusting the pressure of a tire 9 of a motor vehicle V are defined, each of these categories being characterized by a predetermined range of values of free air delivery, and a specific range of correspondence tables is drawn up for each category of compressor.

(19) By way of example, two categories of compressor can thus be created, consisting of compressors with low free air delivery providing a pressure gradient of less than 1.2 kPa/s inside the tire 9, and compressors with high free air delivery, corresponding to a pressure gradient of more than 1.2 kPa/s inside the tire 9.

(20) FIG. 3 shows a graph based on the inflation of a tire 9 (between the instant t.sub.0 and the instant t.sub.1), using a compressor with high free air delivery (the gradient being 8 kPa), during which the pressure of the tire 9 is raised from 100 kPa to 300 kPa. This graph also shows the variation of the temperature Tp inside the tire 9, the variation of the pressure P of the tire 9 and the variation of the ambient temperature Ta. It should be noted that the start of the pressure curve P has been omitted, in order to simplify this figure, and only the end of this pressure curve P is shown in FIG. 3.

(21) This graph demonstrates that: after inflation (that is to say at the time t.sub.1), the pressure (305 kPa) falls by a value P of about 10 kPa before it becomes stable at about 295 kPa, the temperature Tp inside the tire 9 varies between an initial temperature T.sub.i (at the instant t.sub.0 of the start of inflation) of about 21 C. and a final temperature T.sub.f (at the instant t.sub.1 of the end of inflation) of about 36 C. on the cessation of inflation, before falling by a value T substantially equal to 15.

(22) According to the operating principle established by the invention, this graph can be used to associate a value P of 10 kPa with the pair of temperatures (Ti, Tf) equal to (21 C., 36 C.) in the correspondence table drawn up for the type of wheel used for testing.

(23) Similarly, FIG. 4 shows a graph based on the inflation of a tire 9 with a compressor having a low free air delivery, and this graph can be used to associate a value P of 2 kPa with the pair of temperatures (Ti, Tf) equal to (20 C., 25 C.) in the correspondence table drawn up for the type of wheel used for testing.

(24) FIG. 5, for its part, shows a graph based on the deflation of a tire 9 (between a deflation start time t.sub.0 and a deflation stop time t.sub.1), and can be used to associate a value P of 4 kPa with the pair of temperatures (Ti, Tf) equal to (22 C., 16 C.) in the correspondence table drawn up for the type of wheel used for testing.

(25) The assistance method according to the invention, for its part, starts at the time t.sub.0, when the central unit 11 receives an information signal from an electronic module 5-8, comprising the identification code of the latter and what is called the initial value T.sub.i of the temperature inside the associated tire 9, this information signal being transmitted when said electronic module detects pressure variations representing an action of adjusting the pressure of the tire 9.

(26) This assistance method consists, in the first place, in causing the transmission, by the transmitter 13-16 whose transmission area A1-A4 covers the wheel position in which the electronic module 5-8 transmitting the information signal is located, of a sequence of LF (low frequency) signals requesting the transmission of measurement signals comprising measured data for the determination of the value of the tire pressure, in response to each of which signals said electronic module delivers a measurement signal.

(27) After receiving the first n measurement signals, where n is generally equal to 2, the central unit 11 is programmed to calculate the gradient or slope Cd of the straight line representing the variation as a function of time of the measured value Pm(t) of the pressure, and, during an inflation action, to deduce from this value Cd the category of compressor used.

(28) Next, on receiving each of the subsequent measurement signals, the central unit 11 deduces from the ratio |Pc-Pm(t)|/Cd the remaining time required to obtain the setpoint pressure Pc, and, on the expiry of this remaining time before the reception of a new measurement signal, or simultaneously with the reception of this signal, the central unit 11 causes: the transmission, by the transmitter 13-16 whose transmission area covers the electronic module 5-8 associated with the tire 9 undergoing pressure adjustment, of at least one signal requesting the transmission of a measurement signal, and the initiation of the procedure for managing the cessation of the pressure adjustment action, if the measured value of the pressure Pm(t) calculated on the basis of the data delivered by the measurement signal corresponds to the setpoint pressure Pc, this procedure consisting in: measuring the final temperature T.sub.f, and determining, by consulting the correspondence table, the pressure value P associated with the pair of temperatures (T.sub.i, T.sub.f), and causing the activation of audible and/or visual means 17 after a time lapse equivalent to /Cd following the instant at which the setpoint pressure Pc is obtained.

(29) This assistance method, used during an action of adjusting the pressure of a vehicle equipped with a monitoring system which may or may not be provided with transmitters, enables the accuracy of the value of the pressure obtained relative to the setpoint value to be increased in an optimal way.

(30) It should also be noted that the data supplied by the temperature sensor 21 can be used not only for their function described above in the context of the use of the assistance method according to the invention, but also, because of the relationship present between the value of the temperature inside a tire 9 and the value of the pressure of this tire 9 for this temperature, for the continuous supply of accurate data on the inflation rate (that is to say, the amount of air or mass of air) of said tire.

(31) Thus, in an example of application, it is possible, notably, to use a function of monitoring the mass of air inside the tire 9, enabling a fast or slow puncture to be detected, and enabling a continuous measurement to be made of the remaining mass of air and the speed at which this mass of air decreases.

(32) This function can be used to inform the driver and to supply him with data concerning the time remaining (in hours or days) before reaching a critical pressure threshold that may adversely affect the driving conditions.