Claims:We claim:
1) A system (111) for monitoring a tire (105c) pressure of a wheel (105) in a vehicle (100), the system (111) comprising:
a battery (110) adapted to supply power to a motor (108) connected to the wheel (105), the motor (108) being adapted to supply power to the wheel (105) for traction of the vehicle (100);
a control unit (112) communicatively connected at least to the battery (110) and one or more traction control functions (114) of the vehicle (100), the control unit (112) includes a convertor (112a) and a processor (112b), the convertor (112a) being adapted to receive input power from the battery (110) and to supply an output power to the motor (108), the convertor (112a) being communicatively connected to the processor (112b), the processor (112b) being adapted to receive an operation input from the one or more traction control functions (114), the processor (112b) being provided with a predetermined threshold power value and a predetermined time value; and
an indicator unit (113); the indicator unit (113) being adapted to indicate the tire pressure less than a standard minimum pressure value; the indicator unit (113) being communicatively connected to the control unit (112);
wherein, the convertor (112a) sends a real-time power drawn input to the processor (112b), and the processor (112b), during one or more predetermined events defined by the real-time power drawn input and the operation input of the one or more traction control functions (114), initiates an activation signal for the indicator unit (113).

2) The system (111), as claimed in claim 1, wherein the predetermined threshold power value defines a minimum threshold value of power drawn by the motor (108) for traction of vehicle (100) running on the tire pressure substantially equal to the standard minimum pressure value.

3) The system (111), as claimed in claim 1, wherein the predetermined time valve defines a maximum allowed time for which a power drawn by the motor (108) is more than the predetermined threshold power value
4) The system (111), as claimed in claim 1, wherein the processor (112b) is adapted to compare the real-time power drawn input with the predetermined threshold power value.

5) The system (111), as claimed in claim 4, wherein in the event if the real-time power drawn input is equal to or more than the predetermined threshold power value, the processor (112b) is adapted to check availability of the operation input for the one or more traction control function.

6) The system (111), as claimed in claim 5, wherein in the event of non-availability of the operation input for the one or more traction control functions (114), the processor (112b) is adapted to measure a time duration for which the real-time power drawn input is equal to or more than the predetermined threshold power value.

7) The system (111), as claimed in claim 6, wherein the processor (112b) is adapted to compare the measured time duration for which the real-time power drawn input is equal to or more than the predetermined threshold power value with the predetermined time value.

8) The system (111), as claimed in claim 7, wherein in the event if the measured time duration is equal to or more than the predetermined time value the processor (112b) is adapted to initiate the activation signal for the indicator unit (113).

9) The system (111), as claimed in claim 1, wherein the one or more traction control functions (114) includes one or more functions defining the traction pattern of the vehicle (100).

10) The system (111), as claimed in claim 1, wherein the operation input from the one or more traction control functions (114) defines the activated and deactivated stage of the one or more traction control functions (114).

11) A method (300) of monitoring a tire (105c) pressure of a wheel (105) of a vehicle (100), the vehicle comprising a motor (108) adapted to supply power to the wheel (105) for traction of the vehicle (100) and a battery adapted to supply power to the motor (108) connected to the wheel (105), the method (111) comprising the steps (1-7) of:
detecting, using a processor (112b) of a control unit (112), a real-time power drawn by the motor (108) from the battery (110) through a convertor (112a) of the control unit (112), the processor (112b) being adapted to receive a real-time power drawn input from the convertor (112a);
comparing, using the processor (112b), the real-time power drawn input to a predetermined threshold power value provided with the processor (112b);
checking, using the processor (112b), availability of an operation input for one or more traction control functions (114) if the real-time power drawn input is equal to or more than the predetermined threshold power value;
measuring, using a processor (112b), a time duration for which the real-time power drawn input is equal to or more than the predetermined threshold power value, in the event of non-availability of the operation input for the one or more traction control function;
comparing, using the processor (112b), the measured time duration for which the real-time power drawn input is equal to or more than the predetermined threshold power value with a predetermined time value provided with the processor (112b);
generating, using the processor (112b), an activation signal for an indicator unit (113) if the measured time duration is equal to or more than the predetermined time value;
indicating to the user, using the indicator unit, that the tire pressure less than a standard minimum pressure value.

12) The method (300) as claimed in claim 11, wherein the predetermined threshold power value defines a minimum threshold value of power drawn by the motor for traction of the vehicle running on the tire pressure less than a standard minimum pressure value.
13) The method (300) as claimed in claim 11, wherein the predetermined time valve defines a maximum allowed time for which power more than the predetermined threshold power value is drawn by the motor (108)

14) The method as claimed in claim 11, wherein the one or more traction control functions (114) includes one or more functions defining the traction pattern of the vehicle (100).

15) The method as claimed in claim 11, wherein the operation input from the one or more traction control functions (114) defines the activated and deactivated stage of the one or more traction control functions (114).
, Description:TECHNICAL FIELD
[0001] The present subject matter, in general relates to a tire pressure monitoring system for a vehicle.
BACKGROUND
[0002] In the last few decades, automobile industry has shown a remarkable growth and development, in terms of technology as well as sales. Different sections of society, based on their requirement, utilize vehicles for various purposes, such as a recreational activity, a means of transportation, and for sports activities. As a result, it becomes pertinent for the automobile industry to constantly develop and modify the components of the vehicles to suit requirements of different users.
[0003] For example, due to consistent advancement in technology, two-wheeled vehicles, such as bicycles, motorcycles, scooters and lightweight scooters, have succeeded in maintaining their popularity among different sections of society. Different variants for different user segments are being developed by the automobile manufactures. For example, two wheeler industry is flooded with vehicles with unique aesthetic features, different power outputs, different load carrying requirements, and the like. In accordance with the same ideology, various types of traction mechanisms for the two-wheeled vehicles are developed. For example, hybrid electric two-wheeled vehicles have two traction mechanisms involved, which includes an internal combustion engine based traction mechanism, and an electric motor based traction mechanism. In addition, electric two-wheeled vehicles have only electric motor based traction mechanism. Generally, the electric motor for these type of vehicles is mounted on a rim/hub (generally known as hub motor) of a rear wheel such that the power is directly transferred to the rear wheel to facilitate efficient traction of the vehicle.
[0004] Hub motor is susceptible to damage if it passes through any obstacle like pot holes while having low tire pressure or punctured tire of the rear wheel. In such cases, there is a possibility that rim of the rear wheel may bend causing degradation in stability and functionality for the rear wheel, also this may raise safety concerns and maintenance cost for the rider.
[0005] Therefore, a system is required that addresses one or more of mentioned and any associated problem.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] The detailed description is provided with reference to an embodiment for a two wheeled saddle type vehicle with the accompanying figures. The same reference numbers are used throughout the drawings to denote like features and components.
[0007] Fig. 1 illustrates an exemplary two-wheeled hybrid-electric vehicle, in accordance with an embodiment of the present subject matter.
[0008] Fig. 2 illustrates a block diagram depicting a system for monitoring the tire pressure in the two wheeled hybrid-electric vehicle of Fig. 1, in accordance with an embodiments of the present subject matter.
[0009] Fig. 3 depicts a flow chart describing a method of monitoring the tire pressure in the two wheeled hybrid-electric vehicle of Fig. 1, using the system of Fig. 2, in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION
[00010] As discussed, the hub motor and the rim of the rear wheel are susceptible to damage if it passes through any obstacle like pot holes while having low tire pressure or punctured tire of the rear wheel. Specially, in high power vehicles chances of such problem are more as high power motor runs at a high speed and at such high speed and low tire pressure, hitting an obstacle like pothole may cause more damage to rim of the rear wheel.
[00011] Therefore, a system is required in which the rider is aware of the real-time tire pressure, so that a timely maintenance/precautionary decision can be taken and a damage to the rim can be avoided. Rider needs to be pro-actively informed that tire should be changed or vehicle is running with inappropriate tire pressure, which should be maintained within suggested limits
[00012] In the present scenario, different types of Tire Pressure Monitoring Systems (TPMS) are readily available in market that can be simply fitted with the wheel and can be wirelessly connected to the mobile of the user, through the real time tire-pressure can be provided. Said TPMS includes one or more tire pressure sensors and other parts, which are to be installed in the rear wheel that results in increase the cost of the vehicle for the user, and in addition if the user is not carrying the mobile then the indication for the tire pressure is not instantly known to the user.
[00013] Also, while riding the two wheeled vehicle it may not be possible for the rider to regularly check for the warnings available on the mobile. Hence, in case of sudden drop of the tire pressure, it may not be identified by the rider, which may lead to serious damage of rim of the wheel if driving in rough road conditions as well as potential safety risk if riding continued with low pressure conditions. The safety risk often becomes precarious especially when riding with pillion or load where the chances of sudden puncture, at reasonable driving speeds, is high.
[00014] The subject matter of the present invention, in particular relates to a system and method for tire pressure monitoring in a vehicle, that addresses one or more above mentioned problems. The system for tire pressure monitoring includes one or more propulsion system that is being powered using a motor. An objective of the present invention is to provide tire pressure sensor less system to monitor the tire pressure that can be cost effective and can be enabled with lesser number of parts, specifically in two-wheeler industry where even the small cost margins plays a big role for manufacturer as well as the customer. It is an objective of the present invention to provide a system and method through which the rider is instantly alerted related to the change in tire pressure of the vehicle, such that timely precautionary measures such as, change in driving pattern, correcting the tire pressure to the required limit and the like, can be taken and possible damage to the rim can be prevented as well as any accident can be avoided.
[00015] An objective of the present invention is to provide the system for monitoring the tire pressure of a wheel in the vehicle, that includes a battery, a control unit, and an indicator unit. The battery is adapted to supply power to a motor connected to the wheel, and the motor supplies power to the wheel for traction of the vehicle.
[00016] The control unit is communicatively connected at least to the battery and one or more traction control function of the vehicle. The control unit includes a convertor and a processor, the convertor receives input power from the battery and supplies an output power to the motor. The convertor is communicatively connected to the processor that receives an operation input from the one or more traction control function. The one or more traction control function includes one or more functions defining the traction pattern of the vehicle and the operation input from the one or more traction control function defines the activated and deactivated stage of the one or more traction control function. The processor is provided with a predetermined threshold power value and a predetermined time value. The predetermined threshold power value defines a minimum threshold value of power drawn by the motor for traction of vehicle running on the tire pressure substantially equal to the standard minimum pressure value.
[00017] The indicator unit is adapted to indicate the tire pressure less than a standard minimum pressure value. The indicator unit is communicatively connected to the control unit. The convertor sends a real-time power drawn input to the processor. the processor is adapted to compare the real-time power drawn input with the predetermined threshold power value. The processor based upon the real-time power drawn input and the operation input of the one or more traction control functions (114) defining the predetermined events, initiates an activation signal for the indicator unit. In the event if the real-time power drawn input is equal to or more than the predetermined threshold power value, the processor is adapted to check availability of the operation input for the one or more traction control function. Additionally, in the event of non-availability of the operation input for the one or more traction control function, the processor is adapted to measure a time duration for which the real-time power drawn input is equal to one or more than the predetermined threshold power value.
[00018] Further, the processor is adapted to compare the measured time duration for which the real-time power drawn input is equal to or more than the predetermined threshold power value with the predetermined time value. In the event if the measured time duration is equal to or more than the predetermined time value the processor is adapted to initiate the activation signal for the indicator unit. The present subject matter would be described in greater detail in conjunction with an embodiment of a two wheeled saddle type vehicle with the figures in the following description
[00019] The present subject matter provides an exemplary hybrid electric two-wheeled vehicle (hereinafter ‘vehicle’) 100 as shown in FIG. 1. The described vehicle (100) typically includes a low-framework structure (hereinafter ‘frame’) (101), a display unit (D), a handle bar assembly (H), and a headlamp assembly (L), a plurality of body panels (102), a seat assembly (103), a utility box (not shown), a front wheel (104), a rear wheel (105), a plurality of suspension units (106), an internal combustion engine (hereinafter ‘engine’) (107), a hub-type electric motor (hereinafter ‘motor’) (108) (shown in FIG. 2), a transmission system (109), a plurality of electrical and electronic components, and a battery (110) (shown in FIG. 2).
[00020] The frame (101) includes a head tube (101a), a main tube (101b), and a pair of side frames (101c). The main tube (101b) extends downwards from an anterior portion of the head tube (101a) and then extends rearwards in an inclined manner. The pair of side tubes (101c) extends inclinedly upwards from the main tube (101b), in rearward direction of the vehicle (100). Thus, the frame (101) extends from a front portion (F) to a rear portion (R) of the vehicle (100), along a vehicle longitudinal direction (AA’).
[00021] The display unit (D), the handle bar assembly (H), and the headlamp assembly (L) are disposed above the main tube (101b), in front portion (F) of the vehicle (100). The display unit (D) is disposed in front of the rider such that the parameters displayed on the display unit (D) are visible to the rider.
[00022] The plurality of body panels (102) covers multiple portions of the frame (101). The plurality of body panels (102) includes a front panel (102a), a leg shield (102b), a floorboard (102c), an under-seat cover (102d), a left-side panel (102e), a right-side panel (not shown), a left-side trim cover (102f), and a right-side trim cover (not shown). The front panel (102a) and the leg shield (102b) cover the front portion of the frame (101), particularly by covering the head tube (101a) and the front portion of the main tube (101b). The floorboard (102c), the under-seat cover (102d), the left-side trim cover (102f), and the right-side trim cover (not shown) shield the center portion of the frame (101), particularly by covering the center and rear part of the main tube (101b). Similarly, the left-side panel (102e) and the right-side panel (not shown) cover the rear end of the frame (101), particularly by covering the pair of side tubes (101c).
[00023] The seat assembly (103) is disposed above the under-seat cover (102d) and between the left-side panel (102e) and the right-side panel (not shown). The seat assembly (103) is pivotally mounted to the top portion of the under-seat cover (102d). The utility box (not shown) is disposed below the seat assembly (103). The utility box (not shown) can be accessed by opening the seat assembly (103).
[00024] The front wheel (104) is disposed in the front portion F of the vehicle (100), under a front fender (104a). The front fender (104a) is further disposed below the front cover (102a) and the leg shield (102b). The front fender (104a) covers at least a portion of the front wheel (104). The front wheel (104) includes a front hub (104b) and a front tire (104c), removably attached with each other.
[00025] The rear wheel (105) is disposed at the rear portion R of the vehicle (100) under a rear fender (105a). The rear fender (105a) is further disposed below and between the left side panel 102d and the right side panel (not shown). The rear fender (105a) covers at least a portion of the rear wheel (105). The rear wheel (105) includes a rear hub (105b), a rear tire (105c), and a rear tire rim (105d), removably attached with each other. The rear tire (105c) is supported on the outer periphery of the rear tire rim (105d), and the rear hub is disposed in the encircled spaced created by the inner periphery of the rear tire rim (105d).
[00026] The plurality of suspension units (106) includes a front suspension unit (106a) and a rear suspension unit (106b). The front suspension unit (106a) connects the front wheel (104) to the front portion of the frame (101) through the front hub (104b). The rear suspension unit (106b) connects the rear wheel (105) to the rear portion of the frame (101) through the rear hub (105b). The front and rear suspension unit (106a, 106b) may include one or more suspension units. For example, the front suspension unit (106a) may include a left front suspension unit and a right front suspension unit. Similarly, the rear suspension unit (106b) may include a left-rear suspension unit and a right-rear suspension unit.
[00027] The engine (107) is disposed behind the floorboard (102c) and the under-seat cover (102d) and is supported between the pair of side tubes (101c). The engine (107) is disposed on a swing arm (107a) through one or more mounting bosses (not shown) being attached therein. A front end of the swing arm (107a) is attached to the rear portion of the main tube (101b) and a rear end of the swing arm (107a) is attached to the rear wheel (105). The engine 107 generates fuel combustion induced power that is to be transferred to the rear wheel 105 during engine-based propulsion of the vehicle (100).
[00028] The motor (108) (shown in FIG. 2) is mounted on the rear hub (105b) of the rear wheel (105) through a motor sprocket (not shown). The rear hub (105b) is held within the encircled housing created by the rear tire rim (105d) and is supported by the rear tire rim (105d). The motor (108) generates electric power that is to be transferred to the rear wheel (105) during motor-based propulsion of the vehicle (100).
[00029] The transmission system (109) is a power transfer system of the vehicle (100) that transmits power either from the engine (107) to the rear wheel (105) or from motor (108) to the rear wheel (105), based on propulsion mode of the vehicle (100). In a hybrid type setup, the vehicle (100) may have multiple propulsion modes such as propulsion by the engine (107) alone, propulsion by the motor (108) alone, and propulsion by both the engine (107) and the motor (108) simultaneously.
[00030] Generally, the vehicle (100) includes four operating modes. The four operating modes of the vehicle (100) include a sole engine mode, a sole motor mode, a hybrid power mode, and a hybrid economy mode. In sole engine mode the engine (107) alone powers the vehicle (100), and in the sole motor mode the motor (108) alone powers the vehicle (100). In the hybrid power mode, the engine (107) as well as the motor (108) together power the vehicle (100) and in the hybrid economy mode only the engine (107) or only the motor (108). While starting the vehicle (100), more particularly at zero speed of the vehicle (100), a rider may select any of the operating modes with the help of a mode switch (not shown). Based on the selection of the rider, the transmission system (109) accordingly transmits power to the rear wheel (105).
[00031] The battery (110) (shown in FIG. 2) supplies power to the plurality of electrical and electronic components. For example, the battery (110) supplies the power to activate and run the motor (108) coupled with rear wheel (105) to further supply power to the rear wheel (105) for traction of the vehicle (100).
[00032] Further referring to Fig 2, the system (111) for monitoring the rear tire pressure (hereinafter tire pressure), using the amount of power supplied by the battery (110) in the two wheeled hybrid-electric vehicle (100) will be explained in detail. The system (111) for monitoring the rear tire pressure (hereinafter tire pressure) referred in Fig. 2 includes, the battery (110), the motor (108) coupled with the rear wheel (105), a control unit (112), and an indicator unit (113).
[00033] The control unit (112) is communicatively connected the battery (110) and one or more traction control functions (114) of the vehicle (100). The control unit (112) includes a convertor (112a) and a processor (112b). The convertor (112a) communicates with the battery (110), the motor (108), and the processor (112b). The converter (112a) receives an input power (DC) from the battery (110) and supplies an output power (AC) to the motor (108). The convertor (112a) converts DC power generated by the battery (110) into the AC power and supply it to the motor (108). The convertor (112a) communicates to the processor (112b) in order to send a real-time power drawn input to the processor (112b), defining the amount of power drawn by the motor (108).
[00034] The processor (112b) being adapted to receive the input from the convertor related to the amount of power drawn by the motor (108) and to receive an operation input from the one or more traction control functions (114). In an embodiment the one or more traction control functions (114) may include, in any combination, throttle control function (114a), brake control function (114b), park assist function (114c), drive mode function (114d), or any function (114n) that result in change of traction pattern of the vehicle (100).
[00035] The processor (112b) is provided with a predetermined threshold power value and a predetermined time value. The predetermined threshold power value defines a minimum threshold value of power drawn by the motor (108) for traction of vehicle (100) running on the tire pressure less than a standard minimum pressure value. The predetermined time valve defines a maximum allowed time for which power more than the predetermined threshold power value is drawn by the motor (108). The processor (112b) is adapted to compare the real-time power drawn input with the predetermined threshold power value. The processor (112b) is adapted to initiate an activation signal for the indicator unit (113), during one or more predetermined events that are based upon the real-time power drawn input and the operation input of the one or more traction control functions (114). Said predetermined events are explained in the operational details provided in the following description.
[00036] The indicator unit (113) is adapted to indicate the tire pressure less than the standard minimum pressure value, when activated by the control unit (112). The indicator unit (113) is communicatively connected to the control unit (112). In a preferred embodiment, the indicator unit (113) is disposed on the display unit (D), however in another embodiment, the indicator unit (113) may be located at one or more locations of the vehicle (100). In an embodiment the indicator unit (113) may include an audio indicator, a visual indicator, or an audio-visual indicator, or any indication device being used to alert the user of the vehicle (100).
[00037] Referring to Fig. 3, a flow chart describing a method (300) of monitoring the tire pressure and initiating the tire pressure indication in the predetermined events, using the above mentioned system (111) is provided. In operation, the system (111) monitors the tire (105c) pressure in the following steps. In step 1, the processor (112b) of the control unit (112) detects the real-time power drawn by the motor (108) from the battery (110) through the convertor (112a) of the control unit (112). Further, in step 2, the processor (112b) compares the real-time power drawn input to the predetermined threshold power value provided with the processor (112b).
[00038] Further, in step 3, in the event if the real-time power drawn input is equal to or more than the predetermined threshold power value, the processor (112b) checks availability of the operation input for the one or more traction control functions (114). Said operation input is being received from the one or more traction control elements such as throttle control (114a), brake control (114b), park assist (114c), drive mode (114d) or the like. The operation input from the one or more traction control function defines the activated and deactivated stage of said one or more traction control functions (114). However, if the real-time power drawn input is lesser that the predetermined threshold power value, the processor (112b) takes no action (step 4) and does not initiate any activation signal.
[00039] Further, in step 5, in the event of non-availability of the operation input for the one or more traction control function (, the processor measures the time duration for which the real-time power drawn input is equal to or more than the predetermined threshold power value. In case of availability of the operation input for the one or more traction control functions that may result in change in traction pattern, the processor takes no action (step 4) and does not initiate any activation signal. For example, if the processor (112b) detects rise in power drawn by the motor (108) and also detects that the rise is power drawn is due to activation of throttle or brake or the like, then the processor (112b) will not send any alert signal or indication signal.
[00040] Further, in step 6, the processor (112b) compares the measured time duration, for which the real-time power drawn input is equal to or more than the predetermined threshold power value, with the predetermined time value provided with the processor (112b).
[00041] In step 7, the processor (112b) generates the activation signal for the indicator unit (113) if the measured time duration is equal to or more than the predetermined time value. Upon receipt of the activation signal the indicator unit (113) alert the user of the vehicle (100) for the tire pressure less than the standard minimum pressure value. In an embodiment, the indicator unit may alert the user of the real-time tire pressure when it is lesser than the standard tire pressure. Further, if the measured time duration is less than the predetermined time value, the processor (112b) takes no action (step 4) and does not initiate any activation signal. For example, during traction, the rise in power drawn by the vehicle occurs due to road conditions and for a time lesser than the predetermined time value then the processor (112b) does not initiate the activation signal for the indicator unit (113).
[00042] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.