Tire air pressure control device

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. When difference between the first rotation period Tp determined on the basis of detection by means of G sensor 2b and the second rotation period Ta determined on the basis of detected value of wheel rotation speed sensor 8 is equal to or less than preset value α an angular position of each wheel corresponding to wireless signal transmitted in preset angular position is adjusted when wheel position is determined. When difference exceeds preset value α an angular position of each wheel corresponding to wireless signal transmitted in angular position other than angular position is not used when wheel position is determined.

EFFECT: higher accuracy of each wheel position determination.

3 cl, 10 dwg

 

The technical field

[0001] This invention relates to a device control air pressure in the tires.

The level of technology

[0002] According to the device control air pressure in the tire described in patent document 1, each transmitter always sends the wireless signal within a prescribed angular position; when wireless signals are received on the side of the vehicle, detects the angular position of the wheels; the wheels corresponding to the angular position, which is better synchronized with the period of the output of the wireless signal from the angular positions of the wheels is determined as the position of the wheels of the respective transmitter.

The documents of the prior art,

Patent documents

[0003] Patent document 1. Laid patent application (Japan) No. 2010-122023

Disclosure of inventions

The purpose of the invention to achieve

[0004] According to prior art, described above, for the transmitter, the angular position of the transmitter is determined from the detected values of the acceleration sensor, and the wireless signal is output at the time when the detected value of the acceleration sensor becomes a prescribed value. Therefore, when the detected value of the acceleration sensor has noise caused by the contribution of the road surface and the.D., the transmitter may not be able to read the angular position and, thus, outputs the wireless signal in the angular position that is different from the prescribed angular position. In this case, the data is incorrect angular position taken when determining the position of the wheel (for) of the transmitter, reducing the accuracy in determining the position of the wheel.

The purpose of the present invention is to provide a device of the control air pressure in the tires, which can determine the position of the wheels of each transmitter with a high degree of accuracy.

A means to an end

[0005] in Order to realize the purpose described above, according to the present invention, when the difference between the first rotation period, defined on the basis of the detection by the acceleration sensor and the second period of rotation, defined on the basis of the detected value by the sensor wheel speed is equal to or less than the prescribed value, identification is performed so that the wireless signal is transmitted in a prescribed angular position; based on the angular positions of the wheels when transmitted wireless signal, the determined position of the wheels of the transmitter corresponding to the identification information.

The effect of inventions

[0006] When the difference between lane is haunted by the rotational period and the second period of rotation equal to or less than the prescribed value, there is a high probability that the wireless signal is transmitted in a prescribed angular position; on the other hand, when the difference described above, exceeds the prescribed value, there is a high probability that the wireless signal is transmitted in the angular position that is different from the prescribed angular position. Therefore, only when the difference described above, equal to or less than the prescribed value, the angular position of the wheels are taken when determining the position of the wheel. When the difference described above, exceeds the prescribed value, the angular position of the wheels will not be accepted when determining the position of the wheel. As a result, it is possible to perform high-precision positioning wheel transmitter.

Brief description of drawings

[0007] Fig.1 is a diagram illustrating the configuration of the device control air pressure in the tires in example 1 of the application.

Fig.2 is a diagram illustrating the configuration of the TPMS sensor 2.

Fig.3 is a block diagram of a control illustrating TPMSCU 4 to perform control to determine the position of the wheels in example 1 of the application.

Fig.4 is a diagram illustrating how to calculate the period of rotation of each wheel 1.

Fig.5 is a diagram illustrating how to calculate the value of disperse is the R characteristics.

Fig.6 is a flowchart of the operational sequence of the method, illustrating the sequence of operations management process to determine the position of the wheels in example 1 of the application.

Fig.7 is a diagram illustrating the relationship between the angular positions (the number of teeth of the rotor wheels 1FL, 1FR, 1RL, 1RR, when the angular position of the TPMS sensor 2FL left front wheel 1FL is in the highest point, and the number of cycles reception TPMS data.

Fig.8 is a diagram illustrating the variation in time-dependent gravitational acceleration component Gg accelerated in the centrifugal direction, detected by the G-sensor 2b is a wheel, and the angular position RP this wheel is determined from the values of the distinct count of pulses of the wheel speed.

Fig.9 is a block diagram illustrating the control TPMSCU 4 to perform control to determine the position of the wheels in example 2 of the application.

Fig.10 is a diagram illustrating the variation in time-dependent gravitational acceleration component Gg accelerated in the centrifugal direction, detected by the G-sensor 2b is a wheel, and the angular position RP this wheel is determined from the values of the counting pulses of the wheel speed.

Descriptions of references with numbers

[0008] 1 - wheel

2a - sensor pressure the Oia (the means of detecting air pressure in the tires)

2b - G sensor (acceleration sensor)

3 - receiver

4a - section calculation angular positions (detecting angular positions)

4c - section determine the positions of the wheels (the means of determining the positions of the wheels)

4e - section defining a second period of rotation (a means of determining the position of the transfer),

4f - section determine the validity of the data (means of determining the position of the transfer),

4g - section defining a first period of rotation (a means of determining the position of the transfer),

8 - speed sensor wheel

11 - section defining a first period of rotation (a means of determining the position of the transfer).

The best ways of carrying out the invention

[0009] Further explains embodiments of the present invention with reference to application examples, illustrated in the drawings.

Example 1 the application

Fig.1 is a diagram illustrating the configuration of the device control air pressure in the tires in example 1 of the application. In this drawing the letter attached to the endings of the various symbols are defined as follows: FL means the left front wheel, FR means the right front wheel, RL refers to the left rear wheel and RR means the right rear wheel. In the following explanation, unless required for a specific explanation does not describe FL, FR, RL and RR.

p> The device control air pressure in the tires in example 1 of the application has 2 sensors TPMS (control system tire pressure), TPMS controller (TPMSCU) 4, the display device 5 and the sensors 8 of the wheel speed. TPMS sensors 2 are mounted on wheels 1, respectively, and the receiver 3, TPMSCU 4, the display device 5 and the sensors 8 speed wheels are arranged on the side body of the vehicle.

[0010] TPMS sensor 2 is installed in the position of the air valve (not shown in the drawing) of each bus. Fig.2 is a diagram illustrating the configuration of the TPMS sensor 2. TPMS sensor 2 includes a sensor 2a pressure detecting air pressure in the tires), the sensor 2b acceleration (G-sensor), the controller 2c sensor (CU sensor), the transmitter 2d and battery 2e tablet type.

Here, the sensor 2a detects pressure air pressure [kPa] bus.

G-sensor 2b determines the centrifugal acceleration in the direction of [G] acting on the tire.

CU 2c sensor operates by power supplied from the battery 2e tablet type, and TPMS data containing information of the air pressure of the tire detected by a sensor 2a pressure, and the ID (identification information) of the sensor is sent as a wireless signal from the transmitter 2d. In example 1 of application IDs sensors include 1-4.

[0011] CU 2c sensor with anyway accelerated in the centrifugal direction, detected by G-sensor 2b, with predefined detection threshold of motion. If the centrifugal acceleration in the direction below the threshold of detection, the system determines that the vehicle stops, so will disable the TPMS transmission data. On the other hand, if the centrifugal acceleration in the direction exceeds the threshold of the motion detection, the system determines that the vehicle is moving, and TPMS data is sent in the prescribed time.

The receiver 3 receives the wireless signals output from various TPMS sensors 2, decodes them and displays the results to TPMSCU 4.

[0012] TPMSCU 4 reads various TPMS data; ID TPMS sensor-data and with reference to the corresponding relationship between the different IDs sensors and the provisions of the wheels stored in non-volatile memory 4d (see Fig.3), TPMSCU determines the correct position of the wheel correspond to the TPMS data, and TPMSCU displays the air pressure of tires is contained in the TPMS data, as the air pressure in the corresponding wheel position on the display device 5. When the air pressure of the tire drops below the lower threshold, reducing the air pressure is notified by modifying the display colors through the flashing on the display device by SV the ka alerts, etc.

[0013] On the basis of the pulses of the wheel speed from various sensors 8 of the wheel speed, ABSCU 6 detects the rotation speed of the wheels for wheels 1, respectively. When a wheel tends to lock, the ABS actuator (not shown in the drawing) is included to adjust or maintain the wheel cylinder pressure of the corresponding wheel so as to suppress the tendency to lock. Thus, running anti-lock brake control. ABSCU 6 outputs a count value of pulses of the wheel speed to the CAN communication line 7, once passed the prescribed period of time (for example, 20 MS).

Each sensor 8 of the wheel speed is a pulse generator that generates pulses of the wheel speed for a prescribed number of z (e.g. z=48) for each cycle of rotation of the wheel 1. The speed sensor wheel includes a rotor in the form of a gear, rotating synchronously with the wheel 1, and a permanent magnet and a coil arranged on the side body of the vehicle and facing the outer periphery of the rotor. As the rotor is spinning, the concave-convex surface of the rotor passes through a magnetic field formed on the periphery of the sensor 8 of the wheel speed, so varies the magnetic flux density in order to generate an electromotive force is in the coil, and this varying voltage is output as a signal pulse of the rotational speed of the wheels to ABSCU 6.

[0014] As explained above, on the basis of the corresponding relationship between the identifier of the sensor and wheel position stored in the memory 4d, TPMSCU 4 determines which wheel belong adopted TPMS data. Therefore, the shift of tires is performed at the moment when the vehicle stops, the corresponding relationship between the identifier of the sensor and wheel position stored in the memory 4d, is not consistent with the actual corresponding relationship, and it is impossible to know what wheel belong TPMS data. Here, "changing a tire" means the operation of permutation of the installation positions of the tires to ensure even tread wear for tires and, thus, prolong the service life the service life of the tread). For example, for a saloon rearranged typically the front/rear wheels, while the position of the left/right tires intersect.

Here, according to example 1 of the application, the corresponding relationship between the identifier of the sensor and the position of the wheels swapped tires is maintained by updating the memory 4d for recognition. Therefore, it can be made to swap tires. In this case, for TPMS sensors 2, the transmission period TPMS data is changed; for TPMSCU 4, on the again of the transmission period TPMS data and pulses of the wheel speed is defined in relation to what wheel belongs to each of the TPMS sensors 2.

[0015] the transmission Mode in a standing position

When you define stop the vehicle immediately prior to driving the vehicle exceeds a prescribed time (e.g. 15 min), CU 2c sensor TPMS sensor 2 determines that, most likely, you have to swap tires.

When you define stop the vehicle immediately prior to driving the vehicle is less than the prescribed time, CU 2c sensor performs "normal mode", in which the transferred TPMS data, once passed the prescribed interval (for example, 1-minute interval). On the other hand, when determining a stop of the vehicle exceeds the prescribed time, CU sensor performs a transmission mode in a standing position, in which interval (for example, approximately 16 seconds), the smaller the transmission interval of the normal mode, TPMS-data is transmitted in a prescribed angular position.

[0016] the transmission Mode in a standing position is performed as long as the number of cycles TPMS transmission data does not reach the prescribed number of cycles (for example, 40 cycles). When the number of cycles of the transmission reaches the prescribed number of cycles, transmission mode in a standing position returns to normal mode. When completed the distribution, that the vehicle stops before the number of cycles TPMS transmission data reaches a prescribed number of cycles, if the time of determination of the stop of the vehicle is less than the prescribed time (15 min), the transmission mode in a standing position to stop the vehicle lasts as long as the number of cycles of the transmission reaches a prescribed number of cycles, when the determination of the stop of the vehicle exceeds the prescribed time, it cancels the continuation of the transmission mode in a standing position to stop the vehicle, and starts a new transfer mode in a standing position.

[0017] In the transmission mode in a standing position, on the basis dependent gravitational acceleration component of the acceleration in the centrifugal direction, detected by the G-sensor 2b, CU 2c sensor determines the timing of transmission TPMS-mode data transmission in a standing position. The centrifugal acceleration in the direction of the current TPMS sensor 2 varies according to the acceleration/deceleration of the wheels 1, however, dependent on the gravitational acceleration component is always established; the centrifugal acceleration in the direction of the current TPMS sensor, displays the waveform with the highest point at +1 [G], the lowest point in -1 [G] and the average position of 90° between the at the top point and bottom point 0 [G]. In other words, by controlling the magnitude and direction of the component of the gravitational acceleration, actually accelerated in the centrifugal direction, it is possible to know the angular position of the TPMS sensor 2. As a result, for example, because the TPMS data are displayed in the height-dependent gravitational acceleration component, TPMS data can always be displayed at the top.

[0018] CU 2c sensor has a section 11 determination of the first period of rotation. In transmission mode in a standing position section 11 determination of the first period of rotation specifies the rotation period (the first period of rotation) of the wheel (wheel, which is set corresponding TPMS sensor 2) when transmitted TPMS data. The first rotation period means the interval between sending time of TPMS data and peak time-dependent gravitational acceleration component of the acceleration in the centrifugal direction, detected by the G-sensor 2b, immediately before the transfer TPMS data.

CU 2c sensor has a first period of rotation defined by section 11 of the first period of rotation attached to the TPMS data, and transmits them.

[0019] the Automatic mode motion

When the elapsed time from shutdown before turning on the ignition switch exceeds a prescribed time (e.g. 15 min), TPMSCU 4 determines that perhaps in the complete shift of tires.

When the elapsed time from shutdown to activate the ignition switch is less than the prescribed time on the basis of information of the air pressure in the TPMS data transmitted from each TPMS sensor 2, TPMSCU 4 performs the "mode control", which is controlled by the air pressure of the tire of each wheel 1. On the other hand, when the elapsed time from shutdown before turning on the ignition switch exceeds the prescribed time, TPMSCU performs "automatic movement", which defines the position of each wheel TPMS sensor 2. In automatic mode, motion mode is continuously performed as long as the position of the wheel is not defined for all TPMS sensors 2, or until such time as prescribed accumulated time traffic (e.g., 8 min) has not elapsed from the beginning of this mode. When the position of the wheel is defined for all TPMS sensors 2 or when prescribed accumulated driving time has expired, the process enters the monitor mode.

[0020] Even in the automatic driving mode is still possible to control the air pressure of the tires of the information of the air pressure contained in the TPMS data. Therefore, the display of the air pressure and the warning about reduced air pressure is performed on the basis of the corresponding relationship between the identifier of the sensor and the position of the wheel, at the moment, save the pattern in the memory 4d, during the automatic driving mode.

In the automatic driving mode TPMSCU 4 is set to count pulses of the wheel speed input from the ABS controller 6 (ABSCU) through the CAN communication line 7 to TPMSCU, and performs management of determining the positions of the wheels below the text.

[0021] determining the positions of the wheels

Fig.3 is a block diagram illustrating the control TPMSCU 4 to perform control by determining positions of the wheels in example 1 of the application. TPMSCU 4 is a section 4a calculation angular positions (detecting angular positions), section 4b calculate the variance, section 4c determine the positions of the wheels (the means of determining the positions of the wheels), the memory 4d, section 4e of the definition of the second period of rotation and section 4f determine the validity of the data (section definitions).

Section 4a calculation angular positions has TPMS data after decoding output from the receiver 3 and the values of the counting pulses of the wheel speed, the output of ABSCU 6 to line 7 CAN communication introduced in section calculations of the angular position, and calculates the angular position (the number of teeth of the rotor) of each wheel 1, when the angular position of each TPMS sensor 2 is at the top. Here, the number of teeth of the rotor means, the teeth of the rotor, which are counted by a sensor 8 of the wheel speed, the number of teeth of the rotor can be determined by dividing the value of the counting pulses of the rotational speed of the wheels on the value of count 1 of the cycle of rotation of the tire (= number of teeth 1 cycle z=48). In example 1 of the application, when you enter the count value of pulses of the wheel speed of the first cycle from the beginning of the automatic driving mode, the value obtained by adding 1 to the remainder of a division operation the counter value by the number of teeth 1 of the cycle is taken as the reference number of teeth; in the second cycle and thereafter, the number of teeth is determined based on the counted number of pulses of the wheel speed (the current value of the count is the count value of the first cycle) of the reference number of teeth.

[0022] Fig.4 is a diagram illustrating a method for calculating the angular position of each wheel 1.

In Fig.4 t1 is the time when you enter the count value of pulses of the wheel speed; t2 represents the time when the angular position of the TPMS sensor 2 reaches the upper point; t3 represents the time when the TPMS sensor 2 actually starts sending TPMS data; t4 is the time when is the deadline TPMS data through TPMSCU 4; and t5 is the time when you enter the count value of pulses of the wheel speed. In this case, t1, t4 and t5 can actually be measured; t3 can be calculated by subtracting the length of the data (nominal values, for example, about 10 MS) TPMS data from t4; and t2 can be calculated by subtracting the delay time is and when the transfer (t2 can be determined in advance by an experiment, etc.) from t3.

Therefore, let us assume that the number of teeth in t1 is zt1the number of teeth in t2 is zt2and the number of teeth in t5 is zt5and have:

.

Because:

.

Number of teeth zt2when the angular position of the TPMS sensor 2 is at the top, becomes the following:

.

[0023] Section 4b calculate the variance works as follows: from the angular positions of the wheels 1, calculated by section 4a calculation angular positions, angular position of the wheels 1, defined as reliable data through a section 4f determine the validity of the data accumulated for IDs sensors, respectively, and are considered as the data of the angular positions; the degree of variance of the data of the angular positions for each identifier of the sensor is calculated as the value of the dispersion characteristics. The calculation of the value of the dispersion characteristics is performed each time the angular position of the respective identifier of the sensor is calculated through a section 4a calculation angular positions.

Fig.5 is a diagram illustrating a method for calculating the dispersion characteristics. According to example 1 of the application, is considered a unit circle (circle with radius of 1 from the origin (0, 0) on a two-dimensional plane, and the angular position θ [degrees] (=360 × number of teeth of the rotor/48) of each wheel 1 is converted into the coordinates (cos θ, sin θ) on the circumference of a unit circle. In other words, the angular position of each wheel 1 is calculated as follows: let a vector with the origin (0, 0), is the starting point and the coordinates (cos θ, sin θ) is an end section and have a length l, determined by the average vectors (ave_cos θ, ave_sin θ) data vectors are identical angular positions, and calculates the scalar value of the average vector as the X values of the dispersion characteristics data of the angular positions.

Therefore, assume that the number of cycles reception TPMS data is identical to the ID sensor is n (n is a positive integer), the average vectors (ave_cos θ, ave_sin θ) as follows:

.

The X value of the dispersion characteristics can be presented as follows:

.

[0024] Section 4c determine the positions of the wheels is as follows: compare values of X the dispersion characteristics of the various data of the angular positions is identical to the identifier of the sensor is calculated through section 4b calculate the variance; when the largest value of the X-values of the dispersion characteristics of p is Evesham first threshold (for example, 0,57), while the remaining 3 values X of the dispersion characteristics is less than the second threshold (for example, 0,37), the system determines that the position of the wheel from the data of angular positions corresponding to the X value of the dispersion characteristics with the highest value, i.e. the position of the sensor wheel 8-speed rotation of the wheels, which found the relevant data of the angular positions is the position of the wheel TPMS sensor 2 corresponding to the identifier of the sensor data of the angular positions. This determination is performed for all IDs sensors and determines the corresponding relationship between the identifier of the sensor and the position of the wheel, and saved in the memory 4d is updated to register.

[0025] On the basis of the TPMS data after decoding and values of the counting pulses of the wheel speed section 4e of the definition of the second period of rotation specifies the rotation period (the second period of rotation) of the wheel (wheel, which is set corresponding TPMS sensor 2) when transmitted TPMS data. The second period of rotation is the average of the periods of rotation of the various wheels 1.

Section 4f determine the validity of the data compares the first rotation period and the second period of rotation contained in the TPMS data, and determines whether or not the angular position of the wheel 1 detected when PE is eduda TPMS data, reliable data or inaccurate data. In example 1 of application, when the relationship between the first period Tp of rotation and the second period Ta of rotation satisfies the following shows the formula (1), the data is determined as valid data; if this relationship is not satisfied, the data are determined as invalid data.

Here, α is the prescribed value (for example, 0,1). However, α can also be a variable corresponding to the condition of the vehicle, as well as time delays in communication and calculation.

Section 11 the definition of the first rotation period, section 4e of the definition of the second period of rotation and section 4f determine the validity of the data form the means for determining the position of the transmission, which determines the transmitted or not the corresponding wireless signal in a pre-established (prescribed) angular position (the top point).

[0026] the control Process of the positioning wheel

Fig.6 is a flowchart of the operational sequence of the method, illustrating the sequence of operations management process to determine the position of the wheel according to example 1 of the application. Next, explain the various stages of the operation. In the following explanation, it is assumed case the sensor ID = 1. However, m is her for other IDs (ID = 2, 3, 4) process control to determine the position of the wheel is also performed in parallel.

At step S1 section 4a calculate the angular position accepts TPMS data with ID sensor = 1.

At step S2 section 4a calculate the angular position calculates the angular position of each wheel 1.

[0027] At step S3 section 4e of the definition of the second period of rotation determines the second period of rotation.

At step S4 section 4f determine the validity of the data determines are or not angular position of the various wheels 1 computed in step S2, reliable data. When the result of determination is "Yes", the operation goes to step S5. If "No", the operation returns to step S1.

[0028] At step S5 section 4b calculate the variance calculates the X value of the dispersion characteristics data of the angular positions of the wheels 1.

At step S6, the system determines whether accepted or not TPMS data with ID sensor, is equal to 1, within the prescribed number of cycles (e.g., 10 cycles) or more. If the result of determination is "Yes", the operation goes to step S7. If the result of determination is "No", the operation returns to step S1.

At step S7 section 4c determine the positions of the wheels determines that exceeds or not the largest value mn of the treatment of the dispersion characteristics of the first threshold of 0.57, and less or no value from the remaining values of the dispersion characteristics of the second threshold of 0.37. If the result of determination is "Yes", the process goes to step S8; if the result of determination is "No", the process goes to step S9.

[0029] At step S8 section 4c determine the positions of the wheels determines the position of the wheel from the data of angular positions corresponding to the highest value of the dispersion characteristics, as the position of the wheels for the corresponding ID of the sensor. Then, terminates the automatic driving mode.

At step S9 section 4c determine the positions of the wheels determines the expired or not prescribed accumulated time traffic (e.g., 8 min) from the start of the automated driving mode. If the result of determination is "Yes", the automatic driving mode is terminated. If the result of determination is "No", the operation returns to step S1.

When section 4c determine the positions of the wheels can determine the position of the wheels for all IDs sensors in a prescribed accumulated time of movement, the corresponding relationship between the identifier of the sensor and the position of the wheel can be updated and stored in the memory 4d for registration. On the other hand, when it is impossible to determine the position of the wheels for all IDs sensors in predicando the accumulated driving time, continues to be used, the corresponding relationship between the IDs sensors and different positions of the wheels currently stored in the memory 4d.

[0030] Further explains the process.

The operation of determining the positions of the wheels by the degree of variance of the data of the angular positions

TPMS sensor 2 operates as follows: when the length of time, stop the vehicle immediately prior to driving the vehicle is 15 minutes or more, the system determines whether there is a probability that the permutation of the tire, and the operation goes from the normal mode to the transmission mode in a standing position. In transmission mode in a standing position, after 16 seconds has elapsed since the last transmission cycle and the position of their rotation reaches the upper point, different TPMS sensors 2 transmit TPMS data.

[0031] on the other hand, when the elapsed time from shutdown to activate the ignition switch is 15 minutes or more, TPMSCU 4 switches control mode in the automatic driving mode. In the automatic driving mode whenever TPMS-data is received from the TPMS sensors 2, TPMSCU 4 calculates the angular position (the number of teeth of the rotor) of each wheel 1, when the angular position of the TPMS sensor 2 reaches the upper that is key. This is repeatedly executed for 10 or more cycles, and accumulate the data obtained angular positions. The position of the wheel corresponding to the given angular positions having the lowest degree of dispersion of the various data of the angular positions is seen as a position of the corresponding wheel TPMS sensor 2.

[0032] When the vehicle is moving, the speed of rotation of the wheels 1 become different due to the difference between the outer wheel and inner wheel locking and skidding of the wheels 1 and the differential pressure of air in tyres. Even when the vehicle moves straight forward, because the driver is still able to conduct an instant adjustments to the steering wheel, and there is some difference between the road surface on the left/right sides, the difference in speed is still growing between the front/rear wheels 1FL and 1FR and between the left/right wheels 1RL and 1RR. In other words, while there is a difference corresponding to the movement of the vehicle, since the TPMS sensor 2 and sensor 8 of the wheel speed (the teeth of the rotor) to rotate jointly, for a period of displaying some TPMS sensor 2, the output of the sensor 8 of the wheel speed is identical to the wheel supported synchronized (coherent) regardless of distance mileage and traffic status

[0033] Therefore, by determining the degree of dispersion of the data of the angular positions of the wheel 1 relative to the period transfer TPMS data, you can perform high-precision determination of the relative positions of the wheels for different TPMS sensors 2.

Fig.7 illustrates the relationship between the angular positions (the number of teeth of the rotors) wheels 1FL, 1FR, 1RL and 1RR, when the angular position of the TPMS sensor 2FL left front wheel 1FL reaches the upper point, and the number of cycles reception TPMS data. Here, (a) corresponds to the sensor 8FL the wheel speed of the left front wheel 1FL, (b) corresponds to the sensor 8FR the wheel speed right front wheel 1FR, (c) corresponds to the sensor 8RL the wheel speed of the left rear wheel 1RL and (d) corresponds to the sensor 8RR the wheel speed of the right rear wheel 1RR.

As can be seen from Fig.7, while the degree of dispersion is high for position sprocket (number of teeth), obtained from sensors 8FR, 8RL and 8RR speed of rotation of the wheels of the remaining wheels (the right front wheel 1FR, the left rear wheel 1RL and right rear wheels 1RR), the degree of dispersion of the position of the wheels obtained from the sensor 8FL the wheel speed of the wheel (left front wheel 1FL), is the smallest, so that the period of withdrawal of the TPMS sensor 2FL and the period of the output of the sensor 8FL speed of rotation of the wheels practically is synchronized with each other.

[0034] as one of the traditional devices of the control air pressure in the tires tilt sensor linked to each TPMS sensor and adjusts the relationship between the position of the wheel TPMS sensor and angle to determine the position of the wheel TPMS sensor. For this type of device control air pressure in the tires in the prior art, according to the movement of the vehicle, there is a difference in rotation speed between the 4 wheels, so varies the corresponding relationship between the position of the wheel TPMS sensor and the tilt angle. As a result, it is impossible to perform high-precision determination of the relative position of each wheel TPMS sensor.

As another conventional device control air pressure in the tires, the number of receivers is identical to the number of receivers TPMS sensors, arranged next to the sensors, respectively; on the basis of the intensity of electromagnetic waves received wireless signals is determined by the position of the wheels of each TPMS sensor. Here, it is necessary to consider the output of the sensor, the variance of the receiver sensitivity and the effect of the set of antennas for the layout of the receivers, and an environment of acceptance and layout determine the performance. In addition, must link 4 receiver. Consequently, costs are higher is.

On the other hand, for the device control air pressure in the tires in example 1, application of the present invention, the position of each wheel TPMS sensor 2 is determined without using the intensity of the electromagnetic wave, so that it is possible to determine the position of each wheel TPMS sensor 2 regardless of the receiving environment and layout. In addition, only one receiver 3, which provides cost reduction.

[0035] in Addition, according to example 1 of the application, TPMS-sensor 2 the fact that the angular position of the TPMS sensor 2 is at the top, can be computed from dependent gravitational acceleration component of the acceleration in the centrifugal direction through G-sensor 2b. Here, G-sensor 2b is already used in existing devices controlling the air pressure in the tires when determining the stopping or movement of vehicles. Therefore, the existing TPMS sensors can adapt as they are, so that you can reduce costs, which would otherwise be required to add new sensors as TPMS sensors 2.

In addition, according to example 1 of the application, in TPMSCU 4 the angular position of each wheel 1 is calculated from the pulses of the wheel speed sensor 8 of the wheel speed. Here, the ABS-unit is mounted on nearly all vehicles, and since d is tchiki 8 speed wheels are mandatory parts in ABS-blocks, there is no need to add new sensors on the side of the vehicle. Thus, can reduce costs.

[0036] the Operation when determining the degree of dispersion of the values of the dispersion characteristics

Since the angular position of the wheel 1 represents the data of angle intervals, the degree of dispersion of the angular position cannot be determined using the General variance formula given by average of the squared difference from average".

Here, in example 1, application, section 4b calculate the variance operates as follows: the angular position θ of each wheel 1, obtained from each sensor 8 of the wheel speed, is converted into the coordinates (cos θ, sin θ) the circumference of a unit circle having the origin (0, 0) in the center. Coordinates (cos θ, sin θ) are treated as vectors, are determined by the average vectors (ave_cos θ, ave_sin θ) of different vectors is identical to the data of the angular positions and calculates the scalar value of the average vector as the X values of the dispersion characteristics. As a result, it is possible to exclude the frequency when determining the degree of dispersion of angular position.

[0037] the Process of determining reliable data

Through CU 2c sensor TPMS sensor 2, in the transmission mode in a standing position, on the basis dependent gravitational ush the rhenium component of acceleration in the centrifugal direction, detected by the G-sensor detects the angular position of the TPMS sensor 2, and TPMS data is passed in the height-dependent gravitational acceleration component. Thus, the TPMS data are always transmitted in a prescribed angular position (the top point). Here, the centrifugal acceleration in the direction of the current TPMS sensor 2 varies according to the acceleration/deceleration of the wheel 1. However, irrespective of the gravitational acceleration component continues to illustrate the shape of the signal, with a fixed width (-1 to 1 [G]); dependent gravitational acceleration component varies in a much shorter period relative to binding in the acceleration of the acceleration in the centrifugal direction with acceleration/deceleration of the vehicle, so that it may be easily detected variation dependent gravitational acceleration component from the acceleration in the centrifugal direction.

[0038] However, when the noise is caused by the contribution of the road surface and so on, are contained in the detected value by the G-sensor 2b, is dependent on the gravitational acceleration component of the acceleration in the centrifugal direction becomes distorted; when the peak (1 [G]) is in the angular position before TPMS sensor 2 reaches the upper point, or angular position after TPMS sensor is beyond Pres the eeee top point, the transmitter performs 2d erroneous determination for angular position, and TPMS data thus transmitted in the angular position that is different from the top point.

Based on the binding time of admission TPMS data and values of the counting pulses of the wheel speed in this case, section 4a calculation angular positions TPMSCU 4 calculates the angular position of each wheel 1, when the angular position of the TPMS sensor 2 reaches the upper point. Therefore, section 4a calculation angular positions calculates the angular position of each wheel 1 with TPMS-data transmitted in the angular position other than the top point, as TPMS data transmitted at the highest point, and section 4b calculate the variance calculates the value of the dispersion characteristics of each wheel 1, with the angular position of the data of the angular positions. As a result, erroneous data corner of the provisions contained in these angular positions, and generating the difference between the highest value for each X value of the dispersion characteristics and the remaining values becomes detainees; thereby delayed the determination of the position of the wheel.

[0039] on the other hand, according to example 1 of application of the present invention, section 4f determine the validity of the data works as follows: when the absolute value of raznostnogo first period Tp of rotation and the second period Ta of rotation is equal to or less than the prescribed values α, the system determines that the angular position of the wheel 1 detected when passed TPMS data is a valid data; on the other hand, when the absolute value of a difference between the first period Tp of rotation and the second period Ta of rotation exceeds the prescribed value α, the system determines that the angular position of the wheel 1 detected when passed TPMS data represents invalid data.

Based on the data of angular positions, which accumulate only the angular position of each wheel 1, are identified as reliable data, section 4b calculate the variance calculates the X value of the dispersion characteristics of each of the wheels 1.

In other words, by determining the first period Tp of rotation is determined by the timing for the actual transfer of TPMS data. Therefore, when two periods Tp and Ta rotation are compared with each other and their difference is small (the absolute value of the difference is equal to or less than the prescribed values α, we can determine what the appropriate TPMS-data is transmitted in a prescribed angular position; on the other hand, when the difference is large (absolute value of the difference exceeds the prescribed value α), we can determine what the appropriate TPMS-no data is transmitted in a prescribed angular position.

<> [0040] Fig.8 is a diagram illustrating the variation in time-dependent gravitational acceleration component Gg accelerated in the centrifugal direction, detected by the G-sensor 2b is a wheel, and the angular position RP of the wheel, determined from the values of the counting pulses of the wheel speed.

The first period Tp of rotation is the interval between sending time of TPMS data and time corresponding to the peak-dependent gravitational acceleration component of the acceleration in the centrifugal direction, detected by the G-sensor 2b, immediately before the time described above. Therefore, as shown in Fig.8(a), when transmitted TPMS data, when the TPMS sensor 2 is at the top, the first period Tp of rotation is almost consistent with the period of rotation of the wheel. Here, the second period Ta of rotation is defined as the period of rotation of the wheel based on the pulses of the wheel speed and the second rotation period can be considered as the period of rotation of the wheel. In other words, as shown in Fig.8(a), when the absolute value of a difference between the first period Tp of rotation and the second period Ta of rotation is equal to or less than the prescribed value α, the system determines that the TPMS data is sent in the prescribed angular position (the top point is (e).

[0041] on the other hand, as shown in Fig.8(b), when the dependent gravitational acceleration component Gg reaches a peak (1 [G]) in position before TPMS sensor 2 reaches a prescribed angular position due to noise, and when TPMS-data is transmitted in the corresponding position, the first period Tp of rotation is less than the second period Ta of rotation (≈period of rotation of the wheel), and the difference between the two periods becomes greater. In other words, as shown in Fig.8(b), when the absolute value of a difference between the first period Tp of rotation and the second period Ta of rotation exceeds the prescribed value α, the system determines that the TPMS data are not transmitted in a prescribed angular position.

[0042] As explained above, under the condition that the absolute value of the difference between the first period Tp of rotation and the second period Ta of rotation is less than the prescribed value α, the system determines that the angular position of the wheel 1 detected when passed TPMS data represent reliable data; by calculating the X-values of the dispersion characteristics of the wheel 1 with the angular positions of the wheels 1, defined as reliable data, it is possible to prevent the calculation of the X values of the dispersion characteristics using data with errors, and the corresponding relationship between the IDA is tification sensor and the position of the wheel can quickly be determined with a high degree of precision.

[0043] Further explains the advantages.

For device control air pressure in the tires in example 1 can be realized the following benefits:

(1) In the device control air pressure in the tires, which controls the air pressure of each tire contains the following parts: sensor 2a-pressure, which detects the air pressure of the tire and which is mounted on the tire of each wheel 1; a sensor 2a pressure for detecting the air pressure of each tire; G-sensor 2b, which detects acceleration in a centrifugal direction, acting on the tire, and which is mounted on the tire of each wheel 1; a transmitter 2d, which detects the angular position of the wheel based on the detected values of the G-sensor 2b and transmits the air pressure within a prescribed angular position, along with the ID of the sensor as TPMS data for each wheel; the receiver 3, which is arranged on the side of the body of the vehicle and accepts TPMS data; the sensor 8 of the wheel speed, which is arranged on the side of the vehicle body corresponding to each wheel 1, and detects the rotation speed of the corresponding wheel; section 4a calculation angular positions, which detects the angular position of each wheel 1, when transmitted TPMS data containing the ID of the sensor; with adsto determine the position of the transfer (section 11 determination of the first period of rotation, section 4e of the definition of the second period of rotation and section 4f determine the validity of the data), which includes section 11 of the first period of rotation, which determines the first period Tp of rotation of the rotation period of the wheel corresponding to the identifier of the sensor, when transmitted TPMS data, section 4e of the definition of the second period of rotation, which defines as the second period Ta of rotation of the rotation period of the wheel corresponding to the identifier of the sensor, when transmitted TPMS data, on the basis of the detected value of the sensor 8 of the wheel speed, and section 4f determine the validity of the data which defines the transfer TPMS data in a prescribed angular position, when the absolute value of a difference between the first period Tp of rotation and the second period Ta of rotation is less than the prescribed value α; and section 4c of determining the positions of the wheels, which determines the position of the wheels of the transmitter corresponding to the identifier of the sensor, on the basis of the angular position of each wheel, when transmitted TPMS data transmission quality in a prescribed angular position.

As a result, you can quickly determine the corresponding relationship between the identifier of the sensor and the position of the wheels with a high degree of accuracy.

[0044] (2) Section 11 of the first period of rotation arranged n the side of the wheel 1, and the transmitter 2d has a first period Tp of rotation attached to the TPMS data to send.

As a result, the existing G-sensor 2b, assembled on wheels 1, adapted with the ability to determine the first period Tp of rotation. Consequently, it is possible to reduce costs, which would otherwise be caused as a result of adding new sensors to the wheels.

[0045] Example 2 use

Example 2 application differs from example 1 application of that section the definition of the first period of rotation is arranged on the side of the body of the vehicle. Next explained are only signs that are different from the example 1 of the application.

The transmission mode in a standing position

CU 2c sensor TPMS sensor 2 transmits TPMS data once every prescribed interval (for example, 16 seconds), and identical TPMS data is sent in 3 working cycles each time the angular position of the TPMS sensor 2 becomes the highest point, i.e., each time-dependent gravitational acceleration component of the acceleration in the centrifugal direction, detected by the G-sensor 2b, peaks (1 [G]). Next, in order of transmission 3 TPMS, TPMS data represent the first frame of the TPMS data, the second frame TPMS data and the third frame TPMS data.

[0046] determining the position of the wheel

Fig.9 is a block diagram illustrating the control is their TPMSCU 4 to perform control to determine the position of the wheels in example 2 of the application. Example 2 application differs from example 1 application of that section 4g of the first period of rotation (a means of determining the position of transfer) being arranged in TPMSCU 4. Therefore, the configuration of the TPMS sensor 2 in example 2, the application is different from the configuration example 1 of the application, shown in Fig.2, that are not linked section 11 determination of the first period of rotation.

Section 4g of the first period of rotation and calculates the time from transmission of the first frame of the TPMS data before transmitting the second frame TPMS data as the first period Tp1 of rotation, and the time from transmission of the second frame TPMS data to a third frame TPMS data as the first period Tp2 of rotation.

[0047] Next is explained the operation.

The operation of determining reliable data

Fig.10 is a diagram illustrating the variation in time-dependent gravitational acceleration component Gg accelerated in the centrifugal direction, detected by the G-sensor 2b is a wheel, and the angular position RP wheels described above, certain of the values of the counting pulses of the wheel speed.

The first period Tp1 and Tp2 rotation intervals are frame transmission TPMS data. Therefore, as shown in Fig.10(a), when transmitted frames TPMS data, when the TPMS sensor 2 is at the top for all frames, the BA of the first periods Tp1 and Tp2 rotation is almost aligned with the second periods Ta1 and Ta2 of rotation. In other words, as shown in Fig.10(a), when the absolute value of a difference between the first period Tp1 of rotation and the second period Ta1 of rotation and the absolute value of a difference between the first period Tp2 of rotation and the second period Ta2 of rotation is less than the prescribed values α, we can determine that all frames TPMS data is transmitted in a prescribed angular position (the top point). Therefore, can be effectively determined the angular position of each wheel 1 detected when all frames TPMS-data as valid data.

[0048] on the other hand, as shown in Fig.10(b), when the dependent gravitational acceleration component Gg in position before TPMS sensor 2 moves to a prescribed angular position due to noise after transmission of the second frame TPMS data, reaches a peak (1 [G]), and when the third frame TPMS data is transmitted in the situation described above, the first period Tp2 of rotation is less than the second period Ta2 of rotation, and the difference between them increases. In other words, as shown in Fig.10(b), when the absolute value of a difference between the first period Tp1 of rotation and the second period Ta1 of rotation is equal to or less than the prescribed value α, and the absolute value of a difference between the first period Tp2 of rotation and the second period Ta2 of rotation exceeds the prescribed value α, is defined by the e, the third frame TPMS data is not transmitted within a prescribed angular position. Consequently, the angular position of each wheel 1 detected when passed the first frame and the second frame TPMS data is determined as valid data, and the angular position of each wheel 1 detected when the third frame is transmitted TPMS data is determined as invalid data.

[0049] in Addition, as shown in Fig.10(c), when the dependent gravitational acceleration component Gg reaches a peak (1 [G]), when the TPMS sensor 2 reaches the position before the prescribed angular position by means of a noise after transmission of the first frame of the TPMS data and when the second frame TPMS data is transmitted in position, the first period Tp1 of rotation is less than the second period Ta1 of rotation, and the first period Tp2 of rotation exceeds the second period Ta2 of rotation. Here, in practice, the third frame TPMS data is transmitted in a prescribed angular position, and this cannot be determined through TPMSCU 4. Therefore, as shown in Fig.10(c), when the absolute value of a difference between the first period Tp1 of rotation and the second period Ta1 of rotation and the absolute value of a difference between the first period Tp2 of rotation and the second period Ta2 of rotation exceeds the prescribed value α, the angular position of each wheel 1 detected when all frames are transmitted TPMS data, defines who I am as unreliable data.

[0050] Further explains the advantages.

For device control air pressure in the tires in example 2 of the application, in addition to the advantages (1) of example 1 of the application may display the following advantage.

(3) Section 4g of the first period of rotation is arranged on the side of the body of the vehicle.

As a result, it is possible to reduce the load on the calculation on the side of the TPMS sensor 2, which thereby provides the ability to reduce energy consumption.

[0051] Other examples of applications

Although described some embodiments of these options for implementation are presented only as examples, and they do not intend to limit the scope of the invention. In fact, a new version of the implementation, described herein, may be implemented in many other forms; furthermore, various omissions, substitutions and changes in the form of a variant implementation, described herein, may be made without deviation from the invention. The accompanying claims and equivalents are intended to cover such forms and modifications as fall within the scope and essence of the invention.

1. Device pressure monitoring tyre pressure monitoring tyre controlling the air pressure of each tire, comprising:
- means what about the detection of the air pressure in the tires, mounted on the tire of each wheel to detect the air pressure acting on the tire;
the acceleration sensor mounted on the tire of each wheel to detect the acceleration in the prescribed direction, acting on the tire;
transmitter arranged on each wheel to detect the angular position of the wheel based on the detected values of the acceleration sensor and to transmit the air pressure within a prescribed angular position together with the unique identifier information for each transmitter as a wireless signal;
receiver arranged on the side body of the vehicle to receive the wireless signal;
- speed sensor wheel, which is arranged on the side of the vehicle corresponding to each wheel, and which detects the rotation speed of the corresponding wheel;
- detecting angular positions, is arranged on the side of the vehicle and which detects the angular position of each wheel when transmitted wireless signal containing some identifying information;
the means of determining the positions of the transmission, containing part of the definition of the first period of rotation, which determines the amount of rotation of the wheel for the wheel corresponding to the identification information, to the Yes is transmitted wireless signal, on the basis of the detected values of the acceleration sensor described above, as the first rotation period, part of the definition of the second period of rotation, which determines the amount of rotation of the wheel corresponding to the identification information, when transmitted wireless signal, as the second period of rotation based on the detected values of the sensor wheel speed, and the section that transmits the wireless signal within a prescribed angular position, when the difference between the first rotation period and the second period of rotation equal to or less than the prescribed value; and
the means of determining the positions of the wheels, which determines the position of the wheels to the transmitter corresponding to the identification information, based on the angular position of each wheel, when transmitted wireless signal, which determines that the transfer is performed in a prescribed angular position.

2. The pressure control device of the tyre under item 1, in which:
- section defining a first period of rotation is arranged on the side of each wheel; and
the transmitter has a first period of rotation attached to the wireless signal and transmitted.

3. The pressure control device of the tyre under item 1, in which:
- section defining a first period of rotation is arranged on the side of the e-body vehicles.



 

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