1. A method for the allocating of tire pressure control devices of a tire pressure control system of a vehicle to the different positions at which respectively a wheel of the vehicle is mounted, the method comprising the steps of:
providing a system, the system comprising:
a number of first sensors, corresponding to the number of wheel positions, which are each fixedly allocated to one of the wheel positions and can detect a rotation speed or an angular speed of the wheel which is mounted in the wheel position;
a number of tire pressure control devices, coinciding with the number of the mounted wheels, which devices are mounted on the wheels rotating together with these, are provided with an individual identification and contain a second sensor for determining a measurand, from the chronological development of which the rotation speed of the respective wheel or the angular speed of the wheel can be derived;
a central unit, in which the allocation of the tire pressure control devices to respectively one wheel position, namely the identification of the tire pressure control device situated in the wheel position in connection with the associated wheel position, can be stored;
wherein it is known by the central unit from this method which first sensor is allocated to which wheel position by;
delivering repeatedly a measured value M1 for successive time segments \u0394T by the first sensors, the measured value M1 being a measurement for the rotation speed or for the angular speed of the wheel to which the respective first sensor is allocated;
sending, by the tire pressure control devices, their individual identification to the central unit in chronological intervals;
wherein in each rotating tire pressure control device;
detecting pointwise the development of the measurand from which the rotation speed or the angular speed of the associated wheel can be derived by means of the second sensor over a predetermined rotation angle \u03c6 of the wheel as a function of time;
low pass filtering of the chronological development of the measurand in a first time interval \u0394t1 following the detection of the measurand detected during the rotation of the wheel about the predetermined rotation angle \u03c6;
storing the result of the filtering;
determining a second measured value M2 from the filtered development of the measurand, which is a measurement for the rotation speed or respectively for the angular speed of the associated wheel in the range of the observed predetermined rotation angle \u03c6;
transmitting, by each tire pressure control device, the second measured value M2 together with its identification to the central unit at the end of a second time interval \u0394t2, the duration of which is not less than the first time interval \u0394t1;
comparing, in the central unit as a result of this transmittal, the second measured values M2 transmitted by the tire pressure control devices with the measured values M1 detected in a timely manner by the first sensors of all wheels; and
storing the identification of the tire pressure control device respectively under that wheel position in which the measured value M1 delivered by the first sensor best coincides with the measured value M2.
2. The method according to claim 1, wherein as first sensors ABS sensors are used, of which in each case one ABS sensor is allocated to one of the wheel positions of the vehicle.
3. The method according to claim 1, wherein as second sensor such a sensor is used which delivers a signal with a periodic development, wherein the period is constant as long as the vehicle moves in a straight line with a constant speed.
4. The method according to claim 3, wherein as second sensors acceleration sensors are used, at least one of which is contained in each tire pressure control device.
5. The method according to claim 1, wherein the duration of the first time interval \u0394t1 is constant.
6. The method according to claim 1, wherein the duration of the second time interval \u0394t2 is constant.
7. The method according to claim 1, wherein the end of the first time interval \u0394t1 is placed such that it coincides with the moment at which the end of the filtered development of the measurand detected by the second sensor has left the low pass filter and is stored in the tire pressure control device.
8. The method according to claim 5, wherein the first time interval \u0394t1 in which, in the tire pressure control devices, the development of the measurand detected by the second sensor is subjected to a low pass filtering, or the rotation angle \u0394\u03c6 about which the wheel has further rotated during the first time interval \u0394t1 andor the second time interval \u0394t2, is either given as known to the central unit or is transmitted to it as a third measured value M3 by the tire pressure control device together with its identification and with the filtered measurand or with the second measured value M2 derived therefrom.
9. The method according to claim 1, wherein the measured value M2, if applicable also the measured value M3, is additionally used in the central unit in order to determine the angular position which the wheel has at the end of the first time interval \u0394t1 andor at the end of the second time interval \u0394t2.
10. The method according to claim 8, wherein the predetermined duration of the first time interval \u0394t1 in which the detected measurand is subjected to a low pass filtering in the tire pressure control devices, andor the duration of the second time interval \u0394t2 is selected in a speed-dependent manner, and namely such that the duration of the first time interval \u0394t1 andor the duration of the second time interval \u0394t2 decreases with increasing speed of the vehicle.
11. The method according to claim 10, wherein the predetermined duration of the first time interval \u0394t1 and or the predetermined duration of the second time interval \u0394t2 is adapted in stages or continuously to the speed of the vehicle or to the rotation speed or respectively angular speed of the wheel concerned.
12. The method according to claim 1, wherein more than one identification is stored in the central unit for each wheel position.
13. The method according to claim 1, wherein the first sensors measure the measurand, which is a measurement for the rotation speed or for the angular speed, and store the measurement result for a predetermined duration.
14. The method according to claim 13, wherein the measurement results of the first sensors are stored for a time span T1, which is twice to five times as long as the predetermined time segment \u0394T for the individual measurement.
15. The method according to claim 13, wherein the time segment \u0394T for the individual measurement lies between 10 ms and 100 ms.
16. The method according to claim 1, wherein the tire pressure control devices send in shorter time intervals in the allocation method than in a normal operation of the tire pressure control system, in which only identifications which are already stored in the central unit are transmitted to the central unit from all tire pressure control devices.
17. The method according to claim 1, wherein in the tire pressure control devices the second sensor detects its measurand several times, in each case for a second time span T2, which the wheel requires in order to rotate about at least 180\xb0.
18. The method according to claim 17, wherein in the tire pressure control devices the second sensor detects its measurand several times, in each case for a second time span T2, which the wheel requires in order to rotate about a whole-number multiple of 180\xb0.
19. The method according to claim 17, wherein the predetermined rotation angle \u03c6 about which the wheels are to rotate for the detecting of the measurand of the second sensor, is selected so that the measuring begins in a predetermined rotation angle position of the second sensor.
20. The method according to claim 19, wherein in the tire pressure control devices the measurand detected by the second sensor is filtered by means of a digital low pass filter and that by means of the filtered signal the second time span T2 is measured which the wheel requires for its rotation about the predetermined rotation angle \u03c6.
21. The method according to claim 20, wherein as measurement for the rotation speed or the angular speed of the wheel, the second time span T2 which the wheel required for a rotation about the predetermined rotation angle \u03c6, or the rotation speed or angular speed of the wheel calculated from the predetermined rotation angle \u03c6 and the second time span T2 required therefor in the tire pressure control device at the end of the second time interval \u0394t2 together with the identification of the tire pressure control device and if applicable together with the second time interval \u0394t2 or with the rotation angle \u0394\u03c6, about which the wheel has further rotated during the second time interval \u0394t2, is transmitted to the central unit.
22. The method according to claim 1, in which a low pass filter is used, the threshold frequency of which lies between 1 Hz and 5 Hz.
23. The method according to claim 1, wherein as measured values M1 detected in a timely manner, those measured values are selected which were measured in several successive time segments \u0394T, which overlap with the second time interval \u0394t2 or lie at its boundary.
24. The method according to claim 1, wherein as measured values M1 detected in a timely manner, those measured values M1 are selected which were measured in not more than five successive time segments \u0394T, wherein the end of the second time interval \u0394t2, in which in a tire pressure control device a low pass filtering of the development of the measurand detected by the second sensor and the transmittal of the second measured value M2 as well as the identification to the central unit takes place, lies in the no more than five time segments \u0394T or at the boundary thereof.
25. The method according to claim 23, wherein as measured values M1 detected in a timely manner, the measured values M1 are selected which were measured in two successive time segments \u0394T.
26. The method according to claim 1, wherein the second measured values M2 are transmitted twice to the central unit, namely once at the end of the second time interval \u0394t2 and a second time after a further rotation of the wheel about less than one revolution.
27. The method according to claim 1, wherein it is carried out repeatedly, wherein the allocations obtained in each run of the method are collected in the central unit, wherein the collected allocations are analyzed according to the frequency of their occurrence, and wherein for each wheel position the identification is stored which is allocated to it the most frequently.
28. The method according to claim 27, wherein after a start of a journey it is then carried out in a shortened manner, i.e. with a smaller number of repetitions than with a storage for the first time of a particular allocation, if, to the given wheel positions, that identification, which was already stored during the preceding journey as the most frequent identification, is transmitted again to the central unit.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A wheel, for motor vehicles, comprising:
spoke wheel portion (20) and a wheel rim (10);
wherein the wheel rim (10) further comprises an internal bead seat (16) and an external bead seat (14) which makes a transition into an internal flange (18) and an external flange (12);
wherein at least one profile segment (31, 32, 33, 34, 35, 36, 37) which continuously forms at least one hollow chamber (41, 42, 43, 44, 45, 46, 47) in the direction of the circumference, at least in sections, is provided proximate the internal bead seat (16) andor of the external bead seat (14);
and wherein the at least one profile segment (31, 32, 33, 34, 35, 36, 37) is initially configured as a substantially radially extending flange (30) emanating from the wheel rim between the inner and outer flanges, and having a radially outwardly disposed free edge (51), which radially extending flange (30) is reformed to curve back upon the wheel rim with the free edge (51) rejoined to the wheel rim, to define a hollow space therebetween,
and further wherein the substantially radially extending flange (30) emanating from the wheel rim between the inner and outer flanges is bent axially outwardly toward a face of the wheel in a single step to define a hollow chamber.
2. A wheel, for motor vehicles, comprising:
spoke wheel portion (20) and a wheel rim (10);
wherein the wheel rim (10) further comprises an internal bead seat (16) and an external bead seat (14) which makes a transition into an internal flange (18) and an external flange (12);
wherein at least one profile segment (31, 32, 33, 34, 35, 36, 37) which continuously forms at least one hollow chamber (41, 42, 43, 44, 45, 46, 47) in the direction of the circumference, at least in sections, is provided proximate the internal bead seat (16) andor of the external bead seat (14);
and wherein the at least one profile segment (31, 32, 33, 34, 35, 36, 37) is initially configured as a substantially radially extending flange (30) emanating from the wheel rim between the inner and outer flanges, and having a radially outwardly disposed free edge (51), which radially extending flange (30) is reformed to curve back upon the wheel rim with the free edge (51) rejoined to the wheel rim, to define a hollow space therebetween,
wherein the internal flange (18) and the external flange (12) each extend radially outwardly of the at least one hollow chamber.