DE102024204636A1 - Tire sensor module, sensor system and method for configuring the tire sensor module - Google Patents

Abstract

The invention relates to a tire sensor module (1) for a vehicle tire, comprising at least: a sensor unit (2) for detecting the actual tire condition (ZIst), a first Bluetooth module (3) for wirelessly sending and receiving data telegrams (DT) via a Bluetooth connection (BT), a first control unit (5) which is connected to the sensor unit (2) and the first Bluetooth module (3) via a data-conducting connection, and a power supply unit (6) for supplying energy to the sensor unit (2) and/or the first Bluetooth module (3) and/or the first control unit (5).
According to the invention, the tire sensor module (1) further comprises a first low-frequency module (4) which is configured to receive a trigger signal (T) wirelessly transmitted in a low-frequency range (LF) between 125 kHz and 134 kHz and to generate and output a coupling signal.
wherein the first Bluetooth module (3) is configured to activate a pairing mode depending on the pairing signal, in which pairing data (D1) is generated and output by the first Bluetooth module (3) in order to wirelessly connect the first Bluetooth module (3) to a second Bluetooth module (301) of a configuration device (300) via a Bluetooth connection (BT).

Description

The invention relates to a tire sensor module for a vehicle tire, a sensor system and a method for configuring the tire sensor module.

Tire sensor modules integrated into vehicle tires are already known and are primarily used to determine and monitor the current tire condition, such as tire pressure, tire temperature, or tire acceleration during driving. These tire sensor modules are designed to detect and process the current tire conditions in a position-dependent manner and transmit them wirelessly via a data telegram to a corresponding device using a high-frequency (HF) radio signal, particularly via Bluetooth or in the 433 MHz frequency range. The device receives the data telegram and processes the data it contains, in particular to warn the driver if, for example, the tire pressure in one of the tires falls below a defined limit.

These tire pressure monitoring modules, or rather the electrical components they contain, are typically powered by their own integrated power supply unit. To increase the lifespan of such a tire pressure monitoring module, and especially to reduce energy consumption, compromises are usually made regarding connectivity to an external device. For example, the tire pressure monitoring module only transmits a signal with the current tire condition via the wireless connection at longer intervals, such as more than one minute. A Bluetooth connection is therefore not permanently established.

Corresponding methods for operating such tire sensor modules are described, for example, in the US 10 660 143 B2 , US 10 442 253 B2 and US 11 148 479 B2 This is already known. However, the methods described therein have the disadvantage, due to reduced connectivity, that quick and easy identification of tire sensor modules arranged in the vehicle tire is made more difficult. In addition, the available data rates are low and establishing a connection is difficult.

The following invention is therefore based on the objective of providing a tire sensor module, a sensor system and a method for configuring the tire sensor module, which reduce or do not have the aforementioned disadvantages.

This problem is solved by a tire sensor module, a sensor system, and a method according to the independent claims. Preferred embodiments are specified in the dependent claims.

• - mindestens eine Sensoreinheit zum Erfassen mindestens eines Ist-Reifenzustands, beispielsweise ein Temperatursensor zum Erfassen einer Reifentemperatur, ein Beschleunigungssensor zum Erfassen einer Beschleunigung, ein Geschwindigkeitssensor zum Erfassen einer Geschwindigkeit, usw.,
• - ein erstes Bluetooth-Modul zum drahtlosen Senden und Empfangen von Datentelegrammen über eine Bluetooth-Verbindung, insbesondere eine Bluetooth-Low-Energy-Verbindung;
• - eine erste Steuereinheit, wobei die erste Steuereinheit datenleitend bzw. signalleitend mit der mindestens einen Sensoreinheit und dem ersten Bluetooth Modul verbunden ist, und
• - eine Energieversorgungseinheit zur Versorgung der Sensoreinheit und/oder des ersten Bluetooth Moduls und/oder der ersten Steuereinheit mit Energie,

wobei das Reifen-Sensor-Modul ferner ein erstes Niederfrequenz-Modul aufweist, wobei das erste Niederfrequenz-Modul dazu eingerichtet ist, ein drahtlos in einem Niederfrequenzbereich zwischen 125kHz und 134kHz, insbesondere bei 125 kHz, erzeugtes bzw. übertragenes Trigger-Signal zu empfangen und daraufhin ein Kopplungs-Signal zu erzeugen und auszugeben, beispielsweise direkt an das erste Bluetooth-Modul innerhalb des Reifen-Sensor-Moduls und/oder mittelbar über die erste Steuereinheit an das erste Bluetooth-Modul,
wobei das erste Bluetooth-Modul dazu eingerichtet ist, in Abhängigkeit des ausgegebenen Kopplungs-Signals einen Kopplungsmodus zu aktivieren, in dem von dem ersten Bluetooth-Modul Kopplungsdaten erzeugt und drahtlos ausgegeben werden, um das erste Bluetooth-Modul über eine Bluetooth-Verbindung mit einem zweiten Bluetooth-Modul eines Konfigurations-Gerätes drahtlos zu verbinden bzw. zu koppeln.According to the invention, a tire sensor module is provided for a vehicle tire, which at least has:

• - at least one sensor unit for detecting at least one actual tire condition, for example a temperature sensor for detecting tire temperature, an acceleration sensor for detecting acceleration, a speed sensor for detecting speed, etc.,
• - a first Bluetooth module for wirelessly sending and receiving data telegrams via a Bluetooth connection, in particular a Bluetooth Low Energy connection;
• - a first control unit, wherein the first control unit is connected to the at least one sensor unit and the first Bluetooth module in a data-conducting or signal-conducting manner, and
• - a power supply unit to supply power to the sensor unit and/or the first Bluetooth module and/or the first control unit,

wherein the tire sensor module further comprises a first low-frequency module, wherein the first low-frequency module is configured to receive a trigger signal generated or transmitted wirelessly in a low-frequency range between 125 kHz and 134 kHz, in particular at 125 kHz, and thereafter to generate and output a coupling signal, for example directly to the first Bluetooth module within the tire sensor module and/or indirectly via the first control unit to the first Bluetooth module,
wherein the first Bluetooth module is configured to activate a pairing mode depending on the output pairing signal, in which pairing data is generated and wirelessly output by the first Bluetooth module in order to wirelessly connect or pair the first Bluetooth module with a second Bluetooth module of a configuration device via a Bluetooth connection.

Advantageously, such a tire sensor module allows it to be selectively switched to coupling mode in response to an externally received trigger signal, thereby improving connectivity between the tire sensor module and the external device, such as the configuration device. In this way, targeted... The tire sensor module can be configured at a desired time without waiting for a wireless connection attempt, which typically occurs over several minutes. Without such a trigger signal, a Bluetooth connection is usually only established at longer intervals to regularly transmit the current tire condition as recorded by the sensor unit.

This reduces energy consumption and/or increases the lifespan of the tire sensor module without altering the regular intervals for automatic connection establishment. The power supply unit can only provide a limited amount of energy, for example, if it is in the form of one or more batteries or rechargeable batteries within the tire sensor module. Each component of the tire sensor module can also have its own independent battery/rechargeable battery within the power supply unit.

Since the trigger signal is generated and transmitted in a low-frequency range, energy consumption is low, and the low-frequency module itself can also operate with minimal power. Furthermore, such a low-frequency trigger signal has a short range, so the operator should ideally position the configurator so close to the vehicle tire with the relevant tire sensor module that preliminary identification or assignment is possible. Typically, only one tire sensor module will be within range.

After successful wireless pairing with, for example, the external configuration device, configuration data can be transmitted wirelessly to configure the tire sensor module accordingly, whereby the configuration data includes, for example, program data, such as for a software update or a firmware update for the components of the tire sensor module, in particular the first control unit, and/or target tire conditions.

Preferably, the tire sensor module also includes a first radio frequency module, in addition to the first Bluetooth module. This first radio frequency module is distinct from the first Bluetooth module and is connected to the first control unit within the tire sensor module via a signal conductor. It is powered by the power supply unit. The first radio frequency module is configured to generate RF signals in a high-frequency range, preferably 433 MHz, and transmit them wirelessly to the environment. This provides a redundant transmission path for outputting the current tire conditions, which can also be used when, for example, a Bluetooth connection is not established or cannot be established.

Furthermore, certain functions requiring high bandwidth can be performed via the Bluetooth connection, such as installing software and/or firmware updates when a trigger signal is received from the configuration device. The transmission of current tire conditions, however, can be performed via RF signals by default, as this requires less bandwidth. Data transmission is thus optimized for each specific function, while also keeping energy consumption within reasonable limits.

According to the invention, a sensor system is further provided which has at least one tire sensor module according to the invention for attachment to a vehicle tire and (independently of the tire sensor module) a configuration device, wherein the configuration device has a second Bluetooth module for wirelessly sending and receiving data telegrams via a Bluetooth connection, in particular a Bluetooth Low Energy connection, and a second low-frequency module for generating and wirelessly outputting the trigger signal in the low-frequency range between 125 kHz and 134 kHz, in particular at 125 kHz.

According to a preferred embodiment, the sensor system can further comprise a second high-frequency module, which is arranged independently of the tire sensor module and the configuration device, for example in a vehicle, wherein the second high-frequency module is configured to receive RF signals in a high-frequency range, preferably at 433 MHz. In this way, the RF signal, which may be redundantly output by the tire sensor module, can be received in the vehicle and processed accordingly, for example for a visual display in the vehicle.

• - Erzeugen und drahtloses Ausgeben eines Trigger-Signals in einem Niederfrequenzbereich zwischen 125kHz und 134kHz, insbesondere bei 125 kHz, durch ein Konfigurier-Gerät, das sich außerhalb bzw. abseits des Fahrzeugreifens befindet;
• - Empfangen des Trigger-Signals durch ein erstes Niederfrequenz-Modul in dem Reifen-Sensor-Modul;
• - Aktivieren eines Kopplungsmodus eines ersten Bluetooth Moduls in dem Reifen-Sensor-Modul in Reaktion auf das drahtlos empfangene Trigger-Signal, wobei das erste Bluetooth-Modul bei aktiviertem Kopplungsmodus Kopplungsdaten erzeugt und drahtlos aussendet;
• - Empfang der drahtlos ausgesandten Kopplungsdaten durch ein zweites Bluetooth Modul in dem Konfigurier-Gerät und Koppeln des Reifen-Sensor-Moduls mit dem Konfigurier-Gerät durch Ausbilden und/oder Halten einer Bluetooth-Verbindung zwischen dem ersten Bluetooth Modul in dem Reifen-Sensor-Modul und dem zweiten Bluetooth-Modul in dem Konfigurier-Gerät;
• - Auswählen und Übermitteln von Konfigurationsdaten von dem Konfigurier-Gerät an das Reifen-Sensor-Modul über die ausgebildete Bluetooth-Verbindung.

In the inventive method for configuring a tire sensor module, in particular the inventive tire sensor module, preferably as part of the inventive sensor system, wherein the tire sensor module has at least one sensor unit for detecting at least one actual tire condition, at least the following steps are provided:

• - Generating and wirelessly outputting a trigger signal in a low frequency range between 125kHz and 134kHz, particularly at 125 kHz, by a configuration device located outside or away from the vehicle tire;
• - Receiving the trigger signal by a first low-frequency module in the tire sensor module;
• - Activating a pairing mode of a first Bluetooth module in the tire sensor module in response to the wirelessly received trigger signal, wherein the first Bluetooth module generates and wirelessly transmits pairing data when pairing mode is activated;
• - Receiving the wirelessly transmitted pairing data by a second Bluetooth module in the configuration device and pairing the tire sensor module with the configuration device by establishing and/or maintaining a Bluetooth connection between the first Bluetooth module in the tire sensor module and the second Bluetooth module in the configuration device;
• - Selecting and transmitting configuration data from the configurator to the tire sensor module via the trained Bluetooth connection.

This enables a simple wireless connection between the tire sensor module and the configuration device via Bluetooth when such a wireless connection is actively requested by the configuration device via the trigger signal. Therefore, the same advantages result as with the tire sensor module and sensor system according to the invention.

• - Trennen der ausgebildeten Bluetooth-Verbindung zwischen dem Reifen-Sensor-Modul und dem Konfigurier-Gerät, sobald die Konfigurationsdaten vollständig an das Reifen-Sensor-Modul übermittelt sind. Dazu können beispielsweise die drahtlos übermittelten Konfigurationsdaten eine Aufforderung zum Deaktivieren des Kopplungsmodus enthalten, sofern keine weitere Übermittlung von Konfigurationsdaten vorgesehen ist. Hierdurch kann unmittelbar nach dem erfolgreichen Übermitteln der Konfigurationsdaten wieder in einen energiesparenden Modus ohne eine ausgebildete Bluetooth-Verbindung geschaltet werden, so dass der Energieverbrauch reduziert und damit die Lebensdauer des Reifen-Sensor-Moduls erhöht wird.

Preferably the following step is also included in the procedure:

• - Disconnecting the established Bluetooth connection between the tire sensor module and the configuration device as soon as the configuration data has been completely transmitted to the tire sensor module. For example, the wirelessly transmitted configuration data may contain a prompt to deactivate pairing mode if no further configuration data transmission is planned. This allows the system to switch back to an energy-saving mode without an established Bluetooth connection immediately after the successful transmission of the configuration data, thus reducing energy consumption and increasing the lifespan of the tire sensor module.

Preferably, the pairing mode of the first Bluetooth module in the tire pressure monitoring module is also provided that, after activation, it remains active for a period of, for example, less than one minute, preferably less than 30 seconds, and particularly less than 10 seconds. This also ensures that the tire pressure monitoring module is only switched to pairing mode for as long as is absolutely necessary for pairing. Since pairing is actively requested via the trigger signal and the configuration device is therefore already nearby for pairing, such a short period is generally sufficient.

Preferably, the pairing data is transmitted once or continuously at intervals of, for example, between 0.01 s and 1 s, preferably 0.5 s, when the pairing mode is activated. After triggering via the trigger signal, a pairing attempt is immediately made using one or more pulses in quick succession. This is sufficient to quickly establish a wireless connection, as the configuration device is already within range and can therefore ideally be located quickly and reliably. Energy consumption is reduced by this rapid pairing process.

Preferably, the coupling data also includes an identifier and/or the actual tire conditions detected by or determined from the sensor unit in the tire sensor module, for example, tire pressure and/or tire temperature and/or acceleration and/or distance traveled. Based on this information, in addition to pre-identification or pre-assignment via the range of the trigger signal, the respective tire sensor modules can also be uniquely identified, which is particularly helpful if several tire sensor modules are arranged within a single vehicle tire.

Preferably, it is further provided that the configuration data transmitted by the configurator to the tire sensor module includes program data and/or target tire conditions, wherein the program data preferably includes a software update and/or a firmware update for the tire sensor module or its components.

This allows the firmware or software of the tire sensor module, for example on the first control unit, to be changed or updated retroactively, i.e., after the tire sensor module has been installed in the vehicle tire. Furthermore, a value for a specific target value can be set. The tire condition can be set on the tire sensor module or subsequently adjusted, whereby the tire sensor module, in particular the first control unit, can continuously monitor compliance with this value during operation. The selection of the respective configuration data can be done manually or automatically, as explained below.

• - Aussenden eines Warnsignals durch das Reifen-Sensor-Modul, wenn mindestens ein mittels der Sensoreinheit erfasster oder daraus abgeleiteter Ist-Reifenzustand von dem jeweiligen über die Konfigurationsdaten übermittelten Soll-Reifenzustand abweicht. Auf diese Weise kann der Fahrer zusätzlich gewarnt werden.

Preferably, the following step can then be included in the procedure:

• - Emitting a warning signal via the tire sensor module if at least one actual tire condition detected by the sensor unit or derived from it deviates from the respective target tire condition transmitted via the configuration data. This allows the driver to be warned additionally.

Preferably, it can additionally be provided that the actual tire conditions (tire pressure, tire temperature, acceleration, distance) detected or determined by the sensor unit in the tire sensor module and/or the aforementioned warning signal are transmitted via an RF signal in a high-frequency range, preferably at 433 MHz, which is generated and output by a first high-frequency module in the tire sensor module, to a second high-frequency module, which is, for example, located in a vehicle. The warning signal can additionally also be transmitted to the configuration device via the (possibly still) implemented Bluetooth connection.

In this way, the warning signal and the actual tire condition can be output independently, bandwidth-optimized, and energy-efficiently via the RF signal. These signals do not require high bandwidth, so data transmission via Bluetooth can be avoided where possible. The bandwidth can then be reserved exclusively for transmitting configuration data, although this typically consumes more resources. Furthermore, vehicles/devices already equipped with a second RF module can be used for this type of data transmission.

Preferably, the configuration data to be transmitted from the configurator to the tire sensor module can be selected manually or automatically based on the pairing data previously received from the configurator, in particular the actual tire conditions and/or the identifier. This makes it possible, for example, to transmit the corresponding target tire conditions, software and/or firmware updates, or program data for a specific vehicle tire or tire sensor module. Using the pairing data, these can be easily selected from a large number of configuration data points and then transferred to the respective tire sensor module.

• 1 ein Reifen-Sensor-Modul an einem Fahrzeugreifen;
• 2 das Reifen-Sensor-Modul aus 1 mit seinen Komponenten in einer schematischen Darstellung;
• 3 ein Sensorsystem aus dem Reifen-Sensor-Modul gemäß 2, einem Konfigurier-Gerät und einem Fahrzeug; und
• 4 ein Flussdiagramm des erfindungsgemäßen Verfahrens.

The drawings show:

• 1 a tire sensor module on a vehicle tire;
• 2 the tire sensor module 1 with its components in a schematic representation;
• 3 a sensor system from the tire sensor module according to 2 , a configurator and a vehicle; and
• 4 a flowchart of the method according to the invention.

1 Figure 1 shows a tire sensor module 1, which is, for example, arranged on the inside of a vehicle tire 100. The tire sensor module 1 has, as shown in the schematic detail view in 2 Figure 2 shows a sensor unit configured to detect the actual tire condition ZIst of the vehicle tire 100 on which it is arranged. The detected actual tire condition ZIst can be, for example, a tire pressure p, a tire temperature T, an acceleration a (in each of the three spatial directions or any combination of two or three spatial directions), a velocity v, or other parameters. The sensor unit 2 comprises one or more corresponding sensors for this purpose, in particular a temperature sensor, an acceleration sensor, a velocity sensor, etc.

Sensor unit 2 is configured to output a measured value characterizing the current tire condition ZIst, which can then be transmitted to a first control unit 5 within the tire sensor module 1. The first control unit 5 is configured to output the measured values, or the current tire condition ZIst, either processed or unprocessed, for example, in encrypted or unencrypted form. For instance, the first control unit 5 can use simple vehicle dynamics analyses to derive the distance traveled W (total or at specific time intervals) of the respective vehicle tire 100 as a further current tire condition ZIst from the measured acceleration a and/or the measured velocity v, and then output this value. Alternatively, the measured values can simply be forwarded unprocessed as the current tire condition ZIst.

As in 2 The tire sensor module 1 also features a first Bluetooth module 3. and a first low-frequency module 4, each of which is connected to the first control unit 5 via data conductors. Furthermore, a power supply unit 6 is provided, which supplies power to the sensor unit 2, the first Bluetooth module 3, the first low-frequency module 4 and the first control unit 5 via lines not shown.

The first Bluetooth module 3 is configured to wirelessly send and receive data telegrams DT via an established Bluetooth connection BT, specifically a Bluetooth Low Energy connection BLE. The data telegrams DT to be sent can contain, for example, the measured values or actual tire states ZIst generated and output by the first control unit 5. Furthermore, the data telegrams DT can also contain coupling data D1 (so-called advertising frames), which serve to establish the Bluetooth connection BT in an activated coupling mode K, as explained in more detail below. The data telegrams DT to be received by the first Bluetooth module 3 can contain, for example, configuration data D2, as explained in more detail below.

The first low-frequency module 4 is configured to wirelessly receive trigger signals T transmitted externally in a low-frequency range LF. The low-frequency range LF contains frequencies in the range of 125 kHz to 134 kHz, with the trigger signals T preferably being transmitted at 125 Hz. At such frequencies, the trigger signals T have a limited range of, for example, a maximum of 60 cm, preferably a maximum of 20 cm.

The first low-frequency module 4 is connected to the first Bluetooth module 3 via the first control unit 5 or directly. As soon as the first low-frequency module 4 receives a low-frequency trigger signal T, it outputs a coupling signal SK (directly or via the first control unit 5) to the first Bluetooth module 3. The first Bluetooth module 3 is then put into a pairing mode K.

If the pairing mode K of the first Bluetooth module 3 is activated, the pairing data D1 (so-called advertising frames) is transmitted via the data telegrams DT. This data allows the tire sensor module 1, or the first Bluetooth module 3, to identify itself in the environment in order to establish a Bluetooth connection BT with other devices in the vicinity, provided they agree. The low-frequency trigger signal T can therefore be used to actively put the tire sensor module 1 into pairing mode K.

The trigger signal T is used as in 3 The configuration device 300, which together with the tire sensor module 1 forms a sensor system 400, is shown schematically. A vehicle 200, on which the vehicle tire 1 with the tire sensor module 1 is mounted, can also be part of the sensor system 400. The configuration device 300 has a second Bluetooth module 301, a second low-frequency module 302, and a second control unit 303, each of which is interconnected via signal transmission.

Upon a request, for example from a user, the configuration device 300 sends the trigger signal T via the second low-frequency module 302, whereupon the tire sensor module 1 or the first Bluetooth module 3 switches to pairing mode K. In pairing mode K, the pairing data D1 is transmitted once or continuously at short intervals Δt, for example 0.5 seconds, via the data telegram DT. Additionally, in coupling mode K, the recorded actual tire states ZIst can be transmitted as part of the coupling data D1 via the data telegram DT, i.e., for example, the current tire pressure p, the current tire temperature T, the current acceleration a, the current distance traveled W, etc. Coupling mode K is activated only for a short period t of, for example, less than one minute, preferably less than 30 seconds, and in particular less than 10 seconds, after receiving the trigger signal T or after its activation.

The second Bluetooth module 301 of the configuration device 300 can identify the tire sensor module 1 or the first Bluetooth module 3 based on the pairing data D1 issued via the data telegram DT. After both have agreed, a Bluetooth connection BT can be established and maintained between the two Bluetooth modules 3 and 301. Subsequently, high-frequency data exchange can be enabled via the data telegram(s) DT, whereby, for example, configuration data D2 provided by the second control unit 303 in the configuration device 300 and/or the actual tire states ZIst measured, processed, and provided by the tire sensor module 1 can be transmitted.

The configuration data D2 can be used to transmit program data D2P and/or target tire conditions ZSoll. The program data D2P includes, for example, a software update or a firmware update for the individual components of the tire sensor module 1, especially for the first control unit 5. The target tire conditions ZSoll specify, for example... The system specifies target pressures, target temperatures, target accelerations, target distances, etc., which must be maintained during the operation of the vehicle tire 100. If the currently measured actual tire condition Z_Ist exceeds the specified target tire condition Z_Soll, a warning signal SW can be generated by the first control unit 5 and output, for example, via the data telegram DT, provided a Bluetooth connection BT is currently established.

If, in coupling mode K, not only the coupling data D1 but also the recorded (processed or unprocessed) actual tire states ZIst are transmitted via the data telegram DT, the second control unit 303 of the configuration device 300 can make a targeted selection or adjustment of the configuration data D2, which is then subsequently transmitted to the tire sensor module 1 via the Bluetooth connection BT. Based on the transmitted actual tire states ZIst, the second control unit 303 infers the type of tire sensor module 1 and its software and outputs the configuration data D2 accordingly. Additionally, the coupling data D1 can also include an identifier ID, which uniquely identifies the respective tire sensor module 1. The selection of the configuration data D2 can then also be made using the identifier ID.

Additionally, the tire sensor module 1 can also include a first high-frequency module 7, which differs from the first Bluetooth module 3 and is also connected to the first control unit 5 via data transmission and is powered by the power supply unit 6. The first high-frequency module 7 is configured to wirelessly transmit RF signals S7, with the RF signals S7 being transmitted in a high-frequency range with frequencies in the 433 MHz range. A second high-frequency module 201 is arranged in the vehicle 200, which is configured to receive the RF signals S7.

In this way, in addition to the configuration device 300, or even if no Bluetooth connection (BT) is established with the configuration device 300, actual tire states (ZIst) and/or the warning signal (SW) can be transmitted to the vehicle 200. The actual tire states (ZIst) and/or the warning signal (SW) require only a small bandwidth for transmission, which can be provided in the high-frequency (HF) range. Higher bandwidths can be transmitted via the Bluetooth connection (BT), which is ideal for transmitting the configuration data (D2). This division of bandwidth is therefore preferred for data transmission, so that the Bluetooth connection (BT) only needs to be activated specifically for configuration via the trigger signal (T), thus reducing energy consumption.

• Demnach wird in einem ersten Schritt ST1 ein Trigger-Signal T im Niederfrequenzbereich LF, vorzugsweise im Bereich von 125 kHz, durch das zweite Niederfrequenz-Modul 302 in dem Konfigurier-Gerät 300 ausgesandt, beispielsweise aufgrund einer manuellen Anforderung von einer Bedienperson. Die Bedienperson geht dabei mit dem Konfigurier-Gerät 300 bis auf beispielsweise maximal 60cm, vorzugsweise maximal 20cm, vorzugsweise maximal 10cm an den jeweiligen Fahrzeugreifen 100 mit dem zu konfigurierenden Reifen-Sensor-Modul 1 heran, so dass sich dieses innerhalb der Reichweite des ausgesandten niederfrequenten Trigger-Signals T befindet. Auf diese Weise ist bereits eine grobe Zuordnung zu einem Fahrzeugreifen 100 möglich, da andere Fahrzeugreifen 100 am Fahrzeug 200 in der Regel nicht in Reichweite sind und daher nicht von dem Trigger-Signal T erreicht werden.

In 4 A first embodiment of the method according to the invention is shown in a flowchart:

• Accordingly, in a first step, ST1 emits a trigger signal T in the low-frequency range LF, preferably in the range of 125 kHz, by the second low-frequency module 302 in the configuration device 300, for example, due to a manual request from an operator. The operator moves the configuration device 300 to within, for example, a maximum of 60 cm, preferably a maximum of 20 cm, preferably a maximum of 10 cm of the respective vehicle tire 100 with the tire sensor module 1 to be configured, so that it is within the range of the emitted low-frequency trigger signal T. In this way, a rough assignment to a vehicle tire 100 is already possible, since other vehicle tires 100 on the vehicle 200 are generally not within range and therefore not reached by the trigger signal T.

In a second step ST2, the trigger signal T is received by the tire sensor module 1 on the respective vehicle tire 100, in particular by the first low-frequency module 4 located therein. In response to the received trigger signal T, a pairing mode K of the first Bluetooth module 3 in the tire sensor module 1 is activated in a third step ST3. During the activation of pairing mode K, the pairing data D1 (Bluetooth Advertising Frames) are transmitted at the defined time interval Δt over a certain period t. The type of tire sensor module 1 can be identified from this data, for example, via an identifier ID and/or via the recorded or processed actual tire states ZIst, such as the current tire pressure p, the current tire temperature T, possibly the current acceleration a, the current distance traveled W, etc.

In a fourth step, ST4, the pairing data D1 is received from the second Bluetooth module 301 of the configuration device 300, and a Bluetooth connection BT is established and maintained between the configuration device 300 and the tire sensor module 1. Pairing mode K can then be deactivated, as a Bluetooth connection BT has already been established.

In a fifth step, ST5, configuration data D2 selected for the tire sensor module 1 are exchanged between the configurator 300 and the tire sensor module 1 via data telegrams DT over the Bluetooth connection BT. This configuration data D2 can contain program data D2P (firmware updates or software updates) and/or target tire states ZSoll for the connected tire sensor module 1, which were selected according to a configuration based on the previously received pairing data D1.

In a sixth step, ST6, the tire sensor module 1 is disconnected from the configuration device 300, or the Bluetooth connection BT between the two is disconnected, after the wireless transmission of the configuration data D2 has ended. The configuration data D2 may, for example, contain a prompt to disconnect the Bluetooth connection BT.

In this manner, the tire sensor module 1 is only switched to pairing mode K and connected to the configuration device 300 when absolutely necessary. The need is indicated by the user by selectively sending the trigger signal T. The Bluetooth connection BT is then only established for as long as is required for data transmission to configure the tire sensor module 1. This saves energy, which is only available to a limited extent via the power supply unit 6 in such a tire sensor module 1.

Optionally, the procedure also includes a warning step STW, which involves the generation and transmission of a warning signal SW by the tire sensor module 1 if a determined or processed actual tire condition ZIst (p, T, a, v, W) deviates from the target tire condition ZSoll (within a predefined tolerance) or if it has already deviated briefly or for a longer period during previous operation. The warning step STW is not necessarily executed as the last step at the end of the procedure, but can also be executed earlier, provided that corresponding actual tire conditions ZIst and target tire conditions ZSoll are available.

According to one embodiment, the warning signal SW can be transmitted via the Bluetooth connection BT, provided this connection is still established with the configuration device 300, or if another Bluetooth connection BT exists with a different device. According to an alternative or supplementary embodiment, the warning signal SW can be transmitted by the first high-frequency module 7 (if present) via an RF signal S7 in the high-frequency range HF to the second high-frequency module 201 in the vehicle 200, so that the driver of the vehicle 200 can be informed accordingly. The actual tire conditions ZIst detected by the sensor unit 2 can also be transmitted via the first high-frequency module 7 using the RF signals S7.

Reference symbol list

1

Tire sensor module

2

Sensor unit

3

first Bluetooth module

4

first low-frequency module

5

first control unit

6

Energy supply unit

7

first high-frequency module

100

Vehicle tires

200

vehicle

201

second high-frequency module

300

Configuration device

301

second Bluetooth module

302

second low-frequency module

303

second control unit

400

Sensor system

a

acceleration

BLE

Bluetooth Low Energy connection

BT

Bluetooth connection

T

Trigger signal

Δt

time interval

D1

Linking data (advertising frame)

D2

Configuration data

D2P

Program data

DT

Data telegram

ID

Identifier

K

Pairing mode

LF

Low frequency range

p

Tire pressure

ST1, ST2, ST3, ST4, ST5, ST6, STW

Steps of the procedure

SK

Coupling signal

SW

Warning signal

S7

RF signal

t

Period

T

Tire temperature

HF

High-frequency range

v

speed

W

Route

Zist

Current tire condition

ZStoll

Target tire condition

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• US 10 660 143 B2 [0004]
• US 10 442 253 B2 [0004]
• US 11 148 479 B2 [0004]

Claims (14)

A tire sensor module (1) for a vehicle tire (100), comprising at least: - at least one sensor unit (2) for detecting at least one actual tire condition (ZIst), - a first Bluetooth module (3) for wirelessly sending and receiving data telegrams (DT) via a Bluetooth connection (BT), - a first control unit (5), wherein the first control unit (5) is connected to the at least one sensor unit (2) and the first Bluetooth module (3) via a data conductor, and - a power supply unit (6) for supplying the sensor unit (2) and/or the first Bluetooth module (3) and/or the first control unit (5) with power, characterized in that the tire sensor module (1) further comprises a first low-frequency module (4), wherein the first low-frequency module (4) is configured to receive a trigger signal (T) wirelessly transmitted in a low-frequency range (LF) between 125 kHz and 134 kHz, in particular at 125 kHz, and to then generate and output a pairing signal (SK), wherein the first Bluetooth module (3) is configured to activate a pairing mode (K) depending on the output pairing signal (SK), in which pairing data (D1) is generated and output by the first Bluetooth module (3) in order to wirelessly connect the first Bluetooth module (3) to a second Bluetooth module (301) of a configuration device (300) via a Bluetooth connection (BT). Tire sensor module (1) according Claim 1 , characterized in that the tire sensor module (1) has, in addition to the first Bluetooth module (3), a first high-frequency module (7) which is connected to the first control unit (5) via a signal conductor and is supplied with energy by the power supply unit (6), wherein the first high-frequency module (7) is configured to generate RF signals (S7) in a high-frequency range (HF), preferably at 433 MHz, and to output them into the environment. Tire sensor module (1) according Claim 1 or 2 , characterized in that the first Bluetooth module (3) is configured to establish a Bluetooth Low Energy (BLE) connection with the second Bluetooth module (301) of the configuration device (300) as a Bluetooth connection (BT). Sensor system (400) comprising at least one tire sensor module (1) according to one of the preceding claims for attachment to a vehicle tire (200) and a configuration device (300), wherein the configuration device (300) comprises a second Bluetooth module (301) for wirelessly sending and receiving data telegrams (DT) via a configured Bluetooth connection (BT), in particular a Bluetooth Low Energy connection (BLE), and a second low-frequency module (302) for generating and wirelessly outputting the trigger signal (T) in the low-frequency range (LF) between 125 kHz and 134 kHz, in particular at 125 kHz. Sensor system (400) according to Claim 4 , characterized in that the sensor system (400) further comprises a second high-frequency module (201), which is preferably arranged in a vehicle (200), wherein the second high-frequency module (201) is configured to receive RF signals (S7) in a high-frequency range (HF), preferably at 433 MHz. Method for configuring a tire sensor module (1), in particular a tire sensor module (1) according to one of the Claims 1 until 3 , preferably as part of a sensor system (400) according Claim 4 or 5 , wherein the tire sensor module (1) comprises at least one sensor unit (2) for detecting at least one actual tire condition (ZIst) and the method comprises the following steps: - generating and wirelessly outputting a trigger signal (T) in a low frequency range (LF) between 125 kHz and 134 kHz, in particular at 125 kHz, by a configuring device (300) (ST1); - receiving the trigger signal (T) by a first low frequency module 4 in the tire sensor module (1) (ST2); - activating a pairing mode (K) of a first Bluetooth module (3) in the tire sensor module (1) in response to the wirelessly received trigger signal (T) (ST3), wherein the first Bluetooth module (3), when pairing mode (K) is activated, generates and wirelessly transmits pairing data (D1); - Receiving the wirelessly transmitted pairing data (D1) by a second Bluetooth module (301) in the configurator (300) and pairing the tire sensor module (1) with the configurator (300) by establishing and/or maintaining a Bluetooth connection (BT) between the first Bluetooth module (3) in the tire sensor module (1) and the second Bluetooth module (301) in the configurator (300) (ST4); - Selecting and wirelessly transmitting configuration data (D2) from the configurator (300) to the tire sensor module (1) via the established Bluetooth connection (BT) (ST5). Procedure according to Claim 6 characterized by the fact that the following The following step is planned: - Disconnecting the established Bluetooth connection (BT) between the tire sensor module (1) and the configuration device (300) as soon as the configuration data (D2) has been fully transmitted to the tire sensor module (1). Procedure according to Claim 6 or 7 , characterized in that the pairing mode (K) of the first Bluetooth module (3) in the tire sensor module (1) is active for a period (t) of, for example, less than one minute, preferably less than 30 seconds, in particular less than 10 seconds after activation. Procedure according to one of the Claims 6 until 8 , characterized in that the coupling data (D1) is transmitted once or continuously with a time interval (Δt) of, for example, between 0.01s and 1 s, preferably 0.5s, when coupling mode (K) is activated. Procedure according to one of the Claims 6 until 9 , characterized in that the coupling data (D1) contains an identifier (ID) and/or the actual tire states (ZIst) detected by or determined from the sensor unit (2) in the tire sensor module (1), for example a tire pressure (p) and/or a tire temperature (T) and/or an acceleration (a) and/or a distance (W). Procedure according to one of the Claims 6 until 10 , characterized in that the configuration data (D2) transmitted by the configuring device (300) to the tire sensor module (1) includes program data (D2P) and/or target tire conditions (ZTarget), wherein the program data (D2P) preferably includes a software update and/or a firmware update for the tire sensor module (1). Procedure according to Claim 11 , characterized in that the following step is further provided: - Emitting a warning signal (SW) by the tire sensor module (1) if at least one actual tire condition (ZIst) detected by means of the sensor unit (2) deviates from the respective target tire condition (ZSoll) transmitted via the configuration data (D2). Procedure according to one of the Claims 6 until 12 , characterized in that the actual tire states (ZIst) detected or determined by the sensor unit (2) in the tire sensor module (1) are transmitted via an RF signal (S7) in a high-frequency range (HF), preferably at 433 MHz, which is generated and output by a first high-frequency module (7) in the tire sensor module (1), to a second high-frequency module (201), which is arranged, for example, in a vehicle (200). Procedure according to one of the Claims 6 until 13 , characterized in that the configuration data (D2) to be transmitted by the configuring device (300) to the tire sensor module (1) are selected depending on the coupling data (D1) received in advance by the configuring device (300).