Abstract: An aspect of the invention relates to a method for the radio-oriented optimization of wheel monitoring in a vehicle equipped with vehicle wheels, wherein the monitoring of at least one of the vehicle wheels is prompted by an electronic wheel unit arranged on the relevant vehicle wheel capturing at least one wheel operating parameter of the vehicle wheel, and radio signals containing information about the at least one captured wheel operating parameter being transmitted for a respective wheel rotational position of the vehicle wheel, stipulated by the electronic wheel unit, wherein the radio signals are received and evaluated by a control device of the vehicle and wherein the radio-oriented optimization of the wheel monitoring is prompted by the electronic wheel unit being used to transmit multiple radio signals for different wheel rotational positions, wherein the radio signals are received by means of the control device and rated in respect of their respective radio signal strength, wherein the control devic

Abstract: A system for determining a tire contact area parameter includes a sensor module on the tire. The sensor module has a sensor that receives a sensor signal which is dependent on a mechanical tire load at a predetermined measuring point on the tire. A first evaluation device evaluates the sensor signal and provides data based on the sensor signal. The data contain a data element which indicates a time point in the sensor signal. The time point characterizes a passage of the measuring point through the tire contact area. A second evaluation device calculates the tire contact area parameter by evaluating the data provided by the first evaluation device. The first evaluation device analyzes the sensor signal based on a predetermined evaluation criterion with respect to the signal quality of the sensor signal to provide signal quality information of the sensor signal.

Abstract: A method for determining a wheel load acting on a vehicle wheel having a rim, a tire mounted on the rim and a sensor unit mounted at the wheel, includes determining a tire pressure of the tire using the sensor unit, determining a tire footprint of the tire using the sensor unit when the vehicle is driving, determining the wheel load based on a predetermined relationship between the wheel load, the tire pressure and the tire footprint, analyzing temporal variations of the tire pressure during a standstill of the vehicle for determining one or more parameters indicating temporal variations of the tire pressure. A change of the wheel load during the standstill is estimated based on the determined parameters. A device for determining a wheel load and a method and a device for determining a weight of a vehicle are also provided.

Abstract: The invention relates to a method for determining a wheel load (WL) acting on a tire (1) of a vehicle, comprising: a) determining a footprint (L) of the tire (1), b) receiving a tire information (ti) that identifies a type of the tire (1) and/or characterizes physical properties of the tire (1) as such, c) receiving tire operation conditions (toe) based on a measurement, d) selecting one of a plurality of predetermined calculation models (mod(ti)) based on the received tire information (ti), wherein each of the predetermined calculation models (mod(ti)) defines the wheel load (WL) as a function of the footprint (L) and the tire operation conditions (toe) for a respective tire type and/or respective physical properties of the tire (1) as such, e) calculating the wheel load (WL) based on the determined footprint (L) and the received tire operation conditions (toe), using the selected calculation model (mod(ti)). Further, a corresponding system (10) for determining a wheel load (WL) is proposed.

Abstract: A system for determining a tire contact area parameter includes a sensor module on the tire. The sensor module has a sensor that receives a sensor signal which is dependent on a mechanical tire load at a predetermined measuring point on the tire. A first evaluation device evaluates the sensor signal and provides data based on the sensor signal. The data contain a data element which indicates a time point in the sensor signal. The time point characterizes a passage of the measuring point through the tire contact area. A second evaluation device calculates the tire contact area parameter by evaluating the data provided by the first evaluation device. The first evaluation device analyses the sensor signal based on a predetermined evaluation criterion with respect to the signal quality of the sensor signal to provide signal quality information of the sensor signal.

Abstract: A device and a method for determining an absolute angular position of a wheel of a vehicle. A wheel unit is mounted on the wheel side and configured to determine data which permit a reference limb of the wheel, and to wirelessly transmit the acquired data. A receiver unit is mounted on the vehicle side and receives the data of the wheel unit. A reference limb-determining device determines the reference limb of the wheel on the basis of the received data. A measuring device generates, in each case, one signal when the wheel rotates by a previously determined angle, and a counting device counts the signals generated by the measuring device. An angle-determining device determines an absolute angular position of the wheel on the basis of the signals counted by the counting device, and on the basis of the specific reference limb.

Abstract: A method for determining a tire tread depth during operation of a vehicle includes determining an instantaneous rotational speed of a vehicle wheel having the tire based on data determined by at least one first sensor, then determining a vehicle speed based on data determined by at least one different second sensor, then determining an instantaneous dynamic wheel radius based on the determined instantaneous rotational speed and the determined instantaneous speed. At least one first tire parameter selected from an instantaneous tire temperature, tire pressure and tire load is determined. An instantaneous dynamic inner wheel radius is determined based on the at least one determined first parameter, wherein the inner wheel radius is the distance between the center of the wheel and the tire-side start or seam of the tread. A tire tread depth is determined based on the determined instantaneous dynamic radius and the determined instantaneous dynamic inner radius.

Abstract: A method and a device estimate a profile depth of a tire of a vehicle during operation of the vehicle. The method measures signals from a piezoelectric element which is disposed on an inner side of the tire in a region which deforms in the event of tread shuffle. The measured signals or actual data derived from the signals are compared with comparison data. The comparison data contain data sets which each indicate signals to be expected for a profile depth or actual data which are to be expected. The profile depth is then estimated on the basis of the comparison of the signals or of the actual data with the comparison data.

Abstract: A method and a device estimate a profile depth of a tire of a vehicle during operation of the vehicle. The method measures signals from a piezoelectric element which is disposed on an inner side of the tire in a region which deforms in the event of tread shuffle. The measured signals or actual data derived from the signals are compared with comparison data. The comparison data contain data sets which each indicate signals to be expected for a profile depth or actual data which are to be expected. The profile depth is then estimated on the basis of the comparison of the signals or of the actual data with the comparison data.

Abstract: A method for determining a tire tread depth during operation of a vehicle includes determining an instantaneous rotational speed of a vehicle wheel having the tire based on data determined by at least one first sensor, then determining a vehicle speed based on data determined by at least one different second sensor, then determining an instantaneous dynamic wheel radius based on the determined instantaneous rotational speed and the determined instantaneous speed. At least one first tire parameter selected from an instantaneous tire temperature, tire pressure and tire load is determined. An instantaneous dynamic inner wheel radius is determined based on the at least one determined first parameter, wherein the inner wheel radius is the distance between the center of the wheel and the tire-side start or seam of the tread. A tire tread depth is determined based on the determined instantaneous dynamic radius and the determined instantaneous dynamic inner radius.

Abstract: A method of operating a tire pressure monitoring system for a motor vehicle includes detection of a stationary state of the motor vehicle by way of a centrifugal force measured on the wheel side or a vehicle speed measured on the vehicle side, during a time period during which the vehicle speed is zero; detection and vehicle-side storage of an acceleration force in each wheel during the time period, and renewed detection of an acceleration force in each wheel at the end of the time period. The detected acceleration force in each wheel is transmitted to a vehicle-side control device and compared with earlier-stored acceleration forces associated with the respective wheel position. The tire pressure system is initialized following the stationary state of the motor vehicle in the event of a deviation in any of the wheels. There is also provided a tire pressure monitoring system and a motor vehicle.

Abstract: A device and a method for determining an absolute angular position of a wheel of a vehicle. A wheel unit is mounted on the wheel side and configured to determine data which permit a reference limb of the wheel, and to wirelessly transmit the acquired data. A receiver unit is mounted on the vehicle side and receives the data of the wheel unit. A reference limb-determining device determines the reference limb of the wheel on the basis of the received data. A measuring device generates, in each case, one signal when the wheel rotates by a previously determined angle, and a counting device counts the signals generated by the measuring device. An angle-determining device determines an absolute angular position of the wheel on the basis of the signals counted by the counting device, and on the basis of the specific reference limb.

Abstract: Depending on a sensor signal, a noise signal which suppresses a useful signal spectrum of the sensor signal is determined by filtering using a filter. A noise variable, which is a measure of a noise of the sensor signal, is determined depending on the noise signal. An error of the sensor signal is identified depending on the noise variable determined.

Abstract: A method and device for monitoring the noise from a sensor and a use of the method in automobiles for determining a frictional value between tires of a motor vehicle and a road surface, in particular an economical and reliable method for monitoring a sensor noise and a corresponding device for obtaining, amongst other things, system-relevant information may be achieved, wherein an influence on spectral components of the sensor noise signal is determined and compared with set values.

Abstract: A method of operating a tire pressure monitoring system for a motor vehicle includes detection of a stationary state of the motor vehicle by way of a centrifugal force measured on the wheel side or a vehicle speed measured on the vehicle side, during a time period during which the vehicle speed is zero; detection and vehicle-side storage of an acceleration force in each wheel during the time period, and renewed detection of an acceleration force in each wheel at the end of the time period. The detected acceleration force in each wheel is transmitted to a vehicle-side control device and compared with earlier-stored acceleration forces associated with the respective wheel position. The tire pressure system is initialized following the stationary state of the motor vehicle in the event of a deviation in any of the wheels. There is also provided a tire pressure monitoring system and a motor vehicle.

Abstract: A method for determining long-term offset drifts of acceleration sensors in a motor vehicle is provided. In one step, the longitudinal vehicle speed is determined in the vehicle's center of gravity. In another step, the share of the driving dynamics in the longitudinal reference acceleration formula and in the transversal reference acceleration formula is calculated from the longitudinal vehicle speed and the yaw rate. In yet another step, the share of the driving dynamics in the reference acceleration on the vehicle level formula is calculated by converting the driving dynamic reference accelerations formula calculated for the center of gravity to the position formula and the orientation of the sensor formula. In a further step, the long-term offset drift of the sensor is determined from the measured values of the sensor and the share of the measured value in the driving dynamics by means of a situation-dependent averaging process.

Abstract: In order to determine a signal offset (OFS_SIG) of a roll rate sensor in a vehicle (10), a roll rate sensor signal (OMEGA_ROLL_SIG) is detected. A transversal acceleration (AC) of the vehicle (10) is determined. A temporal derivative (DRV_AC) of the transversal acceleration (AC) is determined. Verification is made as to whether a value of the temporal derivative (DRV_AC) of the transversal acceleration (AC) is smaller than a predefined first threshold value (THD—1). The signal offset (OFS_SIG) of the roll rate sensor is determined in accordance with the roll rate sensor signal (OMEGA_ROLL_SIG) if the value of the temporal derivative (DRV_AC) of the transversal acceleration (AC) is smaller than the predefined first threshold value (THD—1).

Abstract: In a method for operating a vehicle (1) having a plurality of wheels (3) and wheel sensors (5) which are associated with said wheels and whose measurement signals are representative of angular speeds of the respective wheels (3), respective scaling values (SV1, SV2, SH1, SH2) are adapted when a predefined condition is met, the condition depending on the yaw rate (GR) of the vehicle and/or on the steering angle (LW) of the front/rear wheels.

Abstract: In order to determine a signal offset (OFS_SIG) of a roll rate sensor in a vehicle (10), a roll rate sensor signal (OMEGA_ROLL_SIG) is detected. A transversal acceleration (AC) of the vehicle (10) is determined. A temporal derivative (DRV_AC) of the transversal acceleration (AC) is determined. Verification is made as to whether a value of the temporal derivative (DRV_AC) of the transversal acceleration (AC) is smaller than a predefined first threshold value (THD—1). The signal offset (OFS_SIG) of the roll rate sensor is determined in accordance with the roll rate sensor signal (OMEGA_ROLL_SIG) if the value of the temporal derivative (DRV_AC) of the transversal acceleration (AC) is smaller than the predefined first threshold value (THD—1).

Abstract: A wheel rotation speed (RD) is determined from at least two wheels of a vehicle, respectively. A variable variability measure (VAR) is determined for each wheel rotation speed (RD), respectively. The current reliability of the respective wheel rotation speed (RD) is determined as a function of the variability measure (VAR). The current longitudinal vehicle speed is determined either as a function of the wheel rotation speeds (RD) which are currently detected as being reliable, or the current longitudinal vehicle speed is determined as an extrapolation as a function of wheel rotation speeds (RD) which were previously detected as being reliable if all wheel rotation speeds (RD) are currently detected as being unreliable.