DE102023200880A1 - Vehicle system and method for transmitting data from tire sensors in a vehicle system - Google Patents

Abstract

The invention relates to a vehicle system (10) comprising: a vehicle, at least one system vehicle tire (14a-f) arranged on the vehicle with an electronic transmission unit (12a-f), and an electronic communication arrangement (16), wherein the transmission unit (12a-f) is designed to be operated in a first operating mode or a second operating mode, wherein the transmission unit (12a-f) is designed in the first operating mode to send two or more first data telegrams (18) in a transmission interval, and in the second operating mode is designed to send at least one first data telegram (18) and at least one second data telegram in the transmission interval, wherein the first data telegrams (18) comprise first transmitter information, wherein the second data telegram (20) comprises the first transmitter information and second transmitter information different from the first transmitter information, wherein the transmission unit (12a-f) is designed to switch to the second operating mode as a result of a predetermined first trigger condition, and wherein the transmitting unit (12a-f) is configured to switch to the first operating mode as a result of a predetermined second triggering condition, wherein the first data telegrams (18) and the second data telegrams have different signal lengths.

Description

The invention relates to a vehicle system and a method for controlling electronic transmission units in a corresponding vehicle system, as well as a system vehicle tire designed for use in the corresponding vehicle system. Also disclosed is a computer program product for controlling electronic transmission units in such a vehicle system using a corresponding method.

The ongoing technical development and increasing digitalization also affect the area of vehicle technology and vehicle tires in particular. There is continued interest in continuously recording performance data from the components used in vehicles in order to continuously monitor performance and operational safety, for example. The information that can be monitored for vehicle tires includes, for example, tire pressure, tire temperature or the acceleration experienced by the vehicle tire during operation.

To record the tire parameters described above, modern pneumatic vehicle tires regularly include sensor units, for example pressure sensor units, which can transmit the parameters determined by the sensor units to a communication arrangement arranged in the vehicle, for example, via a mostly integrated electronic transmitter unit. The tire sensors transmit the data they collect wirelessly to a corresponding receiving device outside the tire. However, this transmission requires energy, which is usually provided to the tire sensor or its transmitter unit by a battery.

Typically, the tire sensors transmit the data sent by them in the form of individual data packets, which are also referred to as data telegrams, and between which there is a certain time interval. The more information is to be transmitted from the transmitting unit to the central receiver, the longer the length of the individual data telegrams becomes. However, the longer the individual data telegrams become, the greater the energy required to send the corresponding data packets.

Against this background, in the field of technology, emphasis is often placed on ensuring that the individual data telegrams of the transmission are as short as possible. However, this makes the transmission of additional data for additional functions a challenge. In other words, there is a conflict of objectives between the most energy-efficient data transmission possible, which prefers to use short data telegrams, and the provision of comprehensive data information from the transmitting units to the central receiver. Various approaches to solving this problem are known from the state of the art, for example the so-called "multiplexing", which is used, for example, in the EN 10 20 20 211 492 A1 Further information on the technological background can be found, for example, in the JP 2 003 025 817 A , the TW I 410 338 B , the US7,610,135 B2 , the US9,108,473 B2 or the US 2016/0176245 A1 disclosed.

Even if some of the solutions known from the prior art can achieve an improvement in the conflict of objectives described above, the inventors believe that these solutions also have disadvantages or are not considered sufficient in terms of resolving the conflict of objectives. In particular, in many cases the amount of information transmitted is still limited. In addition, many of the methods known from the prior art are comparatively complex to implement, for example because they require a change in the bit rate of the signals sent by the transmitting units between the data telegrams, which is not preferred in some cases.

The primary object of the present invention was to eliminate or at least reduce the disadvantages of the prior art.

In particular, it was the object of the present invention to provide a vehicle system and an associated method for transmitting data from tire sensors in such a vehicle system, with which a particularly energy-efficient operation and long lifetimes of the energy storage devices installed in the transmitting units can be achieved, while at the same time all the required data is provided by the tire sensors in sufficient quantities to desirably also supply complex vehicle monitoring systems with the required data.

It was an object of the present invention that the vehicle system to be specified and the corresponding method should enable the simplest and most robust control possible of the transmitting units installed in the tires, wherein preferably in particular it should be possible to dispense with varying bit rates of the transmission.

In addition, it was an object of the present invention that the vehicle system to be specified and the corresponding method should be able to be implemented as far as possible with components that are already commercially available today and should therefore allow an advantageously easy upgrade of existing vehicle systems.

Furthermore, it was an object of the present invention that the method to be specified should be as robust and simple to implement as possible from a control technology perspective, whereby it was desirable that it should be implementable with comparatively simple programming and in particular should not require complex programming of the tire sensors or their transmitting units.

It was a further object of the present invention to provide a system vehicle tire for use in the vehicle system or method to be specified.

It was a secondary object of the present invention to also provide a computer program product with which the control of electronic transmitting units in a specified vehicle system can be carried out using the specified method.

The inventors have now found that the objects described above can be achieved if the transmitting units provided in the vehicle tires in a vehicle system are designed such that they can be operated in two different operating modes, between which the transmitting units switch as a result of trigger conditions, wherein in a first operating mode short data telegrams are sent which comprise such transmitter information that must be provided to the communication arrangement of the vehicle system at a high frequency and a high update rate, whereas in the second operating mode in addition to the first data telegrams second data telegrams are also sent which are longer than the first data telegrams and in addition to the information of the first data telegrams also comprise further transmitter information which is not required to implement the desired functionality at such a high update rate as is defined in the claims.

The tire sensors used in the vehicle system according to the invention are thus operated with different operating modes, with the transmission of short data telegrams containing the most necessary information, in particular on the sensor ID, pressure and temperature, forming the basic state. If further information, for example on the wheel load, tread depth, mileage, battery status, wheel position, target pressure or any misalignment of the wheel, is to be transmitted, the sensor switches to another operating mode, for example without an external trigger. Only in this operating mode does the sensor's transmitting unit also transmit data telegrams with an increased length, which comprise a number of additional bytes to be used in order to transmit information that does not have to be provided to the communication arrangement of the vehicle system at such a high rate. This advantageously makes it possible to select very short signal lengths for the majority of data telegrams and thus ensure the transmission of the tire information necessary for operation with a high update frequency. Only when required is additional information sent via longer data telegrams in addition to the information transmitted in the short telegrams. This makes it possible to achieve the shortest possible average signal length across all data telegrams with an information density of the transmitted data that is optimally tailored to requirements, thereby reducing energy requirements and extending the service life of the energy storage devices connected to the sensor or transmitter units.

The above-mentioned objects are thus achieved by the subject matter of the invention as defined in the claims. Preferred embodiments of the invention emerge from the subclaims and the following statements.

Such embodiments, which are referred to below as preferred, are combined in particularly preferred embodiments with features of other embodiments referred to as preferred. Combinations of two or more of the embodiments referred to below as particularly preferred are therefore particularly preferred. Also preferred are embodiments in which a feature of an embodiment referred to as preferred to some extent is combined with one or more further features of other embodiments referred to as preferred to some extent. Features of preferred methods, system vehicle tires and computer program products result from the features of preferred vehicle systems.

1. i) ein Fahrzeug,
2. ii) zumindest einen am Fahrzeug angeordneten Systemfahrzeugreifen, wobei der Systemfahrzeugreifen eine elektronische Sendeeinheit zum Senden von Signalen in einem drahtlosen Übertragungsverfahren umfasst,
3. iii) eine elektronische Kommunikationsanordnung, wobei die Kommunikationsanordnung dazu eingerichtet ist, in dem drahtlosen Übertragungsverfahren die Signale der Sendeeinheiten der Systemfahrzeugreifen zu empfangen, wobei die Sendeeinheit dazu eingerichtet ist, in einem ersten Betriebsmodus oder einem zweiten Betriebsmodus betrieben zu werden, wobei die Sendeeinheit im ersten Betriebsmodus dazu eingerichtet ist, in einem Sendeintervall zwei oder mehr erste Datentelegramme zu senden, und im zweiten Betriebsmodus dazu eingerichtet ist, im Sendeintervall zumindest ein erstes Datentelegramm und zumindest ein zweites Datentelegramm zu senden, wobei die ersten Datentelegramme eine erste Senderinformation umfassen, wobei das zweite Datentelegramm die erste Senderinformation und eine von der ersten Senderinformation verschiedene zweite Senderinformation umfasst, wobei die Sendeeinheit dazu eingerichtet ist, in Folge einer vorbestimmten ersten Auslösebedingung in den zweiten Betriebsmodus zu wechseln, und wobei die Sendeeinheit dazu eingerichtet ist, in Folge einer vorbestimmten zweiten Auslösebedingung in den ersten Betriebsmodus zu wechseln,
   • - wobei die ersten Datentelegramme eine Signallänge t1 im Bereich von 0,95*<t1> bis 1,05*<t1> aufweisen, wobei das zweite Datentelegramm eine Signallänge t2 von 1,1*<t1> oder mehr aufweist, wobei <t1> die mittlere Signallänge der ersten Datentelegramme ist, und/oder
   • - wobei die ersten Datentelegramme eine Bytelänge b1 im Bereich von 0,95*<b1> bis 1,05*<b1> aufweisen, wobei das zweite Datentelegramm eine Bytelänge b2 von 1,1*<b1> oder mehr aufweist, wobei <b1> die mittlere Bytelänge der ersten Datentelegramme ist.

The invention particularly relates to a vehicle system comprising:

1. (i) a vehicle,
2. ii) at least one system vehicle tire arranged on the vehicle, wherein the system vehicle tire comprises an electronic transmitting unit for transmitting signals in a wireless transmission method,
3. iii) an electronic communication arrangement, wherein the communication arrangement is set up to receive the signals of the transmitting units of the system vehicle tires in the wireless transmission method, wherein the transmitting unit is set up to be operated in a first operating mode or a second operating mode, wherein the transmitting unit is set up in the first operating mode to send two or more first data telegrams in a transmission interval, and in the second operating mode is set up to send at least one first data telegram and at least one second data telegram in the transmission interval, wherein the first data telegrams comprise first transmitter information, wherein the second data telegram comprises the first transmitter information and second transmitter information different from the first transmitter information, wherein the transmitting unit is set up to switch to the second operating mode as a result of a predetermined first trigger condition, and wherein the transmitting unit is set up to switch to the first operating mode as a result of a predetermined second trigger condition,
   • - wherein the first data telegrams have a signal length t1 in the range of 0.95*<t1> to 1.05*<t1>, wherein the second data telegram has a signal length t2 of 1.1*<t1> or more, wherein <t1> is the average signal length of the first data telegrams, and/or
   • - wherein the first data telegrams have a byte length b1 in the range of 0.95*<b1> to 1.05*<b1>, wherein the second data telegram has a byte length b2 of 1.1*<b1> or more, wherein <b1> is the average byte length of the first data telegrams.

The vehicle system according to the invention is specifically designed for carrying out the method according to the invention. The vehicle system according to the invention comprises a vehicle and at least one system vehicle tire arranged on the vehicle. An example of a vehicle system according to the invention is one in which the vehicle is a commercial vehicle, preferably a truck.

In principle, advantages arise in the vehicle system according to the invention even if only one of the tires of the vehicle is designed as a system vehicle tire, which has the functionality described above. In this respect, however, the inventors propose that it is expedient to design as many of the vehicle tires of the vehicle as possible as corresponding system vehicle tires. A vehicle system according to the invention is particularly relevant in practice, wherein the vehicle system comprises four or more, preferably six or more, system vehicle tires. An example is a vehicle system according to the invention, wherein the system vehicle tires are pneumatic vehicle tires, and/or wherein the system vehicle tires are commercial vehicle tires, preferably truck tires.

Vehicle tires with transmitting units are known to those skilled in the art. With regard to the typical positioning of the sensor units, an example is a vehicle system according to the invention, wherein the transmitting unit is arranged inside the system vehicle tire, wherein the transmitting unit is preferably attached to the tire inner layer. A vehicle system according to the invention is preferred, wherein the transmitting units of the system vehicle tires are arranged, at least partially, preferably all, in the same position of the respective system vehicle tire and/or wherein the transmitting units, at least partially, preferably all, have the same design.

A vehicle system according to the invention is relevant for most embodiments, wherein the transmitting unit comprises an electronic data processing device with a storage unit. In this case, a vehicle system according to the invention is expedient, wherein the first transmitter information and the second transmitter information and optionally third or further transmitter information are stored on the storage unit.

Since the present invention relates in particular to the communication between the units installed in the vehicle tire and a receiver, the above definition refers to the transmitting units that send the actual signals. In accordance with the expert's understanding, however, the sending of signals in vehicle tires is generally not an end in itself, so that a sensor functionality is also expediently integrated in corresponding system vehicle tires, with which parameter information of the system vehicle tires can be recorded. For essentially all embodiments, a vehicle system according to the invention is preferred, wherein the transmitting unit comprises one or more sensor units for determining one or more parameter information of the system vehicle tires. An example is a vehicle system according to the invention, wherein the one or more sensor units are selected from the group consisting of pressure sensors, acceleration sensors and temperature sensors, preferably pressure sensors and acceleration sensors, particularly preferably pressure sensors.

The electronic transmission units are used to send signals in a wireless transmission method. In principle, any wireless transmission method known to the person skilled in the art can be used. In the opinion of the inventors, radio methods in particular are particularly relevant in practice, with corresponding radio-capable transmission units being commercially available. A vehicle system according to the invention is preferred, the wireless transmission method being a radio method, preferably based on electromagnetic radiation with a frequency in the range of 200 to 600 MHz or Bluetooth, preferably in the range of 300 to 500 MHz, or Bluetooth.

The counterpart to the transmission units of the system vehicle tires provided in the vehicle system is the so-called communication arrangement, which can receive the signals sent by the transmission units. An example is a vehicle system according to the invention, wherein the communication arrangement comprises an electronic data processing device and an electronic transmitting and receiving unit for communicating with the transmitting unit.

In the context of the present invention, the communication arrangement is assigned to the vehicle system, i.e. the system made up of several system components, but does not necessarily have to be part of the vehicle. Rather, in preferred embodiments, the communication arrangement can also be formed by a mobile phone or another mobile terminal that interacts with the vehicle and the system vehicle tires as a vehicle system when, for example, it is brought into the range of influence of the electronic transmission devices by the vehicle driver so that communication is possible. An example is a vehicle system according to the invention, wherein the communication arrangement is part of the vehicle, or wherein the communication arrangement is formed by a mobile terminal, preferably a mobile phone or a tablet.

According to the invention, the transmitting units are designed to be operated in at least two different operating modes, whereby at least in principle further operating modes can also be provided, for example a standby mode. The transmitting units are designed to switch between the operating modes as a result of trigger conditions, as will be further disclosed below.

The first operating mode of the transmitting units is designed in such a way that in the first operating mode the transmitting unit sends so-called first data telegrams in a transmission interval, while in the second operating mode both first and second data telegrams are sent in a corresponding, i.e. equally long, transmission interval.

In a particularly preferred embodiment, the bit rate, i.e. the rate of data transmission as a quantity of data per time, differs only slightly between the first and second data telegrams. The possibility of maintaining the data transmission rate for the first and second data telegrams is an advantage of the present invention, which enables particularly efficient implementation and simplified control. The person skilled in the art will understand that it is particularly preferred to change the bit rate between the signals as little as possible, so that the first and second data telegrams are particularly preferably sent at the same bit rate. A vehicle system according to the invention is therefore preferred, wherein the bit rate between first data telegrams and second data telegrams differs by less than 25%, preferably by less than 10%, particularly preferably by less than 5%, very particularly by less than 5%, extremely preferably by less than 0.5%, particularly preferably essentially not at all.

The first data telegrams and second data telegrams differ from one another in terms of their information content. The first data telegrams contain first transmitter information, whereas the second data telegrams contain, in addition to this first transmitter information, second transmitter information that is different from the first transmitter information, with the content of the respective data telegrams preferably consisting of this information. In particular, the inventors believe that in practice the first data telegrams will mostly consist of the first transmitter information.

The person skilled in the art understands that the first data telegrams and the second data telegrams are different data telegrams from one another, wherein the first data telegrams in particular do not comprise the second transmitter information.

In other words, second data telegrams also include the sender information of the first data telegrams, so that the second data telegrams are, so to speak, first data telegrams extended with additional data. This additional information which the second data telegrams have compared to the first data telegrams has the consequence that the byte length or, taking into account a bit rate which is as similar as possible, the signal length of the second data telegrams is greater than that of the first data telegrams, as will be further disclosed below.

1. 1.i) Identifikationsinformationen, welche die Identifikation der Sendeeinheit durch die Kommunikationsanordnung erlauben, und
2. 1.ii) von Sensoreinheiten bestimmten Parameterinformationen der Systemfahrzeugreifen, insbesondere Druck, Beschleunigung und Temperatur. Bevorzugt ist dabei ein erfindungsgemäßes Fahrzeugsystem, wobei die erste Senderinformation eine oder mehrere Identifikationsinformationen, welche die Identifikation der Sendeeinheit durch die Kommunikationsanordnung erlauben, und eine oder mehrere von Sensoreinheiten bestimmten Parameterinformationen der Systemfahrzeugreifen, insbesondere Druck, Beschleunigung und Temperatur, umfassen.

The first transmitter information is information that is either required to assign the signal to a vehicle tire or that must be provided to the rest of the vehicle system, in particular a vehicle monitoring system, at a high frequency or a high update rate. In the case of a tire pressure monitoring system, for example, this can be the tire pressure measured by the sensor units. In this case, it is a vehicle system according to the invention, wherein the first transmitter information comprises one or more pieces of information that are selected from the group consisting of:

1. 1.i) identification information allowing the identification of the transmitting unit by the communication arrangement, and
2. 1.ii) parameter information of the system vehicle tires determined by sensor units, in particular pressure, acceleration and temperature. A vehicle system according to the invention is preferred, wherein the first transmitter information comprises one or more identification information which allows the identification of the transmitter unit by the communication arrangement, and one or more parameter information of the system vehicle tires determined by sensor units, in particular pressure, acceleration and temperature.

1. 2.i) Informationen zu auf den Systemfahrzeugreifen wirkenden Belastungen, insbesondere Informationen zur Radlast oder der Außentemperatur,
2. 2.ii) Informationen zum Zustand des Systemfahrzeugreifens, insbesondere Informationen zur Profiltiefe oder zur gefahrenen Kilometerleistung,
3. 2.iii) Informationen zur Anordnung des Systemfahrzeugreifens im Fahrwerk, insbesondere Informationen bezüglich einer möglichen Fehlstellung und/oder zur Radposition,
4. 2.iv) Informationen zu Sollwerten von Reifenparametern des Systemfahrzeugreifens, insbesondere Informationen zu Sollwerten der von Sensoreinheiten bestimmten Parameterinformationen, bevorzugt zum Solldruck, und
5. 2.v) Informationen zum Zustand der Sendeeinheit, insbesondere Informationen zum Batteriezustand, sowie beim Vorliegen von dritten oder weiteren Senderinformationen bevorzugt:
6. 2.vi) Telegrammzuordnungsinformationen, welche die Identifikation der Senderinformationen im Datentelegramme durch die Kommunikationsanordnung erlauben.

In contrast, the second transmitter information, which is contained in the second data telegrams together with the first transmitter information, is in particular information which is not constantly required in updated form by the backend of the vehicle or by the vehicle monitoring system, or for which a lower update rate is sufficient, for example because no "real-time" monitoring is necessary in regular vehicle operation. An example is a vehicle system according to the invention, wherein the second transmitter information and possibly the third or further transmitter information comprise one or more pieces of information which are selected from the group consisting of:

1. 2.i) Information on loads acting on the system vehicle tyres, in particular information on wheel load or outside temperature,
2. 2.ii) Information on the condition of the system vehicle tyre, in particular information on tread depth or mileage driven,
3. 2.iii) Information on the arrangement of the system vehicle tyre in the chassis, in particular information regarding a possible misalignment and/or the wheel position,
4. 2.iv) information on target values of tyre parameters of the system vehicle tyre, in particular information on target values of the parameter information determined by sensor units, preferably on the target pressure, and
5. 2.v) Information on the status of the transmitter unit, in particular information on the battery status, and in the case of third or additional transmitter information, preferably:
6. 2.vi) Telegram assignment information, which allows the identification of the sender information in the data telegram by the communication arrangement.

In light of the above explanation, the first and second transmitter information can also be defined by the requirements of the tire condition monitoring system. In this case, it is a vehicle system according to the invention, wherein the first transmitter information comprises one or more pieces of information that must be provided to the communication arrangement for operating a tire condition monitoring system used in the vehicle at a first provision rate r1, and wherein the second transmitter information comprises one or more pieces of information that must be provided to the communication arrangement for operating the tire condition monitoring system at a second provision rate r2, wherein r1 is greater than r2, preferably by a factor of 2 or more, particularly preferably 5 or more, very particularly preferably 10 or more, particularly preferably 100 or more.

The different information content of transmitter information in the first and second data telegrams leads - as explained above - to the data telegrams differing in terms of signal length or byte length, given the preferably at least relatively similar bit rate.

The inventors consider it to be the most practical case that the first data telegrams all have the same signal length or byte length. In principle, however, it is not excluded that the first data telegrams differ slightly in terms of their signal or byte length, whereby the The definition of the range of the signal or byte length expresses that there is a comparatively narrow distribution of the signal or byte lengths, so that the first data telegrams are in a comparatively narrow range around the average signal or byte length of the first data telegrams. In this respect, the inventors propose that the first data telegrams should be as equal in length as possible. A vehicle system according to the invention is preferred, wherein the first data telegrams have a signal length t1 in the range from 0.97*<t1> to 1.03*<t1>, preferably in the range from 0.98*<t1> to 1.02*<t1>, particularly preferably in the range from 0.99*<t1> to 1.01*<t1>, wherein the first data telegrams preferably have essentially an identical signal length. Additionally or alternatively, a vehicle system according to the invention is preferred, wherein the first data telegrams have a byte length b1 in the range from 0.97*<b1> to 1.03*<b1>, preferably in the range from 0.98*<b1> to 1.02*<b1>, particularly preferably in the range from 0.99*<b1> to 1.01*<b1>, wherein the first data telegrams preferably have substantially an identical byte length.

The greater length of the second data telegrams can now be expressed as a factor relative to the average signal or byte length of the first data telegrams. In this case, the inventors consider it advantageous if the length of the second data telegrams is chosen to be significantly greater, since this allows a larger additional amount of data to be transmitted compared to the first data telegrams. A vehicle system according to the invention is preferred, wherein the second data telegrams have a signal length t2 of 1.2*<t1> or more, preferably 1.5*<t1> or more, particularly preferably 2.0*<t1> or more. Additionally or alternatively, a vehicle system is preferred, wherein the second data telegrams have a byte length b2 of 1.2*<b1> or more, preferably 1.5*<b1> or more, particularly preferably 2.0*<b1> or more.

At least in principle, it is conceivable that the second data telegrams have different lengths depending on the additionally transmitted second transmitter information. Analogous to the above statements on the narrowest possible length distribution of the first data telegrams, the inventors propose, however, that the narrowest possible length distribution should also be specified for the second data telegrams, with the second data telegrams also preferably being identical in terms of their length. A vehicle system according to the invention is therefore preferred, wherein the second data telegrams have a signal length t2 in the range from 0.95*<t2> to 1.05*<t2>, preferably in the range from 0.98*<t2> to 1.02*<t2>, particularly preferably in the range from 0.99*<t2> to 1.01*<t2>, where <t2> is the average signal length of the second data telegrams, with the second data telegrams preferably having essentially an identical signal length. Additionally or alternatively, a vehicle system according to the invention is also preferred, wherein the second data telegrams have a byte length t2 in the range from 0.95*<b2> to 1.05*<b2>, preferably in the range from 0.98*<b2> to 1.02*<b2>, particularly preferably in the range from 0.99*<b2> to 1.01*<b2>, wherein <b2> is the average byte length of the second data telegrams, wherein the second data telegrams preferably have substantially an identical byte length.

In implementation, it is particularly expedient if the first data telegrams are sent at regular intervals. In this respect, the inventors propose that in the second operating mode too, the distance from the end of the signal to the beginning of the signal between two first data telegrams or between a first and a second data telegram can be designed to be the same. A vehicle system according to the invention is preferred, wherein the transmitting unit in the first operating mode is set up to send the two or more first data telegrams in a transmission interval at a predetermined time interval between the first data telegrams, wherein the predetermined time interval is preferably constant. Additionally or alternatively, a vehicle system according to the invention is preferred, wherein the transmitting unit in the second operating mode is set up to send the first data telegrams and/or the second data telegrams, preferably the first data telegrams and the second data telegrams, at a predetermined time interval between the data telegrams, wherein the predetermined time interval between the respective starts of successive data telegrams is preferably constant.

At least theoretically, it is conceivable that in the first or second operating mode, in addition to the first or the first and second data telegrams, further data telegrams are also sent, for example third data telegrams, as will be disclosed in more detail below. With a view to a control of the transmitter units that is as robust and easy to implement as possible and to avoid unnecessary transmission processes, the inventors believe that it is preferable if the transmission intervals largely or essentially completely only include the transmission of the respective first or first and second data telegrams. A vehicle system according to the invention is therefore preferred, wherein the transmitter unit in the first Operating mode is set up to send first data telegrams 95% or more, preferably 98% or more, particularly preferably 99% or more, very particularly preferably essentially 100%, based on the total length of transmitted signals in the transmission interval. Additionally or alternatively, a vehicle system according to the invention is preferred, wherein the transmitting unit in the second operating mode is set up to send first data telegrams and second data telegrams 95% or more, preferably 98% or more, particularly preferably 99% or more, very particularly preferably essentially 100%, based on the total length of transmitted signals in the transmission interval.

The fact that the second data telegrams comprise the first transmitter information and the second transmitter information, but can differ in length at least in less preferred embodiments, means that the second data telegrams can also comprise further transmitter information in addition to the first and second transmitter information, whereby the second data telegrams can also differ from one another in terms of this further transmitter information. At least in principle, however, it is possible that in addition to second data telegrams there are also further data telegrams which are longer than first data telegrams and have an increased information content, but which do not comprise the second transmitter information. By means of corresponding third data telegrams (or, in an analogous manner, fourth or further data telegrams), the transmitter information transmitted in addition to the first transmitter information in the second operating mode can be divided into several extended data telegrams, so that the absolute length of the second, third and possibly further data telegrams can be reduced. In this case, it is a vehicle system according to the invention, wherein the transmitting unit in the second operating mode is set up to send at least one third data telegram in addition to first data telegrams and second data telegrams, wherein the third data telegram comprises the first transmitter information and a third transmitter information that is different from the first transmitter information and the second transmitter information, wherein the third data telegram has a signal length t3 of 1.1*<t1> or more and/or a byte length b3 of 1.1*<b1> or more. With regard to the preferred lengths and length distributions, the above statements regarding the second data telegrams apply accordingly.

The above definition of the operating modes is made in each case in relation to a transmission interval. The term transmission interval is clear to the person skilled in the art and serves only to establish that the differences between the first and second operating modes are related to the same length of time of the transmission interval under consideration. The length of the transmission interval corresponds at least to the length in which the requirements for the respective operating modes are met. In other words, the transmission interval must be long enough for a transmission unit in the second operating mode to send at least one first and at least one second data telegram, whereas in the first operating mode two or more first data telegrams must be sent in the same time. In practice, the inventors believe that it is efficient to consider the transmission period, which is the smallest periodically recurring element in the transmission pattern of the transmission units in one of the operating modes, as the transmission interval.

The length of this period or of the transmission interval can be specified by increasing the number of first or second data telegrams in the transmission intervals of the respective operating modes by definition. An example is a vehicle system according to the invention, wherein the transmission unit in the first operating mode is set up to send three or more, preferably four or more, particularly preferably five or more, first data telegrams in a transmission interval. An example is additionally or alternatively a vehicle system according to the invention, wherein the transmission unit in the second operating mode is set up to send two or more, preferably four or more, particularly preferably eight or more, second data telegrams in the transmission interval.

With regard to the positioning of the second data telegrams in the transmission interval, the inventors propose that these can preferably be sent at regular intervals. A vehicle system according to the invention is accordingly preferred, wherein the transmission unit in the second operating mode is set up to send second data telegrams at a predetermined interval between the second data telegrams, wherein the predetermined time interval is preferably constant.

In order to operate as energy-efficiently as possible in the second operating mode, the inventors propose that the largest possible number of first data telegrams be sent in the second operating mode, whereby the interval between longer second data telegrams can be reduced, with the person skilled in the art adapting the frequency of the second data telegrams to the minimum requirements for the required update rate of the corresponding second transmitter information in the vehicle monitoring system, for example. Accordingly, a A vehicle system according to the invention, wherein the transmitting unit in the second operating mode is set up to send two or more, preferably three or more, particularly preferably four or more, first data telegrams in addition to second data telegrams. A vehicle system according to the invention is particularly preferred, wherein the transmitting unit in the second operating mode is set up to send two or more, preferably four or more, particularly preferably eight or more, very particularly preferably sixteen or more, first data telegrams between two consecutive second data telegrams.

The present invention is based on the use of data telegrams with different lengths. So that data telegrams of different lengths can be used particularly efficiently by the received communication arrangement, it is expedient for the communication arrangement to be able to identify the received data telegrams as first or second data telegrams so that it knows the expected content of transmitter information and can assign and process the transmitter information accordingly. In particularly preferred embodiments, this assignment can take place in a synergistic manner over the length of the data telegrams themselves, in particular if these have no or at least only a small length variance for each group of data telegrams.

The communication arrangement can thus, for example, in a system of short first data telegrams and long second data telegrams, identify the latter by the fact that the signal length is increased. This synergistically not only allows a particularly simple process, but also eliminates the need to additionally transmit any telegram assignment information in the signals, which can be read out with the communication arrangement, but which would also increase the average length of the data telegrams and thus the energy requirement. Against this background, a vehicle system according to the invention is particularly preferred, wherein the communication arrangement is set up to identify received data telegrams by the length of the data telegrams, in particular as first data telegrams or second data telegrams and possibly third or further data telegrams.

If the identification of the data telegrams via the length of the data telegrams is not possible in individual cases, for example because in addition to second data telegrams there are also third data telegrams which have a very similar length to second data telegrams, the inventors believe that it is nevertheless expedient to provide corresponding telegram allocation information in the data telegrams. A vehicle system according to the invention is preferred for these applications, wherein the communication arrangement is set up to identify received second data telegrams and third data telegrams, in particular second data telegrams and third data telegrams whose signal length differs by only 5% or less, in particular 1% or less, via telegram allocation information contained in the respective data telegrams.

1. I.1) dem Empfangen eines ersten Auslösesignals, insbesondere eines von der Kommunikationsanordnung oder von einer separaten Auslösevorrichtung übermittelten ersten Auslösesignals,
2. II.1) dem Erreichen einer vorgegebenen Mindestzeit, in der sich die Sendeeinheit im ersten Betriebszustand befindet,
3. III.1) der Veränderung des Bewegungszustandes des Fahrzeuges, insbesondere das Über- oder Unterschreiten einer vorgegebenen Fahrzeuggeschwindigkeit, und
4. IV.1) der Registrierung einer Abweichung eines Reifenparameters von einem Sollwert um mehr als einen vorgegebenen Toleranzwert.

An essential aspect of the present invention is that the transmitting units are not constantly in the same operating mode, but rather can switch between the operating modes. Even if the corresponding change can potentially take place via other operating modes as intermediate steps, it is particularly preferred if the change takes place directly from the first operating mode to the second operating mode or vice versa. The corresponding change in the operating mode is caused according to the invention by a first or a second triggering condition. The inventors propose different designs for the corresponding triggering conditions, i.e. for the triggers of the change in the operating mode, with which the change in the operating mode can be implemented efficiently. Firstly, a vehicle system according to the invention is preferred, wherein the first triggering condition is selected from the group consisting of:

1. I.1) receiving a first trigger signal, in particular a first trigger signal transmitted by the communication arrangement or by a separate trigger device,
2. II.1) the achievement of a predetermined minimum time during which the transmitting unit is in the first operating state,
3. III.1) the change in the state of motion of the vehicle, in particular the exceedance or undershoot of a predetermined vehicle speed, and
4. IV.1) the registration of a deviation of a tyre parameter from a target value by more than a specified tolerance value.

1. I.2) dem Empfangen eines zweiten Auslösesignals, insbesondere eines von der Kommunikationsanordnung oder von einer separaten Auslösevorrichtung übermittelten zweiten Auslösesignals,
2. II.2) dem Erreichen einer vorgegebenen Mindestzeit, in der sich die Sendeeinheit im zweiten Betriebszustand befindet,
3. III.2) der Veränderung des Bewegungszustandes des Fahrzeuges, insbesondere das Über- oder Unterschreiten einer vorgegebenen Fahrzeuggeschwindigkeit, und
4. IV.2) der Registrierung einer Abweichung eines Reifenparameters von einem Sollwert um weniger als einen vorgegebenen Toleranzwert.

Analogously, additionally or alternatively, preferably additionally, a vehicle system according to the invention is preferred, wherein the second triggering condition is selected from the group consisting of:

1. I.2) receiving a second trigger signal, in particular one from the communication tion arrangement or a second trigger signal transmitted by a separate triggering device,
2. II.2) the achievement of a predetermined minimum time during which the transmitting unit is in the second operating state,
3. III.2) the change in the state of motion of the vehicle, in particular the exceedance or undershoot of a predetermined vehicle speed, and
4. IV.2) the registration of a deviation of a tyre parameter from a target value by less than a specified tolerance value.

1. iv) eine Auslösevorrichtung, wobei die Auslösevorrichtung dazu eingerichtet ist, in der Sendeeinheit den Wechsel in den zweiten Betriebsmodus durch Senden eines ersten Auslösesignals an die Sendeeinheit zu veranlassen, und/oder wobei die Auslösevorrichtung dazu eingerichtet ist, in der Sendeeinheit den Wechsel in den dritten Betriebsmodus durch Senden eines zweiten Auslösesignals an die Sendeeinheit zu veranlassen.

For corresponding embodiments, a vehicle system according to the invention is preferred, wherein the vehicle system additionally comprises:

1. iv) a triggering device, wherein the triggering device is configured to cause the transmission unit to change to the second operating mode by sending a first triggering signal to the transmission unit, and/or wherein the triggering device is configured to cause the transmission unit to change to the third operating mode by sending a second triggering signal to the transmission unit.

Of the options mentioned above, the inventors consider implementation by means of a trigger signal, which can be provided as a trigger, for example, as a result of a manual input by the communication arrangement or even by using a separate triggering device, to be possible, but less preferred, since this would be of particular interest if a manual request for second transmitter information and corresponding second data telegrams should be made possible if required. In the inventors' opinion, a corresponding manual or semi-automatic changeover is disadvantageous compared to a largely automatic changeover, which is oriented towards the estimated requirement, since it requires more attention from the user in particular.

1. II.1) dem Erreichen einer vorgegebenen Mindestzeit, in der sich die Sendeeinheit im ersten Betriebszustand befindet,
2. III.1) der Veränderung des Bewegungszustandes des Fahrzeuges, insbesondere das Über- oder Unterschreiten einer vorgegebenen Fahrzeuggeschwindigkeit, und
3. IV.1) der Registrierung einer Abweichung eines Reifenparameters von einem Sollwert um mehr als einen vorgegebenen Toleranzwert.

More promising are therefore corresponding designs in which the trigger conditions are linked to time or to a change in the state of motion of the vehicle, so that second data telegrams, which contain information about the radial acceleration experienced by the sensor unit in the vehicle tire, are only transmitted while the vehicle is moving, for example. Another useful trigger condition can also be linked to tolerance values, so that second data telegrams with updated second transmitter information are only provided if one of the tire values contained in the second transmitter information leaves a predetermined tolerance range, so that second data telegrams are only transmitted to report a malfunction, for example. Accordingly, a vehicle system according to the invention is preferred, wherein the first trigger condition is selected from the group consisting of:

1. II.1) the achievement of a predetermined minimum time during which the transmitting unit is in the first operating state,
2. III.1) the change in the state of motion of the vehicle, in particular the exceedance or undershoot of a predetermined vehicle speed, and
3. IV.1) the registration of a deviation of a tyre parameter from a target value by more than a specified tolerance value.

1. II.2) dem Erreichen einer vorgegebenen Mindestzeit, in der sich die Sendeeinheit im zweiten Betriebszustand befindet,
2. III.2) der Veränderung des Bewegungszustandes des Fahrzeuges, insbesondere das Über- oder Unterschreiten einer vorgegebenen Fahrzeuggeschwindigkeit, und
3. IV.2) der Registrierung einer Abweichung eines Reifenparameters von einem Sollwert um weniger als einen vorgegebenen Toleranzwert.

Preferably, in turn, analogously additionally or alternatively, preferably additionally, a vehicle system according to the invention is provided, wherein the second triggering condition is selected from the group consisting of:

1. II.2) the achievement of a predetermined minimum time during which the transmitting unit is in the second operating state,
2. III.2) the change in the state of motion of the vehicle, in particular the exceedance or undershoot of a predetermined vehicle speed, and
3. IV.2) the registration of a deviation of a tyre parameter from a target value by less than a specified tolerance value.

With regard to the trigger conditions, it is particularly preferred to coordinate the first and second trigger conditions and, for example, to make both dependent on the change in the state of motion of the vehicle.

The above-disclosed embodiment of the first or second triggering condition as the reception of a corresponding triggering signal can also be carried out automatically in addition to the manual triggering described above if the sending of a corresponding triggering signal by the communication arrangement is in turn coupled to an efficiently automatable triggering condition. A vehicle system according to the invention is therefore preferred for certain applications, wherein the communication arrangement is set up to cause the switch to the second operating mode in the transmitting unit by sending a first triggering signal to the transmitting unit, preferably as a result of a predetermined third triggering condition, and/or wherein the communication The control arrangement is designed to cause the transmitter unit to switch to the first operating mode by sending a second trigger signal to the transmitter unit, preferably as a result of a predetermined fourth trigger condition. In principle, the same trigger conditions that have already been disclosed above for the first and second trigger conditions are possible for the third and fourth trigger conditions.

1. a) Betreiben der Sendeeinheit im ersten Betriebsmodus zum Senden von zwei oder mehr ersten Datentelegrammen im Sendeintervall,
2. b) Wechseln der Sendeeinheit in den zweiten Betriebsmodus, wobei das Wechseln in Folge einer ersten Auslösebedingung erfolgt,
3. c) Betreiben der Sendeeinheit im zweiten Betriebsmodus zum Senden zumindest eines ersten Datentelegramms und zumindest eines zweiten Datentelegramms im Sendeintervall,
4. d) Wechseln der Sendeeinheit in den ersten Betriebsmodus, wobei das Wechseln in Folge einer zweiten Auslösebedingung erfolgt.

In light of the above statements, the invention also relates to a method for controlling electronic transmission units in a vehicle system according to claim 1, comprising the method steps:

1. a) Operating the transmitting unit in the first operating mode to send two or more first data telegrams in the transmission interval,
2. b) switching the transmitting unit to the second operating mode, whereby the switching occurs as a result of a first triggering condition,
3. c) operating the transmitting unit in the second operating mode to transmit at least one first data telegram and at least one second data telegram in the transmission interval,
4. d) Switching the transmitter unit to the first operating mode, whereby the switch occurs as a result of a second triggering condition.

In the corresponding method according to the invention, the transmission units are thus used in the first operating mode before they are switched to the second operating mode as a result of the first triggering condition, in that they send at least one second data telegram in the transmission interval in addition to the first data telegrams. Finally, in method step d), the operating mode changes back to the first operating mode.

As explained above, features of preferred methods according to the invention result from the features of preferred vehicle systems, wherein the installation of individual components results in the corresponding active implementation of this installation. If the transmitting unit in the vehicle system according to the invention is set up, for example, to send the two or more first data telegrams in a transmission interval in the first operating mode at a predetermined time interval between the first data telegrams, the transmitting unit in the method according to the invention sends the two or more first data telegrams in a transmission interval in the first operating mode at a predetermined time interval between the first data telegrams.

• - wobei die ersten Datentelegramme eine Signallänge t1 im Bereich von 0,95*<t1> bis 1,05*<t1> aufweisen, wobei das zweite Datentelegramm eine Signallänge t2 von 1,1*<t1> oder mehr aufweist, wobei <t1> die mittlere Signallänge der ersten Datentelegramme ist, und/oder
• - wobei die ersten Datentelegramme eine Bytelänge b1 im Bereich von 0,95*<b1> bis 1,05*<b1> aufweisen, wobei das zweite Datentelegramm eine Bytelänge b2 von 1,1*<b1> oder mehr aufweist, wobei <b1> die mittlere Bytelänge der ersten Datentelegramme ist.

The invention also relates to a system vehicle tire for use in a system according to the invention, wherein the system vehicle tire comprises an electronic transmitting unit for transmitting signals in a wireless transmission method, wherein the transmitting unit is configured to be operated in a first operating mode or a second operating mode, wherein the transmitting unit is configured in the first operating mode to transmit two or more first data telegrams in a transmission interval, and in the second operating mode is configured to transmit at least one first data telegram and at least one second data telegram in the transmission interval.
wherein the first data telegrams comprise a first transmitter information, wherein the second data telegram comprises the first transmitter information and a second transmitter information different from the first transmitter information,
wherein the transmitting unit is configured to switch to the second operating mode as a result of a predetermined first triggering condition, and wherein the transmitting unit is configured to switch to the first operating mode as a result of a predetermined second triggering condition,

• - wherein the first data telegrams have a signal length t1 in the range of 0.95*<t1> to 1.05*<t1>, wherein the second data telegram has a signal length t2 of 1.1*<t1> or more, wherein <t1> is the average signal length of the first data telegrams, and/or
• - wherein the first data telegrams have a byte length b1 in the range of 0.95*<b1> to 1.05*<b1>, wherein the second data telegram has a byte length b2 of 1.1*<b1> or more, wherein <b1> is the average byte length of the first data telegrams.

Finally, in connection with the invention, a computer program product is also disclosed, comprising instructions which, when the program is executed by a data processing device of a transmitting unit of a system vehicle tire according to the invention of a vehicle system according to the invention, cause the latter to carry out the method steps of the method according to the invention.

• 1 eine schematische Darstellung eines erfindungsgemäßen Fahrzeugsystems in einer bevorzugten Ausführungsform; und
• 2 eine schematische Visualisierung des ersten und zweiten Betriebszustands von Sendeeinheiten eines erfindungsgemäßen Fahrzeugsystems.

The invention and preferred embodiments of the invention are explained and described in more detail below with reference to the accompanying figures.

• 1 a schematic representation of a vehicle system according to the invention in a preferred embodiment; and
• 2 a schematic visualization of the first and second operating states of transmitting units of a vehicle system according to the invention.

1 shows a schematic representation of a vehicle system 10 according to the invention, in which the vehicle is reduced to the chassis for reasons of clarity. The vehicle system 10 comprises six system vehicle tires 14a, 14b, 14c, 14d, 14e, 14f arranged on the vehicle, each of which has an electronic transmission unit 12a, 12b, 12c, 12d, 12e, 12f. In addition, the vehicle system 10 comprises a centrally arranged electronic communication arrangement 16, which is arranged on the vehicle in the example shown.

The electronic communication arrangement 16 can communicate with the electronic transmission units 12a-f of the system vehicle tires 14a-f in a wireless transmission method, for example by means of Bluetooth. 1 The transmission units 12a-f shown each comprise a sensor functionality, for example for pressure measurement. All of the transmission units 12a-f are designed to be operated in both a first operating mode and a second operating mode and to switch between these operating modes as a result of trigger conditions, in particular as a result of a trigger signal which is transmitted by the communication arrangement 16. An exemplary transmission scheme for the first or second operating mode is shown in 2 visualized.

2a) schematically visualizes a transmission interval of a transmission unit 12a-f in the first operating mode, which comprises sixteen equidistantly spaced first data telegrams 18, which include, for example, transmitter information on the pressure sensor assigned to the respective transmission unit 12a-f as well as the sensor ID.

In contrast, 2 B) a corresponding transmission interval of an electronic transmission unit 12a-f, which is in the second operating mode and in which every fourth data telegram is formed by a second data telegram 20, which at an identical bit rate is approximately 30% longer than the first data telegrams 18 and contains additional transmitter information, for example on the wheel load or the tire position.

The dashed lines indicate 2 B) indicated that the transmission interval used for the analysis in comparison between Fig. a) and b) in the example shown could also be chosen to be smaller, since in the second operating mode three first data telegrams, which are followed by a second data telegram, are repeated periodically.

List of reference symbols

10

Vehicle system

12a-f

Electronic transmitter unit

14a-f

System vehicle tires

16

Electronic communication arrangement

18

First data telegrams

20

Second data telegrams

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. 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

• DE 102020211492 A1 [0005]
• JP 2003025817 A [0005]
• TW410338B [0005]
• US 7610135 B2 [0005]
• US 9108473 B2 [0005]
• US 2016/0176245 A1 [0005]

Claims (10)

Vehicle system (10), comprising: i) a vehicle, ii) at least one system vehicle tire (14a-f) arranged on the vehicle, wherein the system vehicle tire (14a-f) comprises an electronic transmission unit (12a-f) for transmitting signals in a wireless transmission method, iii) an electronic communication arrangement (16), wherein the communication arrangement (16) is designed to receive the signals of the transmission units (12a-f) of the system vehicle tires (14a-f) in the wireless transmission method, wherein the transmission unit (12a-f) is designed to be operated in a first operating mode or a second operating mode, wherein the transmission unit (12a-f) is designed in the first operating mode to transmit two or more first data telegrams (18) in a transmission interval, and in the second operating mode is designed to transmit at least one first data telegram (18) and at least one second data telegram in the transmission interval, wherein the first Data telegrams (18) comprise a first transmitter information, wherein the second data telegram (20) comprises the first transmitter information and a second transmitter information different from the first transmitter information, wherein the transmitting unit (12a-f) is set up to change to the second operating mode as a result of a predetermined first triggering condition, and wherein the transmitting unit (12a-f) is set up to change to the first operating mode as a result of a predetermined second triggering condition, - wherein the first data telegrams (18) have a signal length t1 in the range from 0.95*<t1> to 1.05*<t1>, wherein the second data telegram (20) has a signal length t2 of 1.1*<t1> or more, wherein <t1> is the average signal length of the first data telegrams (18), and/or - wherein the first data telegrams (18) have a byte length b1 in the range from 0.95*<b1> to 1.05*<b1>, wherein the second data telegram (20) has a byte length b2 of 1.1*<b1> or more, wherein <b1> is the average byte length of the first data telegrams (18). Vehicle system (10) according to Claim 1 , wherein the bit rate between first data telegrams (18) and second data telegrams (20) differs by less than 25%. Vehicle system (10) according to one of the Claims 1 or 2 , wherein the transmitting unit (12a-f) in the second operating mode is configured to transmit the first data telegrams (18) and/or the second data telegrams (20) at a predetermined time interval between the data telegrams. Vehicle system (10) according to one of the Claims 1 until 3 , wherein the communication arrangement (16) is arranged to identify received data telegrams via the length of the data telegrams. Vehicle system (10) according to one of the Claims 1 until 4 , wherein the first transmitter information comprises one or more pieces of information selected from the group consisting of: 1.i) identification information allowing the identification of the transmitter unit (12a-f) by the communication arrangement (16), and 1.ii) parameter information of the system vehicle tires (14a-f) determined by sensor units. Vehicle system (10) according to one of the Claims 1 until 5 , wherein the second transmitter information comprises one or more pieces of information selected from the group consisting of: 2.i) information on loads acting on the system vehicle tire (14a-f), 2.ii) information on the condition of the system vehicle tire (14a-f), 2.iii) information on the arrangement of the system vehicle tire (14a-f) in the chassis, 2.iv) information on target values of tire parameters of the system vehicle tire (14a-f), and 2.v) information on the condition of the transmitter unit (12a-f). Vehicle system (10) according to one of the Claims 1 until 6 , wherein the first triggering condition is selected from the group consisting of: I.1) receiving a first triggering signal, II.1) reaching a predetermined minimum time in which the transmitting unit (12a-f) is in the first operating state, III.1) changing the state of motion of the vehicle, and IV.1) registering a deviation of a tire parameter from a target value by more than a predetermined tolerance value. Vehicle system (10) according to one of the Claims 1 until 7 , wherein the second triggering condition is selected from the group consisting of: I.2) receiving a second triggering signal, in particular a second triggering signal transmitted by the communication arrangement (16) or by a separate triggering device, II.2) reaching a predetermined minimum time in which the transmitting unit (12a-f) is in the second operating state, III.2) changing the state of movement of the vehicle, in particular exceeding or falling below a predetermined vehicle speed speed, and IV.2) the registration of a deviation of a tyre parameter from a target value by more than a specified tolerance value. Method for controlling electronic transmission units (12a-f) in a vehicle system (10) according to one of the Claims 1 until 8th , comprising the method steps: a) operating the transmitting unit (12a-f) in the first operating mode to send two or more first data telegrams (18) in the transmission interval, b) changing the transmitting unit (12a-f) to the second operating mode, wherein the change occurs as a result of a first trigger condition, c) operating the transmitting unit (12a-f) in the second operating mode to send at least one first data telegram (18) and at least one second data telegram (20) in the transmission interval, d) changing the transmitting unit (12a-f) to the first operating mode, wherein the change occurs as a result of a second trigger condition. System vehicle tires (14a-f) for use in a vehicle system (10) according to one of the Claims 1 until 8th , wherein the system vehicle tire (14a-f) comprises an electronic transmitting unit (12a-f) for transmitting signals in a wireless transmission method, wherein the transmitting unit (12a-f) is designed to be operated in a first operating mode or a second operating mode, wherein the transmitting unit (12a-f) is designed in the first operating mode to transmit two or more first data telegrams (18) in a transmission interval, and in the second operating mode is designed to transmit at least one first data telegram (18) and at least one second data telegram (20) in the transmission interval, wherein the first data telegrams (18) comprise first transmitter information, wherein the second data telegram (20) comprises the first transmitter information and second transmitter information different from the first transmitter information, wherein the transmitting unit (12a-f) is designed to switch to the second operating mode as a result of a predetermined first triggering condition, and wherein the transmitting unit (12a-f) is configured to change to the first operating mode as a result of a predetermined second triggering condition, - wherein the first data telegrams (18) have a signal length t1 in the range from 0.95*<t1> to 1.05*<t1>, wherein the second data telegram (20) has a signal length t2 of 1.1*<t1> or more, wherein <t1> is the average signal length of the first data telegrams (18), and/or - wherein the first data telegrams (18) have a byte length b1 in the range from 0.95*<b1> to 1.05*<b1>, wherein the second data telegram (20) has a byte length b2 of 1.1*<b1> or more, wherein <b1> is the average byte length of the first data telegrams (18).

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