Device for tire air pressure monitoring

FIELD: transport.

SUBSTANCE: device comprises pressure gage (2a) arranged in tire of every wheel (1) to define pressure therein; transmitter (2d) arranged at every wheel (1) for wireless transmission of air pressure data signals along with gage identifier at preset angular position; receiver (3) arranged at carrier body to receiver said signals; wheel rpm transducer (8) arranged at said body to comply with every wheel (1) to define angular position of said wheel (1); and TPMSCU (4) for reception of the wheel angular position ten and more times when wireless signal is transmitted with the definite gage identifier its accumulation and determination of the wheel position corresponding to angular position data with the least degree of dispersion of every data on angular position as wheel position for transmitter (2d) corresponding to gage identifier.

EFFECT: higher accuracy of wheel position determination.

29 cl, 20 dwg

 

The technical FIELD

The present invention relates to a device for monitoring the air pressure in the tires.

The LEVEL of TECHNOLOGY

Patent Document 1 discloses a technology for determining the wheel position transmitter for gauge pressure of the air in the tires, installed in the bus. Each bus is equipped with a tilt sensor, and the angular position is saved as the angle in Association with the position of the wheel. Determining the position of the wheels to the transmitter in the sensor tire pressure is based on the angle defined by the tilt sensor, and stored binding between the angle and the position of the wheel.

PATENT DOCUMENT

Has not passed the examination of the patent application of Japan No. 2007-245982.

Objectives of the INVENTION

However, although the above conventional technology is used, when the speed of rotation of all four rotating tires is identical, in practice, taking into account the fact that the speed of rotation for the four tires may differ, in particular, due to the difference between the inner and outer wheels when driving on the turn, or when the wheels are locked or slip, and so on, the problem arises that the position of the wheels of the transmitter cannot be precisely defined.

The present invention is a device pressure monitoring is ozdoba tire, allowing precise determination of the position of the wheel transmitter.

A MEANS of SOLVING PROBLEMS

In order to solve the above problem, the present invention accumulates in the quality of the data in the angular position of wheel angular position of the wheels obtained repeatedly, when transmitted wireless signal that includes certain identifying information; and determines the position of the wheel corresponding to the given angular position having the lowest degree of dispersion among the data of the angular position, as the position of the wheels to the transmitter corresponding to the identification information.

Advantages of the INVENTION

If the transmitter always transmits a wireless signal from a constant angular position, the angular position of the wheel to which is attached the transmitter is almost a constant value, while the other angular position range of the number of angular positions of the wheels, certain at this time. Accordingly, the position of the wheels of the transmitter can be accurately determined by determining, as a position of the wheel for the transmitter, the position of the wheel corresponding to the given angular position having the smallest variance among the data of rotation for each wheel.

BRIEF DESCRIPTION of DRAWINGS

Fig.1 is a diagram of a device configuration monitoring pressure the tyre in the first embodiment.

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

Fig.3 is a flowchart of the operational sequence of the method, illustrating the processes of transmission TPMS-data/stop transmission of the TPMS data, which are TPMS-sensor in the first embodiment.

Fig.4 is a flowchart of the operational sequence of the method, illustrating the transfer process TPMS data, which is carried out in TPMS-sensor in the first embodiment.

Fig.5 is a flowchart of the operational sequence of the method, illustrating the process control mode selection, which is performed in TPMSCU in the first embodiment.

Fig.6 is a flowchart of the operational sequence of the method, illustrating the process control mode selection, which is performed in TPMSCU in the first embodiment, when the ignition is on.

Fig.7 is a block diagram of the control TPMSCU 4, which performs a control to determine the positions of the wheels.

Fig.8 is a diagram illustrating a method for calculating the angular position of each wheel 1.

Fig.9 is a diagram illustrating a method for calculating the dispersion characteristics.

Fig.10 is a flowchart of the operational sequence of the method, illustrating the sequence of operations of the first process control to determine the positions of the stake is in the first module 11 of the control.

Fig.11 is a flowchart of the operational sequence of the method, illustrating the sequence of operations of the second control process to determine the positions of the wheels in the second module control 12.

Fig.12 illustrates the relationship between the number of times that accepts TPMS data, and angular position (number of gear teeth of the rotor) for each of the wheels 1FL, 1FR, 1RL, 1RR, when TPMS sensor 2FL in the front left wheel 1FL is at the top.

Fig.13 illustrates the variation of the values of the dispersion characteristics in accordance with the number of times that accepts TPMS data.

Fig.14 is an example of how the second definition management positions wheels computes the value of the dispersion characteristics.

Fig.15 is a time chart illustrating the operating mode for use TPMS sensor and the operating mode for the TPMSCU during movement and stops in the first embodiment.

Fig.16 is a block diagram of the control TPMSCU 4 to perform control to determine the positions of the wheels in the second embodiment.

Fig.17 is a block diagram of the control TPMSCU 4 to perform control to determine the positions of the wheels in the third embodiment.

Fig.18 is a diagram of a device configuration monitoring the air pressure in the tires in the fourth embodiment.

Fig.19 the two which is a block diagram of the control TPMSCU 4 to perform control to determine the positions of the wheels in the fourth embodiment.

Fig.20 is a flowchart of the operational sequence of the method, illustrating the sequence of operations of the second control process to determine the positions of the wheels in the fourth embodiment.

The REFERENCE LIST of ITEMS

1 - wheel

2 - TPMS-sensor

2a - pressure sensor (a measure of air pressure in the tires)

2b - accelerometer

2c - control module sensor

2d - transmitter

2e - tablet battery

3 - receiver

4 - TPMSCU (a means of determining the position of the wheels)

4a, 4a', 11a, 12a - module calculations of the angular positions (a means of determining the angular positions)

4b, 4b', 11b, 12b - module for calculating variance

4c, 4c', 11c, 12c - module for determining the positions of the wheels

4d storage device

4e - determining module stop/reverse (the means of determining the specific condition of the vehicle)

4f - module correction counter values (the means of correction values of the counter)

5 - display

6 - module ABS-management tool calculate counter values)

7 - bus communication

8 - speed sensor wheel

10 - switch mode motion

11 - the first module of the control means of determining the position of the wheels)

12 - the second management module (means of determining the position of the wheels)

14 - assessment module updates

PREFERRED IN THE WAYS of carrying out the INVENTION

Next explained embodiments of the present invention based on the drawings with the use of each working example.

The FIRST VARIANT embodiment of the INVENTION

Fig.1 is a diagram of a device configuration monitoring the air pressure in the tires in the first embodiment. In the drawing, each reference number suffixed FL to indicate the front left wheel, FR to specify the front right wheel, RL is to specify the rear left wheel, and RR is to specify the rear right wheel. In the following explanatory description FL, FR, RL, RR omitted when a separate description is not required.

Device for monitoring the air pressure in the tires in the first embodiment, includes a sensor 2 monitoring system tire pressure (TPMS) receiver 3, module 4 TPMS-control (TPMSCU), display 5 and the sensor 8 of the wheel speed. Each wheel 1 is mounted TPMS sensor 2, while the receiver 3, TPMSCU 4, display 5, and the sensor 8 of the speed of rotation of the wheels provided on the body of the vehicle.

TPMS sensor 2 is connected at the location of the air valve of the tire (not shown). Fig.2 is a diagram of the configuration of the TPMS sensor 2. TPMS sensor 2 is equipped with a sensor 2a pressure (a measure of air pressure in the tires), accelerometer 2b (G-sensor), module 2c control sensor is (CU sensor), transmitter 2d and tablet battery element 2e. Sensor 2a pressure determines the pressure of the air (kPa) tire. G-sensor 2b determines the centrifugal acceleration (G) tires. Module 2c control sensor controls the power sent by tablet battery element 2e, and transmits the TPMS data, i.e. data containing information of the air pressure in the tires, determined by the pressure sensor, and the identification information (ID) of the sensor, via wireless signals from the transmitter 2d. In the first embodiment, the IDs sensors are numbered from one (1) to fourth (4).

Fig.3 is a flowchart of the operational sequence of the method, illustrating the processes of transmission TPMS-data/stop transmission of the TPMS data, which are TPMS-sensor in the first embodiment. At step S21, the module 2c control sensor compares the centrifugal acceleration defined by G-sensor 2b, with a pre-defined threshold value determination phase of the movement; if the centrifugal acceleration is less than the threshold value determination phase of the movement, the module 2c control sensor determines that the vehicle is stopped, and control is transferred to step 25, where the module 2c control sensor values, less or no previous Central the author acceleration g1 threshold value g0 definition phase of the movement. When the previous centrifugal acceleration g1 is greater than or equal to the threshold value g0 definition phase of the movement, the module 2c control sensor determines that it happens as soon as the centrifugal acceleration g1 is lowered below the threshold value g0 definition phase of the movement, and thereby proceeds to step S26. Module 2c control sensor transmits a deactivation signal to the flag Fm traffic once to notice TPMSCU 4 regarding the completion of the transmission of wireless signals. Module 2c control sensor goes to step S27, and stops the transmission of TPMS data.

Meanwhile, if the centrifugal acceleration is higher than or equal to the threshold value determination phase of the movement in step S21, the module 2c control sensor determines that the vehicle moves, and goes to step S22 to appreciate that fewer or no previous centrifugal acceleration g1 threshold value g0 definition phase of the movement. When the previous centrifugal acceleration g1 is less than the threshold value g0 definition phase of the movement, the module 2c control sensor determines that it happens as soon as the centrifugal acceleration g1 exceeds the threshold value g0 definition phase of the movement, and goes to step S23. Module 2c control sensor transmits an activation signal to the flag Fm traffic once to notice TPMSCU 4 is otnositelno the beginning of the transmission of wireless signals. Module 2c control sensor goes to step 24, performs the processing of TPMS transmission data and transmits TPMS-data in the prescribed time. The receiver 3 receives and decodes the wireless signals output from the TPMS sensors 2, and outputs the decoded signals in TPMSCU 4.

TPMSCU 4 reads every TPMS data, refers to the binding between each identifier of the sensor and each position of the wheels, which are stored in non-volatile storage device 9 (see Fig.7) to determine from the identifier of the sensor in these TPMS data, what is the position of the wheels matches the read TPMS data, and displays the air pressure in the tires included in the TPMS data, as air pressure to the corresponding position of the wheel. Additionally, when the air pressure in the tires drops below a given lower limit, TPMSCU 4 can change the color of the display to provide a display in the form of flashing or a notification sound to notify the driver in relation to the lower air pressure.

Module 6 ABS control determines the speed of rotation of the wheels of each wheel 1 based on the momentum of a wheel speed of each sensor 8 of the wheel speed; if the wheel tends to lock, the ABS module 6-control ABS-actuator (not shown) in such a way as to increase, decrease, or maintain the pressure in the wheel brake cylinder for the wheel, in order to perform antilock brake control. Module 6 ABS control displays the value of the counter for pulse wheel speed with a pre-defined periods (e.g., 20 MS) in a communication line according to the standard controller network (CAN).

Each sensor 8 of the wheel speed is a pulse generator that generates a predetermined number of z (e.g. z=48) pulse speed wheel rotation for one rotation of the wheel; a sensor 8 speed wheels consist of a rotor in the form of a gear, which is synchronized and rotates with the wheel 1, and a permanent magnet placed opposite to the outer perimeter of the rotor on the body of the vehicle, and coil. When the rotor rotates, the toothed surface of the rotor crosses the magnetic field formed around the sensor 8 of the wheel speed, to thereby change the magnetic him in this and generate an electromotive force; this change of voltage is shown in module 6 ABS-control as the pulse signal of the vehicle speed.

The above method TPMSCU 4 determines which wheel belong to the data received in the TPMS data, on the basis of binding between each identifier of the sensor and each position of the wheel, which is stored in the storage device 9; therefore, when p is ristanovi tires running at the moment when the vehicle is stopped, the binding between each identifier of the sensor and each position of the wheel is no longer coincides with the actual binding, and in this case it is unknown to what wheel data are in TPMS data. Here, "changing a tire" means changing the mounting position of the tire to ensure that the wear on the treads of the tires is uniform, and increase the service life the service life of the tread) tires. For example, in General, for passenger vehicles, the positions of right and left tires intersect, and the front and rear tyres are swapped.

However, in the first embodiment, considering the fact that the binding between each identifier of the sensor and each wheel position is updated and stored in the storage device 9 after swapping the tires, if it is possible that the shift of tires made, the frequency for transmission TPMS data is modified in TPMS-sensors 2, and determining which belong wheel TPMS sensors 2, runs in TPMSCU 4 on the basis of frequency transfer TPMS data and each pulse of the rotational speed of the wheels.

The transfer mode in the standing position

If the stop time of the vehicle immediately before the vehicle starts to move, greater than or equal to a prescribed time (for example, 15 minutes) module 2c UE is Alenia sensor TPMS-sensor 2 determines the that it is possible that the shift of tires implemented.

If the stop time of the vehicle immediately before the vehicle starts to move, is less than the prescribed time, the module 2c control sensor operates in "normal mode", in which TPMS data is sent at regular intervals ta (for example, with one-minute intervals). On the other hand, if the stop time of the vehicle is greater than or equal to the prescribed time, the module 2c control sensor operates in transmission mode in the standing position, which is the interval (tb) is shorter than the transmission interval for the normal mode, and sends the TPMS data in a constant angular position.

Module 2c control sensor operates in transmission mode in a permanent position as long as the number of gears TPMS data reaches a prescribed number of times (for example, 40 times), when the number of transmissions reaches a prescribed number of times, the module 2c control sensor goes into normal mode. If it is determined that the vehicle is stopped before the number of TPMS transmission data reaches a prescribed number of times, when the stop time of the vehicle is less than the prescribed time (15 minutes) module 2c control sensor continues to work in transmission mode in a permanent position as long as the number of gears is not dostine the prescribed number of times, and when the stop time of the vehicle is greater than or equal to the prescribed time, the control module sensor cancels the continuation of the transmission mode in the standing position to stop the vehicle and initiates a new transmission mode in a permanent position.

Fig.4 is a flowchart of the operational sequence of the method, illustrating the transfer process TPMS data, which is carried out in TPMS-sensor in the first embodiment. At step S30 is determined, has passed or not from the time of deactivation flag Fm traffic more than the prescribed time (for example, 15 minutes). When it is more than a predetermined time, determined by what you can, swap the tires performed, and control proceeds to step S32, when it took less than a predetermined time, the control goes to step S31, and it is determined that is equal to or no number Sn of the transmission zero. When the number Sn of transmission is zero, the mode of transmission in the standing position is not required, and therefore the control goes to step S38, and the module 2c control sensor is in a normal mode to transfer the TPMS data at regular intervals ta (for example, with one-minute intervals).

At step S32, the module 2c control sensor operates in transmission mode in the standing position, passing TPMS data with constant intervals in the MD tb. At step S33, the value for the number Sn of the transmission increases. At step S34, determined that reaches or not the number Sn of the transmission of the prescribed number of times (for example, 40 times). In other words, is determined, is satisfied or not Sn<S0; when Sn>S0 is determined that the prescribed number of times is reached, and the control goes to step S39, the number Sn of transmission is reset to zero, and control is transferred to step S38, and the module 2c control sensor is in normal mode. When Sn<S0, in other words, when it is determined that the prescribed number of times has not been reached, control proceeds to step S35.

At step S35, determined, deactivated or not the flag Fm traffic. If the flag Fm traffic is deactivated, the control goes to step S36, and at other points in time, control returns to step S22 and continues to increase the count Sn transmission. In other words, the processing of the transfer TPMS data is initiated by the activation flag Fm traffic, and after that, if a vehicle is stopped at a time when the module 2c control sensor operates in continuous transmission mode, the transmission TPMS data is terminated, and therefore, the control acts as a means of monitoring this condition.

At step S36, determined that exceeds or equals or not the time during which deactivated the flag Fm is viginia, prescribed time; when it is more than or equal to the prescribed time, the control goes to step S37, the value for the number of transmissions is reset to zero, and the module 2c control sensor is transferred to the transfer processes TPMS-data/stop transmission of the TPMS data. However, when less than the prescribed time, the module 2c control sensor resumes data transmission TMPS and stops the process again determines the transfer processes TPMS-data/stop transmission of the TPMS data without resetting the count of the transmission.

Thus, the next time the TPMS data is sent, and the control module sensor 2 is in the transmission mode in the standing position, if the time when the vehicle is stopped, is not greater than or equal to the prescribed time, in other words, if the shift of tires is not carried out, taking into account the fact that the number Sn of the transmission is not reset, the data transfer mode in the standing position) taken partially through the previous transmission mode in the standing position, can be used. Considering the fact that a large number of transmission occurs within a constant time interval in the transmission mode in the standing position, there is the potential to consume large quantities of power. Accordingly, when there is no probability that the permutation of the tire, instead of executing p is episunago number of gear again using data transmitted in the previous transmission mode in the standing position, reduces the number of gears and thereby reduces the amount of power.

During the transmission mode in the standing position module 2c control sensor determines the transmission time for the TPMS data during the transmission mode in a permanent position based component of the gravitational acceleration centrifugal acceleration. Centrifugal acceleration TPMS sensor 2 varies depending on the acceleration and deceleration of the wheel 1, however, the component of the gravitational acceleration is always constant. In the wave pattern of the upper point is represented by +1(G), the lowest point is represented by -1(G), and the position of 90 degrees between the upper point and the lower point is represented by zero. In other words, TPMS sensor determines the angular position by monitoring the size and direction of the component according to the gravitational acceleration of the centrifugal acceleration. Accordingly, for example, it is possible to display TPMS data at the top by o TPMS data in the peak component of the gravitational acceleration.

Auto-learn mode

If the time that elapses between turning off and turning on the ignition, greater than or equal to a prescribed time (for example, 15 minutes), TPMSCU 4 defines what is possible is about, that the permutation tires made. If the time that elapses between turning off and turning on the ignition switch, is less than the prescribed time, TPMSCU 4 goes into "monitor mode", in which TPMSCU 4 monitors the air pressure of the tire on each wheel based on the information of the air pressure in the TPMS data transmitted from each of the TPMS sensors 2. On the other hand, when the time that elapses between turning off and turning on the ignition switch, is greater than or equal to the prescribed time, TPMSCU 4 goes into "auto-learn mode", in which TPMSCU 4 evaluates the position of the wheel on the subject of each of the TPMS sensors 2. TPMSCU 4 is in auto-learn mode as long as the position of the wheel all TPMS sensors 2 will not be appreciated, or until such time as prescribed accumulated time traffic (for example, eight minutes had passed since the start of the auto-learn mode. When the position of the wheels for all TPMS sensors 2 is evaluated, or when the prescribed accumulated motion passed TPMSCU 4 enters monitoring mode.

Even during the auto-learn mode TPMSCU 4 can monitor the air pressure of the tires of the information of the air pressure that is included in the TPMS data; therefore, the auto-learn mode TPMSCU 4 can display the air pressure on the basis of binding between each of the IDs of the sensors and each of the positions of the wheels, given the initial point stored in the storage device 9, and warn the user in relation to the lower air pressure.

Fig.5 is a flowchart of the operational sequence of the method, illustrating the process control mode selection, which is performed in TPMSCU in the first embodiment. The process in TPMSCU 4 to select the auto-learn mode or monitoring mode is fundamentally similar to the process of determining who is in TPMS-sensor 2. In other words, the TPMS sensor 2 is able to transmit a signal, but cannot receive, because information flows only in one direction. In other words, with its own sensor 2a pressure and accelerometer 2b as inputs, TPMS sensor 2 transmits data for use in monitoring mode and data for use in an automatic learning mode based on the logic in the control module sensor; and, therefore, TPMSCU 4 must identify what state information is passed to it.

At step S40 determines elapsed or not from the time of deactivation flag Fm traffic more than the prescribed time (for example, 15 minutes). When it is more than a predetermined time, determined by what you can, swap the tires performed, and control proceeds to step S43, when it took less than a predetermined time, the control goes to step S41, and is allocated, is equal to or no number Sn of the transmission zero. There is no need to work in transmission mode in the standing position, when the number of transmissions is equal to zero, and, therefore, control goes to step S48, in which the monitoring mode is selected.

At step S43, the auto-learn mode is selected. At step S44, the value for the number Sn of transmission increases (per unit). At step S45, determined that reaches or not the number Sn of the methods prescribed number of times (for example, 40 times). In other words, is determined, is satisfied or not Sn<S0. When Sn>S0 is determined that the prescribed number of times is reached, and the control goes to step S49, where the number Sn of techniques is reset to zero, and control is transferred to step S42 and selects the monitor mode. When Sn<S0, in other words, when it is determined that the prescribed number of times has not been reached, control proceeds to step S46. In addition, the number Sn of techniques and a lot of data taken during this number Sn of the techniques are written to non-volatile memory, so they are therefore saved. Accordingly, even when the ignition switch is turned off, the next time the ignition switch is enabled, the stored data can be effectively used without resetting the data.

At step S46, determined, deactivated or not the flag Fm traffic. If fluorescence is g Fm traffic deactivated, control proceeds to step S47, and at other points in time, control returns to step S43 and continues to increase the count Sn methods. In other words, the processing of the transfer TPMS data is initiated by the activation flag Fm traffic, and after that, if a vehicle is stopped at a time when the module 2c control sensor operates in continuous transmission mode, the transmission TPMS data is terminated, and therefore, the control acts as a means of monitoring this condition.

At step S46, determined that exceeds or equals or not the time during which the deactivated flag Fm traffic prescribed time. When it is more than or equal to the prescribed time, the control goes to step S47, the value for the number of receptions is reset to zero, and the sequence of operations ends. However, when less than the prescribed time, the sequence of operations is terminated without resetting the count of the transmission. In addition, this arrangement is not limited to a particular manner; the management can go directly into monitor mode, even if the number Sn of techniques does not reach the prescribed number of times, if you can complete the binding position between each position of the wheels and TPMS sensor 2.

Fig.6 is a flowchart of the sequence of operations is th way illustrating the process control mode selection, which is performed in TPMSCU in the first embodiment, when the ignition is on.

At step S50, determined that passed or not greater than or equal to a prescribed time from the moment when the flag Fm traffic is disabled; when it is more than or equal to the prescribed time is determined that the shift of tires made, and the control goes to step S54, at which the new auto-learn mode is initiated. Here, the new regime means that the operation in auto-learn mode are performed using data taken during the current drive, generally without using data taken during the previous drive. In addition, when the flag Fm traffic is deactivated, then, even if the ignition is switched off, continues to count only the time during which Fm = inactive. After the counting is completed after reaching or exceeding the prescribed time, there is no reason to continue to count, and therefore is written that the prescribed time has passed, and the counting is completed.

At step S51, determined, equal to, or no number Sn receptions zero; when Sn is equal to zero, is that determining the position of the wheels for each of the TPMS sensors 2 have already been completed from the previous drive in auto-learn mode, since the time when the LAF is Fm traffic deactivated, less than the prescribed time. At this time, the TPMS sensor 2 transmits signals in the normal mode. Accordingly, the control goes to step S52, and TPMSCU 4 also selects the monitor mode.

Meanwhile, if the number of receptions is a number other than zero, control proceeds to step S53, and continues to work in auto-learn mode, as is the fact that during the preceding drive vehicle is stopped at the moment when TPMSCU 4 operates in auto-learn mode. Here, the continuation of the work in auto-learn mode means that the operation in auto-learn mode are performed using data taken during the previous drive, using data taken during the current drive. Due to this, you can save on the number of passes made during the transmission mode in the standing position of the TPMS sensor 2, and, consequently, to control the amount of power consumed by a sensor.

TPMSCU 4 receives the input counter value for the momentum of the wheel speed from the ABS module 6-control (ABSCU) via the bus 7 CAN-communication and performs the type of control to determine the positions of the wheels, as shown below.

Management determine the positions of the wheels

Fig.7 is a block diagram of the control TPMSCU 4 to perform control to determine the positions of the wheels. TPMSCU 4 contains the first module 11 management tool is definitely the ing positions of the wheels) to perform the first control to determine the positions of wheels and the second module 12, the control module determining the positions of the wheels) to perform the second control determining the positions of the wheels.

The first control module

The first module 11 contains a control module 11a calculations of the angular positions (a means of determining the angular positions), module 11b calculate the variance and the module 11c determine the positions of the wheels.

Module 11a calculations of the angular positions accepts input decoded TPMS data output from the receiver 3, and the counter value for each pulse of the rotational speed of the wheels, drawn from the ABS module 6-control through line 7 CAN-communication, and calculates the angular position (number of gear teeth of the rotor) for each wheel, when the angular position for each TPMS sensor 2 is at the top. Here, the number of gear teeth of the rotor indicates which of the teeth of the rotor is calculated by means of the sensor 8 of the wheel speed, and can be obtained by dividing the counter value for the momentum of the rotational speed of the wheels on the counter for one rotation of the tire. When the counter value for the first pulse of the rotational speed of the wheels is entered into the module 11a calculations of the angular positions after start auto-learn mode, the module 11a calculations of the angular position divides the count value by the number of gear teeth, equivalent to one rotation, adds one (1) to the residue, and sets the resulting value as the reference number of teeth of the gears. For the second and subsequent times the module 1a calculations of the angular position determines the number of gear teeth on the basis of the number according to the count value for the momentum of the wheel speed (the current counter value minus the first value of the counter) of the reference number gear teeth.

Fig.8 is a diagram illustrating a method for calculating the angular position of each wheel 1.

In Fig.8, t1 is the time when the counter value for the momentum of the wheel speed is entered; t2 is the time when the angular position of the TPMS sensor 2 is at the top; t3 is the time when the TPMS sensor 2 actually starts sending TPMS data; t4 is the time when TPMSCU 4 finishes receiving TPMS data; and t5 is the time when the counter value for the momentum of the wheel speed is introduced. At this point, when t1, t4, t5 actually measured (synchronized), t3 can be calculated by subtracting the length of the data (set value, for example, about 10 MS) for TPMS data from t4, and t2 can be calculated by subtracting the time delay for transmission time (it can be obtained in advance by experimentation, and so on) from t3.

Accordingly, if zt1is the number of gears in t1; zt2is the number of gears in t2; and zt5is the number of gears in t5, then:

(t2-t1)/(t5-t1)=(zt2-zt1)/(zt5-zt1) is true; and

zt2-zt1=(zt5-zt1)*(t2-t1)/(t5-t1)

Therefore, the number of zt2gears at the time t2, when the TPMS sensor 2 is located at the highest point in the angular position, is:

zt2=zt1+(zt5-zt1)*(t2-t1)/(t5-t1)

Module 11b calculate the variance, respectively, stores for each identifier of the sensor of angular position for each of the wheels 1, calculated by module 11a calculation angular positions as the data in the angular position, and calculates the value of the dispersion characteristics of the dispersion for each of the data in the angular position for each identifier of the sensor. The calculation of the value of the dispersion characteristics for the given ID sensor can be performed by module 11a calculations of the angular positions each time the angular position is calculated. Fig.9 is a diagram illustrating a method for calculating the dispersion characteristics. In the first embodiment, consider the unit circle (circle with radius per unit) on a two-dimensional plane, with the center of the circle is at the origin (0,0), and θ (degrees) represents the angular position of the wheel 1 (θ = 360 x number of gear teeth of the rotor/48); the angular position of the wheel 1 can be transformed into coordinates (cosθ, sinθ) on the circumference of a unit circle. In other words, the angular position of each wheel 1 is considered as a vector that starts at the origin and ends at coordinate (cosθ, sinθ) and has length 1; additionally, the medium is nd the vector (ave_cosθ, ave_sinθ) is obtained for vectors with identical data in the angular position, and a scalar value of the average vector is calculated as the value X1 of the dispersion characteristics for the data in the angular position.

Therefore, if the number of receptions TPMS data from identical ID sensor is n (n is a positive integer), the average vectoris:

(ave_cosθ, ave_sinθ)=((S(cosθ))/n, (S(sinθ))/n)

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

Module 11S for determining the positions of the wheels compares the value X of the dispersion characteristics in positions of rotation is identical to the ID sensor, which is calculated by module 11b calculate the variance. If the largest value for the X value of the dispersion characteristics exceeds the first threshold value (for example, 0,57), and the remaining three values of X the dispersion characteristics is less than the second threshold value (for example, 0,37), the position of the wheels to the data in the angular position corresponding to the X value of the dispersion characteristics with the highest value, namely, the position of the sensor wheel 8 of the wheel speed, which determines the data of the angular position is determined as a position the wheel TPMS sensor 2, corresponding to the identifier of the sensor data in the angular position. This determination is performed for all IDs sensors, to thereby define a binding between the identity of the sensors and the positions of the wheels.

The second control module

The second module 12 contains a control module 12a calculations of the angular positions (a means of determining the angular positions), the module 12b calculate the variance and the module 12c determine the positions of the wheels and runs below the second control determining the positions of the wheels. Below explains only the components that differ from module 11a calculations of the angular positions, module 11b calculate the variance and module 11c determine the positions of the wheels in the first control module 11. When one trip is defined as the period after the module 12a calculations of the angular position signal is received from the activation flag of the movement, and up until the module 12a calculations of the angular positions will not accept the signal deactivation module 12a calculations of the angular positions accepts input decoded TPMS data output from the receiver 3 during the period from the beginning to the end of one trip, and the counter value for each pulse of the rotational speed of the wheels, drawn from the ABS module 6-control through line 7 CAN-communication, and calculates the angular position (number of gear teeth of the rotor) for each wheel, when the angular position on the I each TPMS sensor 2 is at the top. When the counter value for the first pulse of the rotational speed of the wheels is entered into the module 12a calculations of the angular positions after the start of a trip, module 12a calculations of the angular position divides the count value by the number of gear teeth, equivalent to one rotation, adds one (1) to the residue, and sets the resulting value as the reference number of teeth of the gears. For the second and subsequent times the module 12a calculations of the angular position determines the number of gear teeth on the basis of the number according to the count value for the momentum of the wheel speed (the current counter value minus the first value of the counter) of the reference number of teeth of the gears. In other words, the reference number of teeth of the gear changes every time when a trip starts.

Module 12b calculate the variance, respectively, stores for each identifier of the sensor of angular position for each of the wheels 1, calculated by module 12a calculation angular positions as the data in the angular position, and calculates the degree of dispersion for each of the data in the angular position for each ID of the sensor as the value Xtrpm dispersion characteristics. Is Xtrpm dispersion characteristics is calculated for each trip. When a predetermined accumulated time motion passed within one of the rule of law is DKI, this time is designated as the end time for one trip. Additionally, the value of the dispersion characteristics is not calculated if the number of receptions TPMS data during one trip less than a predetermined value (for example, three times).

If a predetermined accumulated time the motion is passed, the module 12b calculate the variance calculates the final value of X the dispersion characteristics based on the values Xtrp1, Xtrp2,..., Xtrpm dispersion characteristics, calculated per trip. The final value of X the dispersion characteristics obtained by multiplying the values Xtrp1, Xtrp2,..., Xtrpm dispersion characteristics on the weighting factor K1, K2,..., Km (where K1 + K2 +,..., + Km=1). Therefore,

X = K1 × Xtrp1 + K2 × Xtrp2 +...+ Km × Xtrpm

The weighting coefficients K1, K2,..., Km are obtained by dividing the number N1, N2,..., Nn techniques TPMS data for one trip on the number N of techniques TPMS data within a predetermined accumulated time of the movement. In other words, the weighting factor Km is the ratio of the number of Nn techniques to the total number N of techniques; the greater the number of Nn techniques, the greater the value of the weighting factor. For trips less than three receptions when the value Xtrpm dispersion characteristics is not evaluated, TPMS data received during this time are deleted and the TPMS data, received within a predetermined accumulated time of the movement.

Module 12c determine the positions of the wheels compares the final value of X the dispersion characteristics in positions of rotation is identical to the ID sensor, which is calculated by module 12b calculate the variance. If there is one the largest value of the wheel position data for the angular position corresponding to the value Xtrpm dispersion characteristics with the highest value, namely, the position of the sensor wheel 8 of the wheel speed, which determines the data of the angular position is determined as the position of the wheel TPMS sensor 2 corresponding to the ID sensor in the data of the angular position. This determination is performed for all IDs sensors, to thereby define a binding between the identity of the sensors and the positions of the wheels.

Module 14 assessment update stores the binding between the identifier of the sensor and the position of the wheel determined by the first control module 11, by executing the update storage device 9, and stores the determination results of the second module 12 management by running the update storage device storage device 9, when there is a binding between the identity e is tchikov and positions of the wheels, which the first module 11 management is unable to determine.

The management process by determining the positions of the wheels

Fig.10 is a flowchart of the operational sequence of the method, illustrating the sequence of operations of the first process control to determine the positions of the wheels in the first control module 11, and each stage is described below. The following description explains the case of a sensor having a sensor ID=1; however, the management process by determining the positions of the wheels is also performed in parallel to other IDs sensors (ID= 2, 3, 4).

At step S1, the module 11a calculations of the angular positions accepts TPMS data for a sensor having a sensor ID=1.

At step S2 module 11a calculations of the angular positions calculates the angular position of the wheel 1.

At step S3 module 11b calculate the variance calculates the value of the dispersion characteristics for the data in the angular position of the wheel 1.

At step S4, the control determines the accepted or not TPMS data for a sensor having a sensor ID=1, not less than a predetermined number of times (for example, 10 times); if "Yes", control goes to step S5, and if "No", control returns to step S1. At step S5, module 11c determine the positions of the wheels determines that exceeds or not the largest value for the value of the var is Sion characteristics of the first threshold value of 0.57, and less or no remaining values of the dispersion characteristics of the second threshold value of 0.37; if "Yes", control goes to step S6, and if "No", the step goes to step S7.

At step S6 module 11c determine the positions of the wheels determines the position of the wheel from the data of angular positions that correspond to the value of the dispersion characteristics with the highest value, as the position of the wheels to the ID sensor. At step S7 module 11c determine the positions of the wheels determines the passed or not a predetermined accumulated time traffic (e.g., eight minutes) since the start of the auto-learn mode; if "No", control goes to step 1, and if "Yes", the control is terminated.

The second control process of determining the positions of the wheels

Fig.11 is a flowchart of the operational sequence of the method, illustrating the sequence of operations of the second control process to determine the positions of the wheels in the second control module of the wheel. The following description explains the case of a sensor having a sensor ID = 1; however, the management process by determining the positions of the wheels is also performed in parallel to other IDs sensors (ID= 2, 3, 4).

At step S11 module 12a calculations of the angular positions accepts TPMS data for the sensor having the identifier of d is tcheka = 1.

At step S12 module 12a calculations of the angular positions calculates the angular position of the wheel 1.

At step S13 module 12b calculate the variance calculates the value Xtrpm dispersion characteristics for a single trip data for the angular position of the wheel 1.

At step 14, the module 12b calculate the variance determines the passed or not a predetermined accumulated time traffic (e.g., eight minutes) since the start of the auto-learn mode; if "Yes", control goes to step S15, and if "No", control goes to step S11.

At step S15 module 12b calculate the variance calculates the final value of X the dispersion characteristics.

At step S16 module 12c determine the positions of the wheels determines that there is or there is no one greatest value; if "Yes", control goes to step S17, and if "No", control terminates. Auto-learn mode is completed when the control is terminated.

At step S17 module 12c determine the positions of the wheels determines the position of the wheel from the data of angular positions that correspond to the value of the dispersion characteristics with the highest value, as the position of the wheel for the sensor ID.

The following describes the operation.

Determining the positions of the wheels using the variance of the data in the angular position

If the stop time of the vehicle, which offset is et or equal to 15 minutes, immediately before the starting time of the movement is determined that there is the probability that a permutation of tires made, and TPMS sensors 2 are switching from the normal mode to the transmission mode in the standing position. In transmission mode in the standing position TPMS sensors 2 are awaiting passage 16 seconds since the previous transmission and transmit TPMS data, when the angular position is at the top.

Meanwhile, TPMSCU 4 moves from monitoring mode in auto-learn mode, when not less than 15 minutes passed from off to ignition. In auto-learn mode TPMSCU 4 performs a first control of determining the positions of the wheels using the first module 11 control and management of determining the positions of the wheels using the second module 12 controls run in parallel as a control to determine the positions of the wheels.

During the first control determining the positions of the wheels, whenever the TPMS data are taken from the TPMS sensors 2, is calculated angular position (number of gear teeth of the rotor) wheel 1, when the angular position of the TPMS sensor 2 is at the top, for example, from the time when the counter value for the momentum of the wheel speed is entered, or from the time when the reception TPMS data is finished, etc. When TPMS data is identical to the ID of the sensor taken at least 10 times, the value is s X the dispersion characteristics for the data in the angular position for the ID sensor are compared, and if the largest value for the X value of the dispersion characteristics exceeds the first threshold value of 0.57, and the remaining three values of X the dispersion characteristics is less than the second threshold value of 0.37, the position of the wheels of the data in the angular position corresponding to the X value of the dispersion characteristics with the largest value is determined as the position of the wheel for the sensor ID.

During the second control determining the positions of the wheels when the wheel 1 to rotate in the same direction every time the TPMS data are taken from the TPMS sensors 2, is calculated angular position (number of gear teeth of the rotor) wheel 1, when the angular position of the TPMS sensor 2 is at the top, and variance for the data in the angular position for one trip is calculated, for example, from the time when the counter value for the momentum of the wheel speed is entered, or from the time when the reception TPMS data is completed, etc., the Variance for the angular position in one trip is weighed in accordance with the number of Nn techniques TPMS data of the degree of dispersion obtained for each trip (values Xtrp1, Xtrp2,..., Xtrpm dispersion characteristics) within a predetermined accumulated time movement (eight minutes), and the final degree of dispersion (the X value of the dispersion characteristics) is calculated for the number of the C. The position of the wheel, the corresponding data in the angular position having the lowest degree of dispersion is defined as the position of the wheels to the TPMS sensor 2.

At that time, when the vehicle is traveling, the speed of rotation of the wheels is different due to the difference between the inner and outer wheels in motion on the rotation, and locking or slipping of the wheels and the difference of the air pressure of the tire. In addition, it should be understood that even if the vehicle is traveling in a straight line, the speed is different between the front wheels 1FL, 1FR and rear wheels 1RL, 1RR and between the left wheels 1FL, 1RL and right wheel 1FR, 1RR due to minor adjustments when taxiing from the driver or the difference between the left or right turn on the road and so on, in Other words, the TPMS sensor 2 and sensor 8 of the wheel speed (the teeth of the rotor) to rotate together, and, therefore, the speed of rotation of the wheels relative to the difference of the motion and the output frequency of the sensor 8 of the wheel speed for identical wheels are always in sync (always the same) with an output frequency of this TPMS sensor 2, despite Protheroe distance and traffic conditions.

Therefore, the position of the wheel TPMS sensors 2 can be accurately determined by monitoring the degree of variance of the data of rotation of the wheel 1 otnositel the transmission frequency.

Fig.12 illustrates the relationship between the number of times that accepts TPMS data, and angular position (number of gear teeth of the rotor) for each of the wheels 1FL, 1FR, 1RL, 1RR, when TPMS sensor 2FL in the front left wheel 1FL is in the top point. Fig.12(a) represents the sensor 8FL the wheel speed of the front left wheel 1FL; (b) represents the sensor 8FR the wheel speed for the front right wheel 1FR; (c) a sensor 8RL the wheel speed rear left wheel 1RL; and (d) represents the sensor 8RR the wheel speed rear right wheel 1RR.

As is evident from Fig.12, while there is a considerable degree of variance between the positions of the wheels (the number of gear teeth), obtained from sensors 8FR, 8RL, 8RR speed of rotation of the wheels other wheels (the front right wheel 1FR, the rear left wheel 1RL, the rear right wheel 1RR), the degree of dispersion for the wheel position obtained from the sensor 8FL the wheel speed to estimate the wheels (the front left wheel 1FL), is the smallest, and the output frequency TPMS sensor 2FL is almost identical to the output frequency of the sensor 8FL speed of rotation of the wheels.

In some existing devices monitoring the air pressure in the tires tilt sensor is also provided in TPMS-sensors, and the position of the wheel TPMS sensors determined using the EOI is inovasi between the position of the wheel TPMS sensors and angle. In this type of conventional device monitoring air pressure in the tires the relationship of correspondence between the position of the wheels TPMS sensors and angle should vary due to differences in the speed of rotation of the four wheels, which occur depending on the movement, and consequently the position of the wheels TPMS sensors cannot be precisely defined.

In addition, some of the other existing devices monitoring the air pressure in the tires provided with the same number of receivers and TPMS sensors, with receivers placed near the wheels TPMS sensors is determined based on the intensity of the wireless signal that is received. In this type of conventional device monitoring air pressure in the tires, it is necessary to consider the output of the sensors, the variance between the sensitivity of the receivers and efficiency tying antenna when designing the layout of receivers; thus, the operating characteristics of the device depend on the receiving environment and layout. In addition, considering the fact that it requires four receivers, increase costs to the system.

In response, the device for monitoring the air pressure in the tires according to the first variant implementation allows identification of the position of the wheel TPMS sensors 2 without using the intensity of radio waves and thereby allows to define the bookmark position wheel TPMS sensors 2 without depending on the receiving environment or layout. In addition, you only need one receiver 3, and you can keep the costs low.

In the first embodiment, TPMS sensor 2 calculates that the angular position of the TPMS sensor 2 is at the top of the component of the gravitational acceleration centrifugal acceleration defined by G-sensor 2b. In known devices of monitoring the air pressure in the tires G-sensor 2b is used to determine whether stopped or moving vehicle; hence, by means of devices known TPMS sensors, you can eliminate costs associated with adding a new sensor TPMS sensor 2. In addition, in the first embodiment, TPMSCU 4 calculates the angular position of the wheels 1 of the pulse wheel speed sensor 8 of the wheel speed. In conclusion, most vehicles are usually equipped with ABS module. Considering the fact that the sensor 8 of the wheel speed is a required component of the ABS module, you can eliminate the costs associated with adding a new sensor in the vehicle.

The definition of variance using the values of the dispersion characteristics

The angular position of the wheel is a circular angular data; therefore, the degree of dispersion can not be obtained from the General formula of dispersion, to the second degree of dispersion is defined through the average of the square of standard deviation".

Here, in the first embodiment, module 11b calculate the variance converts the position 0 of rotation of the wheels 1, obtained from sensors 8 of the wheel speed, in the coordinates (cosθ, sinθ) on the circumference of the unit circle when the center is at the origin (0, 0), and using the coordinates (cosθ, sinθ) as a vector, calculates the average vector (ave_cosθ, ave_sinθ) for vectors with identical data in the angular position. Module 11b calculate the variance calculates the scalar value of the average vector as the X values of the dispersion specifications and thereby prevents the cyclical nature of angular positions, to calculate the degree of dispersion of the angular position.

Fig.13 illustrates the variation of the values of the dispersion characteristics in accordance with the number of times that accepts TPMS data. In Fig.13, "the estimated wheel" represents the X value of the dispersion characteristics computed from the TPMS sensor 2, which passes TPMS data and the data of the angular position of the sensor 8 of the wheel speed is identical to the wheel. "Another wheel" represents the X value of the dispersion characteristics computed from the TPMS sensor 2, which passes TPMS data and the data of the angular position of the sensor 8 of the wheel speed of the other wheel 1.

As is illustrated in Fig.13, the X value of the dispersion characteristics to estimate what about the wheel reaches the unit as as the number of methods increases for TPMS data identical to the ID of the sensor, and the X value of the dispersion characteristics for the other wheel reaches zero. The difference between the value of the dispersion characteristics of the estimated wheel and value of the dispersion characteristics of the other wheel increases as an increasing number of techniques.

Accordingly, it is possible to accurately determine the degree of variance of the data in the angular positions of the wheels by evaluating the X values of the dispersion characteristics.

Intermittent TPMS transmission-data

TPMS sensors 2 are awaiting passage 16 seconds or more since the previous transmission TPMS data and transmit TPMS data when their angular position is at the top.

In the present embodiment, the X values of the dispersion characteristics of each of the data in the angular position are compared, and the position of the wheel is determined; therefore, for a given TPMS sensor, which transmits TPMS data to create a difference between the estimated wheel (same wheel) and another wheel by another wheel), it is necessary to provide a certain amount of accumulated preteenage distance.

Here, if TPMS data is sent each time the angular position in the TPMS data is at the top, it is often difficult to determine the position to the ECA, because it does not create a difference between the X values of the dispersion characteristics for the estimated wheel and another wheel for ten tricks. Accordingly, setting the transmission interval for TPMS data is 16+α seconds into force this ensures that a certain accumulated Protheroe distance obtained up until the TPMS data will not be accepted 10 or more times, and, therefore, there will be sufficient difference between the X value of the dispersion characteristics of the estimated wheel and another wheel, and due to this it is possible to accurately determine the position of the wheel.

The first definition management positions wheels

In the first embodiment, two types of management to determine the positions of the wheels, i.e., the first definition management positions of wheels and the second control determining the positions of the wheels, are executed in parallel by the first control module 11 and the second module control 12, respectively, as a control to determine the positions of the wheels to determine binding between IDs sensors and wheels swapped tires. The determination results from the first control to determine the positions of the wheels have priority for the sensor ID for which the position of the wheel is determined by the first control determining the positions of the wheels; during the first management determined the eating of positions of the wheels of the determination results from the second control to determine the positions of the wheels are adapted to the sensor ID, for which the position of the wheel cannot be determined with predefined accumulated motion.

During the first control determining the positions of the wheels, when the largest value exceeds the first threshold value of 0.57 for the X-values of the dispersion characteristics when the TPMS data is identical to the ID of the sensor taken at least 10 times, and any of the three remaining X values of the dispersion characteristics is within a second threshold of 0.37, the position of the wheels of the data in the angular position corresponding to the X value of the dispersion characteristics with the largest value is determined as the position of the wheel for the sensor ID.

In other words, not just the choice of X values of the dispersion characteristics having the greatest value, and comparing the maximum value with the first threshold value (0,57) reveals that the extent to which the data in the angular position having the value of the dispersion characteristics with the largest value of X that are synchronized with the output frequency of the TPMS data and provide a certain amount of accuracy. In addition, comparison of the values of the dispersion characteristics that are not the maximum value, the second threshold value (0,37) thus enables verification that there is prevar is positive definite difference of 0.2 or more between the maximum value and the other three values, and this improves the accuracy of determination.

In other words, the determination of the positions of the wheels in accordance with the first control to determine the positions of the wheels increases the accuracy in determining the degree of variance for the data in the angular position of the wheel as opposed to the second control by determining the positions of the wheels, which selects the largest value for the X value of the dispersion characteristics. Additionally, the first control determining the positions of the wheels determines the degree of dispersion of the data in the angular position after collecting at least ten data elements for the angular position of the wheel 1; therefore, the accuracy of the first control by determining the positions of the wheels to determine the degree of variance for the data in the angular position of the wheel is increased compared with the second management determining the positions of the wheels, which allows you to collect less than ten data elements for the data in the angular position.

In addition, TPMS sensor 2 transmits TPMS data with approximately 16-second intervals. Thus, when the vehicle continues to move, after approximately two and a half minutes after the start of the auto-learn mode, taken at least 10 data elements for data angular position; because the definition of the degree of dispersion can begin at this point, in contrast to the second control ODA the division positions of the wheels, which waits for a predetermined accumulated time movement (eight minutes) prior to determining the degree of dispersion, the first control determining the positions of the wheels allows you to more quickly determine the binding between the identity of the sensors and the positions of the wheels.

The second definition management positions wheels

In the first embodiment, the angular position of the wheel 1 is determined from the value of the counter for the pulse speed of rotation of the wheels. Here, the sensor 8 of the wheel speed sensor is on the basis of the pulse counter; when the corrugated surface of the rotor, which rotates with the wheel 1, crosses the magnetic field formed around the sensor 8 of the wheel speed sensor the wheel speed displays the current change generated in the coil due to the change in magnetic flux, as a pulse of the rotational speed of the wheels. Therefore, when the wheel 1 vibrates together with the vibration of the vehicle caused by shift when the vehicle is stopped, or caused by the vibration of the vehicle (i.e., through the continuous rocking of the vehicle between small angles) due to taxiing or when boarding or disembarking passengers from the vehicle, the value for the momentum of the speed of rotation of the wheels may increase due to vibration, although the wheel is not actually spinning.

In this case, there is a deviation between the angular position of the wheel, calculated using the number according to the count value for the momentum of a wheel speed of the reference number of teeth, and the actual angular position; reduced accuracy for determining the degree of dispersion in the data, the angular position due to an erroneous determination of the angular position, and therefore the binding between the identity of the sensors and the position of the wheel can not be exactly determined. In addition, even when the vehicle is reversing back up (off the ground) due to the beginning of the movement on the rise or parked on the curb, the above problems occur because the value for the momentum of a wheel speed may increase, although the wheel 1 is actually rotates in the reverse mode.

In the first definition management positions of the wheel speed pulse of the vehicle calculated at the time when the vehicle is stopped, also includes a number according to the count value and the angular position (number of gear teeth) sprocket 1; therefore, if there is some deviation in the above-mentioned angular position when the vehicle is stopped, etc. during the auto-learn mode, the difference between the X values of the dispersion characteristics of C is frequent not occur due to an erroneous determination of the angular position, and it becomes difficult to determine the position of the wheel.

Here TPMS sensor 2 is limited to transmitting the TPMS data 40 times during the transmission mode in the standing position, in order to increase the service life of tablet battery element 2e, and therefore, the first control determining the positions of the wheels may not last as long as the position of the wheel will not be defined for all IDs sensors.

Accordingly, in the first embodiment, if during the first control determining the positions of the wheels are the IDs of the sensors for which the position of the wheel cannot be determined even after a predetermined accumulated time movement (eight minutes) has passed, the wheel identifier of the sensor is finally calculated using the results of the determination from the second control to determine the positions of the wheels.

During the second control determining the positions of the wheels selects the largest value of the values of the dispersion characteristics after a predetermined accumulated time motion passed, and the position of the wheel for the sensor ID is defined. At this time, rarely have more than two or largest values, therefore, the position of the wheel for all IDs sensors can be determined.

Chrome is also during the second control determining the positions of the wheels one trip is defined as the period during which the wheels rotate in the same direction. Is Xtrp1, Xtrp2,..., Xtrpm dispersion characteristics is calculated for a single trip on the basis of the data of the angular position obtained during a single trip; and the final value of X the dispersion characteristics is calculated based on the values Xtrp1, Xtrp2,..., Xtrpm dispersion characteristics. Therefore, the influence of the deviation between the number according to the value of the counter for the pulses of the rotational speed of the wheels, which are formed when the vehicle is stopped or in reverse mode, and the actual rotation speed of the wheel 1 can be excluded, and the dispersion values of X calculated to increase the accuracy of determining the degree of dispersion between angular positions.

During the second control determining the positions of the wheels values Xtrp1, Xtrp2,..., Xtrpm dispersion characteristics are weighted by multiplying the values Xtrp1, Xtrp2,..., Xtrpm dispersion characteristics on the weighting factor K1, K2,..., Km, which is the ratio of the number of Nn techniques TPMS data during one trip to the total number N of techniques TPMS data within a predetermined accumulated time of the movement; the final value of X the dispersion characteristics is the I-sum (K1 × Xtrp1 + K2 × Xtrp2 +...+ Km × Xtrpm) postspacing values K1 × Xtrp1, K2 × Xtrp2,..., Km × Xtrpm dispersion characteristics.

Fig.14 is an example of how the second definition management positions wheels computes the value of the dispersion characteristics. For example, assume that in Fig.14, a predetermined accumulated time movement (eight minutes) passed during the third trip; value Xtrp1 the dispersion characteristics for the first trip is 0.8; the value Xtrp2 the dispersion characteristics for the second trip is 0.9; and the value Xtrp3 the dispersion characteristics for the first trip is 0.4.

At this point, the number of Nn techniques TPMS data during each trip (i.e., the number of data elements for angular position) equals four, nine and three for first-third visits, respectively. Therefore, the weighting coefficients are K1 = 4/16, K2 = 9/16 and K3 = 3/16 for the first-third visits, respectively. Accordingly, the final value of X the dispersion characteristics is:

X= 4/16 × 0,8 + 9/16 × 0,9 + 3/16 × 0,4

= 0,2 + 0,506 + 0,075

= 0,781

When comparing values Xtrp1, Xtrp3 the dispersion characteristics for the first and third trips, the value for the number of Nn techniques TPMS data is closest to the value Xtrp2 the dispersion characteristics for the second trip.

In other words, the more data items to the angular position is obtained, the greater the precision of the Xtrpm on spersonal characteristics for a single trip; therefore, increasing the weighting factor for the value Xtrpm dispersion characteristics, with a large number of data elements, because this increases the reliability of the final values of X the dispersion characteristics.

If the number of Nn techniques TPMS data within one trip less than three during the second control determining the positions of the wheels without calculating this value Xtrpm dispersion characteristics, the final value of X the dispersion characteristics is calculated based on the value Xtrpm dispersion characteristics for a trip in which the number of Nn techniques TPMS data in one trip not less than three. Variation values Xtrpm dispersion characteristics almost never occur for wheels 1, when there are a small number of Nn techniques TPMS data in one trip. In other words, if the number of data elements is small, the effective value of Xtrpm dispersion characteristics can not be obtained to determine the degree of variance between the angular positions of the wheels, and therefore the exclusion of this inefficient values from a finite value of X, the dispersion characteristics thereby increases the reliability of the final values of X the dispersion characteristics.

The following describes operations in TPMS-sensor and TPMSCU. Fig.15 is a time chart illustrating the working mode the mode to use TPMS sensor and the operating mode for the TPMSCU during movement and stops in the first embodiment. In the initial state at the timing diagram, the vehicle is stopped for a period of not less than a predetermined time, the flag Fm traffic deactivated TPMS sensor selects the transfer mode in the standing position, and TPMSCU selects the auto-learn mode.

When the vehicle starts to move, if during the time t1, the centrifugal acceleration exceeds the threshold value g0 definition phase of the movement, the flag Fm is motion activated, and the TPMS sensor 2 transmits data at intervals of tb. At this time TPMSCU 4 is also in auto-learn mode and identifies the position of the wheel based on the received data.

During time t2, when the vehicle slows down, the centrifugal acceleration falls below the threshold value g0 definition phase of the movement, the flag Fm traffic deactivated. However, given the fact that a predetermined time or more has not elapsed, TPMS sensor 2 is set to the transmission mode in the standing position, and TPMSCU 4 is set to auto-learn mode. At this time, the number of gears or the number of receptions is stored together with the data. Theoretically, even if at this time the ignition switch is turned off, the received data is counted within that number, transmission, or is it the number Sn of the techniques are written to non-volatile storage device and with ranauts.

During time t3, when the vehicle again begins to flow, and centrifugal acceleration exceeds the threshold value g0 definition phase of the movement, the flag is motion activated, and the TPMS sensor 2 re-starts the data transfer. By this time, the data being transmitted is displayed during the transfer mode in the standing position until the previous time, can be effectively used, and therefore, the data transmitted through the TPMS sensor 2, sent as well as the previously transmitted the next value. Thus data can be used effectively regardless of whether on or off the ignition switch, and you can control the amount of power consumed by TPMS sensor 2.

During time t4, when the number Sn of the transmission reaches a predetermined number, the number Sn of transmission is reset to zero. TPMS sensor 2 switches to the normal mode, while TPMSCU 4 enters monitoring mode. Thus TPMS sensor 2 transmits data in the interval ta.

During the time t5, when the vehicle slows down, the centrifugal acceleration again falls below the threshold value g0 definition phase of the movement, the flag Fm traffic deactivated. However, given the fact that a predetermined time or more has not elapsed, TPMS sensor 2 astae the camping set the transfer mode in the standing position, and TPMSCU 4 is set to monitoring mode. During time t6, when the vehicle again begins to flow, and centrifugal acceleration exceeds the threshold value g0 definition phase of the movement, the flag is motion activated, and the TPMS sensor 2 re-starts the data transfer. By this time the predetermined time has not passed since the flag Fm traffic deactivated, therefore, data transfer is carried out in normal mode.

The following describes the advantages.

Device for monitoring the air pressure in the tires of the first variant implementation demonstrates the following advantages.

(1) a Device for monitoring the air pressure in the tires provided for monitoring the air pressure in the tires, contains sensor 2a pressure mounted in the tire of each wheel 1, to determine the air pressure in the tire; a transmitter 2d provided on each of the wheels 1, for transmission via a wireless signal information of the air pressure along with the ID of the sensor in a predetermined angular position; the receiver 3 provided on the body of the vehicle, for receiving wireless signals; a module 11a, 12a calculations of the angular positions provided on the body of the vehicle so it complies with each of the wheels 1, for determining from the gross position of the wheel 1; and means for determining the positions of the wheels to obtain the angular position of the wheel many times, when transmitted wireless signal containing a specific identifier of the sensor, its accumulation in the quality of the data in the angular position of the wheel 1 and determine the position of the wheel corresponding to the given angular position having the lowest degree of dispersion of the number of each of the data in the angular position, as the position of the wheels to the transmitter 2d corresponding to the ID sensor. Thus, the position of the wheel TPMS sensors 2 can be precisely defined.

(2) a Means of determining the position of the wheels includes a first control module 11, which is before the accumulated motion of the vehicle reaches a predetermined accumulated time movement (eight minutes), and calculates the degree of variance of the data position of the wheel when the number of data items data for the angular position reaches or exceeds a predetermined number (ten), and calculates the degree of variance between the data position of the wheel and determines the position of the wheel corresponding to the given angular position having the lowest degree of dispersion among the data of the angular position, as the position of the wheels to the transmitter 2d corresponding to the identifier of the sensor; and the second module control 12, which, when the accumulated time DV is the position of the vehicle reaches a predetermined accumulated time movement (eight minutes), calculates the degree of variance between the data position of the wheel and determines the position of the wheel corresponding to the given angular position having the lowest degree of dispersion among the data of the angular position, as the position of the wheels to the transmitter 2d corresponding to the ID sensor.

Thus, the first control module 11 receives the degree of dispersion between the angular position using a predetermined number of data elements in the angular position, when the vehicle continues to move in this degree, and, therefore, the first module 11 controls allow precise determination of the angular position of the TPMS sensor 2. On the other hand, the second module control 12 receives the degree of variance between the data in the angular position, when the accumulated motion for the vehicle reaches a predetermined time of motion, and therefore, the second module 12 management allows a reliable determination of the angular position of the TPMS sensor 2 even if the vehicle is not moving due to traffic jams, etc.

(3) the First control module 11 and the second module control 12 converts the angular position of each of the wheels 1 in the vector with initial point at the origin in a two-dimensional plane and the end point at the point (cosθ, sinθ) on the circumference of a unit circle; Vacha is sleuth scalar value of the mean vector (ave_cosθ, ave_sinθ) vectors for the data in the angular position as the X-values of the dispersion characteristics; and comparing the X values of the dispersion characteristics in order to obtain the degree of dispersion between these angular positions.

Due to this, it is possible to prevent the cyclic nature of the data, the angular position and calculate the degree of dispersion of the angular position.

(4) the First control module 11 determines the data in the angular position corresponding to the highest value, as having the lowest degree of dispersion, when the largest value of the X-values of the dispersion characteristics exceeds the first threshold value of 0.57.

Because of this it is possible to provide a certain amount of accuracy.

(5) the First control module 11 determines the data in the angular position corresponding to the highest value, as having the lowest degree of dispersion, when, except for the value of the dispersion characteristics that have the highest value, all values X of the dispersion characteristics below the second threshold value of 0.37, which is less than the first threshold value of 0.57.

Because of this you can improve the accuracy of determination.

(6) For each period (one trip), when the wheels are moving in the same direction within a predetermined accumulated time of movement, the second module 12 to control Islam is Xtrpm dispersion characteristics between the data in the angular position for a certain period of time based on the data of angular positions, received within the above period, and calculates the total value of X the dispersion characteristics between the angular position based on the value Xtrpm the dispersion characteristics for the individual periods and at the end defines the data in the angular position corresponding to the greatest common X value of the dispersion characteristics of the common values of the dispersion characteristics, as having the lowest degree of dispersion.

Due to this, it is possible to suppress erroneous determination of the angular position due to vibration of the wheels when the vehicle is stopped, or when the vehicle is in reverse mode, and therefore can accurately detect the position of the wheels TPMS sensors 2.

(7) the Transmitter 2d includes a step S30 management tool (toggle) to switch the transmitter between 2d transfer mode in the standing position, in which the transmitter 2d passes in the interval tb (first interval), when the first predefined condition is true, and at all other times, switching to the normal mode in which the transmitter 2d passes in the interval ta (second interval), which exceeds the interval tb. The receiver 3 includes a module-definition mode) to determine the operating mode of the transmitter 2d using step S40, the control on which the estimates are made, identical to the estimates on the stage 30 control transmitter 2d.

Namely, the transmitter 2d contains the transmission modes having different intervals, to thereby control the amount of power consumed by the transmitter 2d. In addition, the receiver has the opportunity to determine the mode of the transmitter 2d even without communication functions; and can accurately detect the position of the wheel.

(8) the First predefined condition is true, when a predetermined time or more has passed at the time when the flag Fm movement disabled state, in which signals are not transmitted from the transmitter 2d); or before a predetermined time or more has passed, and before the number Sn of transmission transmitted in the interval tb, reaches a predetermined number. The receiver 3 is configured to save the number Sn of the techniques adopted during the course of the transmission mode in the standing position, and the data taken with them, and TPMSCU 4 (a means of determining the position of the wheels have the ability to determine the position of the wheel based on the stored data and newly received data.

When a predetermined time or more has passed, there is a possibility that the shift of tires made, and, consequently, the transmitter switches to 2d mode transmission in a permanent position. At this time, p is passing go with a smaller interval tb, which leads to the tendency to consume power. Therefore, even if, when the device is switched to the transmission mode in the standing position, the rotation of the wheels at the moment partially terminated, and the data transfer is terminated, provided that the device operates in the transmission mode in the standing position via the data transfer after the data previously transmitted packet in the standing position, you can reduce the number of transmissions and thus to control the amount of power consumed by the transmitter 2d. Additionally, TPMSCU 4 has a capability to determine the position of the wheel based on previously received data, and new data received, and, therefore, eliminates the risk of inconsistencies in the definition.

(9) the Receiver continues to perform the process control mode is selected and the selection process of the auto-learn mode (detection mode) up until a predetermined time has not passed, regardless of the state of the ignition switch.

Therefore, even if the vehicle starts moving, and the vehicle stops during operation in auto-learn mode, and the ignition switch is turned off, no deviation occurs between the definition of the mode in the transmitter 2d and definition in the receiver. Accordingly, when re is luchtel ignition is switched on again within a predetermined time, and the motion starts, the data is already transmitted by the transmitter 2d, and new data to be transmitted effectively used in the receiver 3, and you can control the amount of power consumed by the transmitter 2d.

The second option of carrying out the invention

Fig.16 is a block diagram of the control TPMSCU 4, which performs a control to determine the positions of the wheels of the second variant implementation. TPMSCU 4 (a means of determining the position of the wheel) contains the module 4a calculation of angular positions, module 4b calculate the variance, module 4c determining the position of the wheels, and a storage device 4d. Module 4a calculation of angular positions, module 4b calculate the variance, module 4c determine the positions of the wheels are the processes identical to the processes module 11a calculations of the angular positions, module 11b calculate the variance, module 11c determine the positions of the wheels of the first variant of implementation, illustrated in Fig.7. In addition, in the second embodiment, module 4c determining the position of the wheels keeps the binding between the identity of the sensors and the positions of the wheels through the update storage device 4d.

The management process by determining the positions of the wheels

The sequence of operations management process to determine the positions of the wheels of the second variant implementation is identical consequently the particular operations of the first process control to determine the positions of the wheels of the first variant implementation, is illustrated in Fig.10, and as a consequence, the drawings and descriptions here are not included.

Therefore, with the exception of the second control operation to determine the positions of the wheels, the operations described in the first embodiment, can be implemented in the second embodiment.

The following describes the advantages.

Device for monitoring the air pressure in the tires of the second variant implementation demonstrates the following advantages in addition to advantages (1) and (7) to(9) described for the first variant implementation.

(10) TPMSCU 4 converts the angular position of each of the wheels 1 in the vector with initial point at the origin in a two-dimensional plane and the end point at the point (cosθ, sinθ) on the circumference of a unit circle; calculates the scalar value of the mean vector (ave_cosθ, ave_sinθ) vectors for the data in the angular position as the X-values of the dispersion characteristics; determines the largest value of X values of the dispersion characteristics, has the lowest degree of dispersion.

Due to this, it is possible to prevent the cyclical nature and to calculate the degree of dispersion of the angular position.

(11) When the largest value of the X-values of the dispersion characteristics exceeds the first threshold value of 0.57, TPMSCU 4 defines the data in the angular position corresponding to the highest value, as have their lowest degree of dispersion.

Because of this it is possible to provide a certain amount of accuracy.

(12) With the exception of the values of the dispersion characteristics that have the highest value when the X values of the dispersion characteristics below the second threshold value of 0.37, which is less than the first threshold value of 0.57, TPMSCU 4 defines the data in the angular position corresponding to the highest value, as having the lowest degree of dispersion.

Because of this you can improve the accuracy of determination.

The third variant embodiment of the invention

Fig.17 is a block diagram of the control TPMSCU 4, which performs a control to determine the positions of the wheels of the third draft of the implementation. TPMSCU 4 (a means of determining the position of the wheel) contains the module 4a' calculations of the angular positions, module 4b' calculate the variance, module 4c' determine positions of the wheels, and a storage device 4d.

Module 4a' calculations of the angular positions, module 4b' calculate the variance, module 4c' determine positions of the wheels are the processes identical to the processes of module 12a calculations of the angular positions of module 12b calculate the variance, module 12c determine the positions of the wheels of the first variant of implementation, illustrated in Fig.7. In addition, in the third embodiment, module 4c' determine positions of the wheels maintains a binding between an IDs sensor is in and the positions of the wheels through the update storage device 4d.

The management process by determining the positions of the wheels

The sequence of operations management process to determine the positions of the wheels of the third variant of the implementation is identical to the sequence of operations of the second control process to determine the positions of the wheels of the first variant of implementation, illustrated in Fig.11, and as a consequence, the drawings and descriptions here are not included.

Therefore, with the exception of the first operation control to determine the positions of the wheels, the operations described in the first embodiment, can be implemented in the third embodiment.

The following describes the advantages.

Device for monitoring the air pressure in the tires of the third variant implementation demonstrates the following advantages in addition to advantages (1) and (7) to(9) described for the first variant implementation.

(13) TPMSCU 4 accumulates in the quality of the data in the angular position of the wheel 1 angular position of the wheels 1, repeatedly received when transmitted wireless signal that includes a specific identifier of the sensor, during the period when the wheel 1 to rotate in an identical direction; and determines the position of the wheel corresponding to the given angular position having the lowest degree of dispersion among the data of the angular position, as the position of the wheels for the front of the Chica 2d, corresponding to the ID sensor.

Due to this, it is possible to suppress erroneous determination of the angular position due to vibration of the wheels when the vehicle is stopped, or when the vehicle is in reverse mode, and therefore can accurately detect the position of the wheels TPMS sensors 2.

(14) TPMSCU 4 calculates the degree of dispersion (Xtrp1, Xtrp2, ..., Xtrpm) between the angular positions within a variety of periods, when the wheel 1 to rotate in the same direction until until accumulated time of motion for the vehicle reaches a predetermined time (eight minutes); and calculates the final degree of dispersion (the final value of X the dispersion characteristics) on the basis of the degree of dispersion for each of the periods.

It thus simplifies the determination of the degree of dispersion for the angular position of the wheel 1.

(15) TPMSCU 4 weighs the degree of dispersion for each of the periods by assigning a larger weight coefficient of the angular position with a large number of data elements and calculates the final degree of dispersion based on the weighted degree of variance for each of the periods.

It thereby increases the reliability of the final degree of variance.

(16) From a variety of periods TPMSCU 4 calculates the final degree of dispersion on the basis of degree d is Persii for periods having a predetermined number (three times) or more items of data for the angular position.

It thereby increases the reliability of the final degree of variance.

The fourth variant embodiment of the invention

Fig.18 is a diagram of a device configuration monitoring the air pressure in the tires in the fourth embodiment. The fourth option implementation contains the switch 10 of the driving mode (SW mode motion) in addition to the configuration illustrated in Fig.1 for the first variant implementation.

Management determine the positions of the wheels

Fig.19 is a block diagram of the control TPMSCU 4, which performs a control to determine the positions of the wheels of the fourth variant of implementation. Along with the configuration of the first variant of implementation, illustrated in Fig.7, TPMSCU 4 (a means of determining the position of the wheel) contains the module 4e determine the stop/reverse (the means of determining the specific condition of the vehicle) and the module 4f correction counter values (the means of correction counter values).

When the signal transmission range of the switch 10 of the driving mode corresponds to a Parking range powertrain (P), or when all of the counter values for the pulse of the rotational speed of the wheels is not counted (count increased) during the tentative is but a certain time (for example, 400 MS) or more, the module 4e determine the stopping/reversing determines that the vehicle is stopped, and outputs the signal to determine the stop of the vehicle in the module 4f correction counter values. Additionally, when the signal transmission range of the switch movement mode corresponds to a range reverse transmission (R), the module 4e determine the stopping/reversing determines that the vehicle is in reverse mode, and outputs the signal to the rear of the vehicle in the module 4f correction counter values.

If the module 4e determine the stopping/reversing determines that the vehicle is stopped, the module 4f correction values of the counter displays the adjusted counter value in module 4a calculation of angular positions, while the adjusted counter value is the result of subtracting the number according to the count value when the vehicle is stopped, the counter values of the pulses of the wheel speed of the vehicle, the output from the ABS module 6-control (calculation tools counter values). If the module 4e determine the stopping/reversing determines that the vehicle is in reverse mode, the module 4f correction values of the counter displays skorrektirovannoe counter in module 4a calculation of angular positions, while the adjusted counter value is the result of subtracting the number of which is equal to two times the number according to the count value, while the vehicle is in reverse mode, the counter values of the pulses of the wheel speed of the vehicle, the output from the ABS module 6-control. Finally, if neither stop nor reverse gear of the vehicle is not defined, then the counter value output from the module 6 ABS control is displayed without changes in module 4a calculation of angular positions.

The management process by determining the positions of the wheels

Fig.20 is a flowchart of the operational sequence of the method, illustrating the sequence of operations management process to determine the positions of the wheels in the fourth embodiment. Each step in this sequence of operations is described below. However, despite the fact that the stages having processing identical to the processing of the first process control to determine the positions of the wheels of the first variant of implementation, illustrated in Fig.10 assigned identical numbers of stages, the same descriptions are not repeated here.

At step S11 module 4a calculation angular positions accepts TPMS data from a sensor having a sensor ID=1, while the counter value DL the pulses of the wheel speed is entered into the module 4e determine the stop/reverse.

At step S12 module 4e determine the stopping/reversing determines that the vehicle is stopped or in reverse mode or not, while the module to the correction of the counter determines, defines, or there is no module 4e determine the stop/reverse stop of the vehicle or reverse travel of the vehicle; if "Yes", control goes to step S13, and if "No", control goes to step S2.

At step S13, the correction module counter values adjusts the value of the counter. If the module 4e determine the stop/rear turn determines the stop of the vehicle, the module correction values of the counter subtracts the number according to the value of the counter during stop of the vehicle from the counter value output from the ABS module 6-control. On the other hand, if the module 4e determine the stop/rear turn determines the reverse gear of the vehicle, the module correction values of the counter subtracts two times the number according to the value of the counter during reversing of the vehicle from the counter value output from the ABS module 6-control.

The following describes the operation.

As described in the first embodiment, the auto-learn mode, when the vehicle stops, the wheel 1 to the tenderly vibrates together with the vibration of the vehicle, caused by shift when the vehicle is stopped, or caused by taxiing or when boarding or disembarking passengers from the vehicle, and due to this, the value for the momentum of a wheel speed may increase as a result of vibration, although the wheel is not actually spinning. In addition, if the vehicle drives back during the auto-learn mode, the value for the momentum of the wheel speed increases, while the wheels rotate in the reverse mode.

TPMSCU 4 uses the fact that there is a constant relationship between the angular position of the identical wheel and the counter value for the momentum of wheel speed to calculate the degree of dispersion for the angular position. Considering the fact that the position of the wheel is determined if there is a deviation in the relationship between angular position and the counter value for the momentum of the wheel speed from the relationship (pre-defined relationship), when TPMSCU 4 specifies the reference number of teeth of the gears, this reduces the accuracy in the calculation of the degree of dispersion in these angular positions, so that TPMSCU 4 unable to accurately determine the binding between the identity of the sensors and the position of the wheels that could potentially cause a delay in the process of determining the position of the wheels.

With the neighbors of this, TPMSCU in the fourth embodiment determines the stopped or not the vehicle is, and if it is determined that the vehicle is stopped, outputs the corrected value of the counter in module 4a calculation of angular positions, while the adjusted counter value is the result of subtracting the number according to the count value when the vehicle is stopped, the counter values of the pulses of the wheel speed of the vehicle, the output from the ABS module 6-control. Wheel 1 stop rotation when the vehicle is stopped, therefore, the pulses of the wheel speed calculated during this period can be considered as caused by vibrations of the wheel 1. Therefore, subtracting the counted number caused by the vibration of the wheel 1 from the counter value in the force that restores the relationship between the angular position of the identical wheel and the counter value for the momentum of the rotational speed of the wheels as the relationship, when set to the reference number of the gear teeth, so that it may be determined angular position of the wheel 1. Accordingly, taking into account the fact that the erroneous determination of the position of the wheel can be suppressed, and can be computed the value of X dispersion characteristics, which in fact, with the flows with the actual angular position of the wheel 1, the binding between the identity of the sensors and the positions of the wheels can be precisely defined in order to suppress the probability of delay for determining the positions of the wheels.

In addition, TPMSCU in the fourth embodiment, determines what is or is not the vehicle is in reverse mode, and if the vehicle is in reverse mode, displays the adjusted counter value in module 4a calculation of angular positions, while the adjusted counter value is the result of subtracting the number of which is equal to two times the number according to the count value, while the vehicle is in reverse mode, the counter values of the pulses of the wheel speed of the vehicle, the output from the ABS module 6-control. Wheel 1 rotating back, while the vehicle is in reverse mode, therefore, the pulses of the wheel speed calculated during this period can be considered as caused by rotation of the wheel 1 in the reverse mode. Therefore, subtracting the counted number caused by the rotation of the wheel 1 in the reverse mode, the counter value in force that restores the relationship between the angular position of the identical wheel and the counter value for the pulse is and the speed of rotation of the wheels as the relationship, when set to the reference number of the gear teeth, so that it may be determined angular position of the wheel 1. Accordingly, taking into account the fact that the erroneous determination of the position of the wheel can be suppressed, and can be computed the value of X dispersion characteristics, which in fact coincides with the actual angular position of the wheel 1, the binding between the identity of the sensors and the positions of the wheels can be precisely defined in order to suppress the probability of delay for determining the positions of the wheels.

Determination of stopping the vehicle or to the rear of the vehicle

In the fourth embodiment, the vehicle is defined as stopped, when you select the Parking range transmission, or when all of the counter values for the pulse of the rotational speed of the wheels is not counted within a predetermined time (400 MS) or more.

In General, when the speed of the vehicle is calculated using the sensor wheel speed, vehicle speed is 0 km/h for a range of extremely low speeds of the vehicle (for example, less than 3 km/h); therefore, it is impossible to reliably determine that stopped or not the vehicle of the pulse of the rotational speed of the wheels. With this in mind, when wybir who is Parking the transmission range, automatic transmission is blocked internally, and the driving wheels cannot move, therefore, there is a high probability that the vehicle is stopped. Therefore, determining whether stopped or not the vehicle based on the selected or no Parking transmission range, this increases the accuracy of determining stopped or not the vehicle.

If all of the counter values for the pulses of the wheel speed is not counted within a predetermined time (400 MS) or more, there is a strong likelihood that the wheel stops spinning. Therefore, determining whether stopped or not the vehicle based on the interval of the pulses of the wheel speed increases the accuracy of determining stopped or not the vehicle. The reason for all values of the counter for the pulses of the wheel speed is that when the vehicle starts to move on a slippery road, and drive wheel slips, taking into account the fact that the drive wheel rotates and the follower wheel is not rotating, the situation may be mistakenly judged as the stop of the vehicle.

In addition, in the fourth embodiment, the vehicle is determined by the spacecraft is in the reverse mode, when you select the Parking range transmission. Considering the fact that the vehicle is virtually unable to move forward at a time when the selected Parking transmission range, determining that the vehicle is in reverse mode, based on whether selected or not, the range of the reversing transmission, because this increases the accuracy of determining whether the vehicle is in reverse mode.

The following describes the advantages.

Device for monitoring the air pressure in the tires of the fourth variant of the implementation demonstrates the following advantages in addition to advantages (1) and (7) to(9) described for the first variant implementation, and benefits (10)-(12), described for the second variant implementation.

(17) is Provided by the module 4e determine the stop/reverse to determine the specific condition of the vehicle (stop the vehicle, back up vehicle), in which the relationship between the angular position for an identical wheel and the counter value deviates from a predetermined relationship, and the correction module counter values for the correction counter value so that when a specific condition of the vehicle is determined, the relationship between angular psycially wheels and the counter value is approaching a pre-defined relationship.

Due to this, it is possible to correct the deviation between the angular position of the identical wheel and the counter value for the momentum of the rotational speed of the wheels and thereby accurately determine the position of the wheel TPMS sensor 2.

(18) Module 4e determine the stop/rear turn determines the stopped or not a vehicle, and a module 4f correction values of the counter subtracts the number according to the count value during the period when the vehicle is determined as stopped, the counter value output from the ABS module 6-control.

Accordingly, the position of the wheel can be mistakenly identified as a result of vibration of the wheel 1 when the vehicle is stopped; however, it is erroneous determination of the position of the wheel can be suppressed, and can be computed the value of X dispersion characteristics, which in fact coincides with the actual angular position of the wheel 1; therefore, the binding between the identity of the sensors and the positions of the wheels can be precisely defined in order to suppress the probability of delay for determining the positions of the wheels.

(19) Module 4e determine the stopping/reversing determines that the vehicle is stopped, when you select the Parking range of the transmission; therefore, stopping the vehicle can be more accurate, what about the defined.

(20) Module 4e determine the stopping/reversing determines that the vehicle is stopped, when the pulses of the wheel speed does not derive from all sensors 8 of the wheel speed within a predetermined time or more; therefore, the stop of the vehicle can be more accurately defined.

(21) Module 4e determine the stop/rear turn determines what is or is not the vehicle is in reverse mode, and the module 4f correction values of the counter subtracts the number of which is equal to two times the number according to the count value during the period, the vehicle is determined as being in the reverse mode, the counter value output from the ABS module 6-control.

Accordingly, the position of the wheel may be erroneously determined due to the location of the vehicle in the reverse mode; however, it is erroneous determination of the position of the wheel can be suppressed, and can be computed the value of X dispersion characteristics, which in fact coincides with the actual angular position of the wheel 1; therefore, the binding between the identity of the sensors and the positions of the wheels can be precisely defined in order to suppress the probability of delay for determining the positions of the wheels.

(22) the Module 4e determine the stop and/reversing determines the that the vehicle is in reverse mode, when selected range reverse transmission; therefore, the reverse gear of the vehicle can be more accurately defined.

Other embodiments of the inventions

The best modes of the invention are described based on the drawings and in accordance with the above variants of implementation; however, the specific configuration of the present invention is not limited to these options, implementation, modification in design, etc. are also included within the scope of the present invention as long as the modifications do not deviate from the essence and scope of the present invention. For example, embodiments of illustrate an example in which the auto-learn mode continues until the number Sn of the techniques will not reach a predetermined number of times, however, TPMSCU can change the monitoring mode until reaching a predetermined number of times, if all positions of the wheels are in auto-learn mode. In this case, the transmitter can operate in transmission mode in the standing position up until the number of transmissions reaches a predetermined number of times, and the receiver, in addition to identifying the operating mode, you may use the received information.

1. Device monitoring pressure is I of tyre, which monitors the air pressure in the tires and contains:
the means for determining the air pressure in the tires installed on the wheels with tires, for determining the air pressure in the tires;
the transmitter, located on each wheel, for transmitting the wireless signal air pressure together with identification information associated with the transmitter;
the receiver located on the body of the vehicle, for receiving wireless signals;
a means of determining the angular positions located on the body of the vehicle so that it corresponds to each of the wheels, for determining the angular position of the wheel; and
means for determining the positions of the wheels, which accumulates as the data of the angular position of wheel angular position of the wheels obtained repeatedly, when transmitted wireless signal that includes certain identifying information; and determines the position of the wheel corresponding to the given angular position having the lowest degree of dispersion among the data of the angular position, as the position of the wheels to the transmitter corresponding to the identification information;
this means of determining the position of the wheels converts the angular position of each wheel in the vector with initial point at the origin in a two-dimensional plane and the end point in the point is on the circumference of a unit circle; calculates the scalar value of the mean vector of the vectors for the data in the angular position as the value of the dispersion characteristics; and determines the largest value of the values of the dispersion characteristics, has the lowest degree of dispersion.

2. The device under item 1, in which the means for determining the positions of the wheels determines the data in the angular position corresponding to the highest value, as having the lowest degree of dispersion, when the largest value of the values of the dispersion characteristics exceeds the first threshold value.

3. The device according to p. 2 in which the means for determining the positions of the wheels determines the data in the angular position corresponding to the highest value, as having the lowest degree of dispersion, if, except for the value of the dispersion characteristics that have the highest value, all values of the dispersion characteristics below the second threshold value smaller than the first threshold value.

4. The device according to p. 1, additionally containing:
the sensor wheel speed output pulse of the rotational speed of the wheels, which is a quantitative ratio of speed of rotation of the wheel;
the tool calculate counter values to calculate the value of the counter for the pulses of the wheel speed;
moreover, the means of determining the angular along the way determines the angular position of the wheels of the counter value for the momentum of a wheel speed; and
the means of determining the specific condition of the vehicle to determine the specific condition of the vehicle, in which the relationship between the angular position of the identical wheel and the counter value deviates from the predetermined relationship; and
tool correction values of the counter, which corrects the counter value so that the relationship between the angular position of the wheels and the counter value is approaching a pre-defined relationship, when it is mentioned specific condition of the vehicle.

5. The device according to p. 4, in which the means of determining the specific condition of the vehicle indicates that the vehicle is stopped; and means for correcting the values of the counter subtracts the number according to the count value during the period when the vehicle is determined as stopped, the counter value calculated by the calculation tools of the counter values.

6. The device under item 5, in which the means of determining the specific condition of the vehicle indicates that the vehicle is stopped, when you select the Parking range transmission.

7. The device according to p. 6, in which the means of determining the specific condition of the vehicle determines that the salvage vehicle is stopped, when the pulses of the wheel speed does not derive from all sensors wheel speed during the second predetermined time or more.

8. The device under item 5, in which the means of determining the specific condition of the vehicle indicates that the vehicle is stopped, when the pulses of the wheel speed does not derive from all sensors wheel speed during the second predetermined time or more.

9. Device according to any one of paragraphs.4-8, in which:
the means of determining the specific condition of the vehicle determines that the vehicle is in the reverse mode; and
tool correction values of the counter subtracts the number of which is equal to two times the number according to the count value during the period when the vehicle is determined as being in the reverse mode, the counter value calculated by the calculation tools of the counter values.

10. The device under item 9 in which the means of determining the specific condition of the vehicle determines that the vehicle is in reverse mode, when selected range reverse transmission.

11. The device under item 9, in which:
the transmitter has a tool to toggle that switch which includes a transfer mode in the standing position, in which the transmitter transmits, in the first interval, when the first predefined condition is true; and at all other times switches to the normal mode in which the transmitter transmits a second interval which is greater than the first interval; and the receiver has a detection mode to determine the operating mode of the transmitter using the estimates are identical to the estimates in the assessment tool mode in the transmitter; however, the first predefined condition is true when the third predetermined time or more has passed, and the signals are not transmitted from the transmitter, or until as the third predetermined time or more has passed, and before the number of transmission sent during the first interval reaches a predetermined number;
the receiver stores the number of tricks taken during a transmission mode in a constant position, and the data taken with them; and
means for determining the positions of the wheels determines the position of the wheel based on the said stored data and newly received data.

12. The device according to p. 11, in which the receiver continues module operation definition mode regardless of the state of the ignition switch until then, until it has passed the third predetermined time.

13. The device according to any of the C PP.1-8 or 10, where:
the transmitter has a tool to toggle that switches the transmission mode in the standing position, in which the transmitter transmits, in the first interval, when the first predefined condition is true; and at all other times switches to the normal mode in which the transmitter transmits a second interval which is greater than the first interval; and the receiver has a detection mode to determine the operating mode of the transmitter using the estimates are identical to the estimates in the assessment tool mode in the transmitter; however, the first predefined condition is true when the third predetermined time or more has passed, and the signals are not transmitted from the transmitter, or before the third predetermined time or more has passed, and before the number of transmission sent during the first interval reaches a predetermined number;
the receiver stores the number of tricks taken during a transmission mode in a constant position, and the data taken with them; and
means for determining the positions of the wheels determines the position of the wheel based on the said stored data and newly received data.

14. The device according to p. 13, in which the receiver continues module operation definition mode regardless of the state of arelocated ignition until until it has passed the third predetermined time.

15. Device for monitoring the air pressure in the tires, which monitors the air pressure in the tires and contains:
the means for determining the air pressure in the tires installed on the wheels with tires, for determining the air pressure in the tires;
the transmitter, located on each wheel, for transmitting the wireless signal air pressure together with identification information associated with the transmitter;
the receiver located on the body of the vehicle, for receiving wireless signals;
the sensor wheel speed output pulse of the rotational speed of the wheels, which is a quantitative ratio of speed of rotation of the wheel;
a means of determining the angular positions located on the body of the vehicle so that it corresponds to each of the wheels, for determining the angular position of the wheel; and
means for determining the positions of the wheels, which accumulates as the data of the angular position of wheel angular position of the wheels obtained repeatedly, when transmitted wireless signal that includes certain identifying information; and determines the position of the wheel corresponding to the given angular position having the lowest degree of dispersion among the data of the angular position, as is osili wheels for transmitter, the corresponding identification information;
this means of determining the position of the wheels calculates the degree of dispersion between the angular position during the many periods when the wheels rotate in one direction until until accumulated time of motion for the vehicle reaches the first predetermined time; and calculates the final degree of dispersion on the basis of the degree of dispersion for each of the periods indicated.

16. The device according to p. 15, in which the means for determining the positions of the wheels, and weighing the degree of dispersion for each of the periods by assigning a larger weight coefficient of the angular position with a large number of data elements and calculates the final degree of dispersion based on the weighted degree of variance for each of the periods.

17. The device according to p. 16, in which many periods, a means of determining the position of the wheels calculates the final degree of dispersion on the basis of the degree of dispersion for periods having a predetermined number or more data elements for angular position.

18. The device according to p. 15, in which many periods, a means of determining the position of the wheels calculates the final degree of dispersion on the basis of the degree of dispersion for periods having a predetermined number or more elementorganic for the angular position.

19. Device according to any one of paragraphs.15-18, in which:
the transmitter has a tool to toggle that switches the transmission mode in the standing position, in which the transmitter transmits, in the first interval, when the first predefined condition is true; and at all other times switches to the normal mode in which the transmitter transmits a second interval which is greater than the first interval; and the receiver has a detection mode to determine the operating mode of the transmitter using the estimates are identical to the estimates in the assessment tool mode in the transmitter; however, the first predefined condition is true when the third predetermined time or more has passed, and the signals are not transmitted from the transmitter, or before the third predetermined time or more has passed, and before the number of transmission sent during the first interval reaches a predetermined number;
the receiver stores the number of tricks taken during a transmission mode in a constant position, and the data taken with them; and
means for determining the positions of the wheels determines the position of the wheel based on the said stored data and newly received data.

20. The device according to p. 19, in which the receiver continues module operation identifying the ia mode regardless of the state of the ignition switch until until it has passed the third predetermined time.

21. Device for monitoring the air pressure in the tires, which monitors the air pressure in the tires and contains:
the means for determining the air pressure in the tires installed on the wheels with tires, for determining the air pressure in the tires;
the transmitter, located on each wheel, for transmitting the wireless signal air pressure together with identification information associated with the transmitter;
the receiver located on the body of the vehicle, for receiving wireless signals;
the sensor wheel speed output pulse of the rotational speed of the wheels, which is a quantitative ratio of speed of rotation of the wheel;
a means of determining the angular positions located on the body of the vehicle so that it corresponds to each of the wheels, for determining the angular position of the wheel; and
means for determining the positions of the wheels, which accumulates as the data of the angular position of wheel angular position of the wheels obtained repeatedly, when transmitted wireless signal that includes certain identifying information; and determines the position of the wheel corresponding to the given angular position having the lowest degree of dispersion among the data of the angular position, as is osili wheels for transmitter, the corresponding identification information;
this means of determining the position of the wheel additionally includes:
the first determining module, which is before the accumulated motion of the vehicle reaches a predetermined accumulated driving time, calculates the degree of variance of the data position of the wheel when the number of data items data for the angular position is a predetermined number or more; calculates the degree of variance between the data position of the wheel and determines the position of the wheel corresponding to the given angular position having the lowest degree of dispersion, as the position of the wheels to the transmitter corresponding to the identifier of the sensor; and
the second determining module, which, when the accumulated driving time of the vehicle reaches a predetermined accumulated driving time, calculates the degree of variance between the data position of the wheel and determines the position of the wheel corresponding to the given angular position having the lowest degree of dispersion, as the position of the wheels to the transmitter corresponding to the ID sensor.

22. The device according to p. 21, in which the means for determining the positions of the wheels converts the angular position of each wheel in the vector with initial point at the origin of the active ingredient is dimensional plane and the end point at the point on the circumference of a unit circle; calculates the scalar value of the mean vector of the vectors for the data in the angular position as the value of the dispersion characteristics; and compares the values of the dispersion characteristics and determines the degree of dispersion between the values of the dispersion characteristics.

23. The device according to p. 22, in which the first determining module determines the data in the angular position corresponding to the highest value, as having the lowest degree of dispersion, when the largest value of the X-values of the dispersion characteristics exceeds the first threshold value.

24. The device according to p. 23, in which the first determining module determines the data in the angular position corresponding to the highest value, as having the lowest degree of dispersion, if, except for the value of the dispersion characteristics that have the highest value, all values of the dispersion characteristics below the second threshold value smaller than the first threshold value.

25. Device according to any one of paragraphs.22-24, in which for each period, when the wheels move in the same direction within a predetermined accumulated time of movement, the second control module calculates the value of the dispersion characteristics between the data in the angular position for a certain period of time based on the data of the angular position obtained in those who tell the mentioned period, and calculates the total value of the dispersion characteristics between the angular position based on the value of the dispersion characteristics for the individual periods and at the end defines the data in the angular position corresponding to the highest total value of the dispersion characteristics of the common values of the dispersion characteristics, as having the lowest degree of dispersion.

26. The device according to p. 25, in which:
the transmitter has a tool to toggle that switches the transmission mode in the standing position, in which the transmitter transmits, in the first interval, when the first predefined condition is true; and at all other times switches to the normal mode in which the transmitter transmits a second interval which is greater than the first interval; and the receiver has a detection mode to determine the operating mode of the transmitter using the estimates are identical to the estimates in the assessment tool mode in the transmitter; however, the first predefined condition is true when the third predetermined time or more has passed, and the signals are not transmitted from the transmitter, or before the third predetermined time or more has passed, and before the number of transmission sent during the first interval, reaches the pre is about a specific number;
the receiver stores the number of tricks taken during a transmission mode in a constant position, and the data taken with them; and
means for determining the positions of the wheels determines the position of the wheel based on the said stored data and newly received data.

27. The device according to p. 26, in which the receiver continues module operation definition mode regardless of the state of the ignition switch until then, until it has passed the third predetermined time.

28. Device according to any one of paragraphs.21-24, in which:
the transmitter has a tool to toggle that switches the transmission mode in the standing position, in which the transmitter transmits, in the first interval, when the first predefined condition is true; and at all other times switches to the normal mode in which the transmitter transmits a second interval which is greater than the first interval; and the receiver has a detection mode to determine the operating mode of the transmitter using the estimates are identical to the estimates in the assessment tool mode in the transmitter; however, the first predefined condition is true when the third predetermined time or more has passed, and the signals are not transmitted from the transmitter, or before the third pre-defined in EMA or more has passed, and before the number of transmission sent during the first interval reaches a predetermined number;
the receiver stores the number of tricks taken during a transmission mode in a constant position, and the data taken with them; and
means for determining the positions of the wheels determines the position of the wheel based on the said stored data and newly received data.

29. The device according to p. 28, in which the receiver continues module operation definition mode regardless of the state of the ignition switch until then, until it has passed the third predetermined time.



 

Same patents:

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

FIELD: physics, control.

SUBSTANCE: invention relates to a method of selecting at least one of a plurality of controlled devices, wherein each of the controlled devices is capable of transmitting a detectable signal. The method comprises steps of: receiving signals from a plurality of controlled devices through a plurality of receiving modules contained in the controlled device, where each receiving module separately detects signal contribution; determining the width and angle of incidence for each of the signals using correlation between different signal contributions; comparing the width and angle of incidence for each of the signals with a set of predetermined criteria and selecting at least one of the plurality of controlled devices best corresponding to the set of predetermined criteria.

EFFECT: enabling selection of a controlled device from a plurality of controlled devices by determining the width and angle of incidence of the signal emitted by said devices.

15 cl, 8 dwg

FIELD: physics, control.

SUBSTANCE: invention relates to remote radio control of a machine. The apparatus comprises at least one controlled drive of the movable part of a machine, includes a panel (10) with a control unit, a transmitting device and at least one motion sensor, wherein the control unit transmits user-input control commands to the transmitting device and compels the transmitting device to transmit said commands to the machine, particularly a corresponding receiving device, wherein the motion sensor detects movements of the panel (10) in the space around at least one axis of tilt (KA, DA) such that in motion mode, the detected movements are converted by the control unit into control commands transmitted to the machine, wherein the motion mode is activated by user input on the panel (10). According to the invention, the control unit is such that, upon activating the motion mode, the current position (I) of the panel (10) in space is detected as the current base position (I), as a result of which movement relative to said current base position (I) is detected by the motion sensor and transmitted by the control unit to the machine in form of control commands. Furthermore, the invention relates to a method of implementing the disclosed remote radio control.

EFFECT: high accuracy of detecting movement of a panel in space.

20 cl, 7 dwg

FIELD: electricity.

SUBSTANCE: invention is related to selection of a light source among several light sources by the remote control device. Technical result is reached due to the remote control device assembled for selection of a light source among several light sources. The remote control device has an omnidirectional transmitter and it is assembled in order to transmit through the omnidirectional transmitter instructions to light sources to send a directional signal with a code unique for each light source. Besides, the remote control device has a directional signal receiver, and it is assembled in order to receive directed signals from light sources, and a signal comparison circuit coupled to the directional signal receiver. The remote control device is assembled to select one source out of light sources based on received directional signals. Besides, the remote control device comprises a transmission indicator assembled to generate indication signal that specifies omnidirectional transmission, and it is assembled to initiate selection of one source out of light sources by indication signal.

EFFECT: reducing variation of time required for detection of codes of lighting parameters by the remote control device.

8 cl, 4 dwg

FIELD: radio engineering, communication.

SUBSTANCE: invention relates mainly to communication equipment. As per the first version of the invention, RFID identifier for identification of equipment is installed above screws for attachment of equipment to a rack. As per the second version, RFID identifier for identification of a unit (slot) of the rack is installed between rack skids on a moving bracket; besides, the identifier is shifted with equipment housing when the same equipment is being installed into the rack.

EFFECT: proposed design allows increasing reading distance of RFID identifiers in telecommunication racks.

9 cl, 2 dwg

FIELD: physics, communications.

SUBSTANCE: invention relates to selecting and controlling devices based on wireless communication technology. The wireless controller sends a test message to one or more devices; each device receives the test message, obtains information relating the location thereof relative to the wireless controller, determines the response time according to a first predefined rule based on the relative location information thereof; detects response signals from other devices until the response time expires; decides whether or not to send its response signal according to a second predefined rule and procedure for detecting response signals from other devices; the wireless controller receives response signals sent by devices after comparing information on the location of each device relative to the wireless controller and selects the target device from said devices.

EFFECT: reduced complexity, delay and power consumption when selecting wireless devices which are especially applicable for wireless illumination systems.

11 cl, 6 dwg

FIELD: electricity.

SUBSTANCE: transmitting part of a measurement system comprises sensors monitoring a reservoir and is equipped with an accumulator, the outlet of which is connected to the first inlet of a power supply controller. The inlet of the accumulator is connected to the first outlet of the power supply controller, the second inlet of which is connected to the first outlet of an exchange controller, and the second outlet - to the first inlet of the exchange controller. The first inlet of a radio transmitter is connected to the second outlet of the power supply controller, the second inlet is connected to the first outlet of the exchange controller, and the high-frequency outlet - with a transmitting antenna made as capable of sending messages to the centre of reception, to the receiving antenna. The receiving antenna is connected to a radio receiver, the outlet of which is connected to the inlet of the decoder. The transmitting part includes a barrier of spark protection, a solar battery, the outlet of which is connected to the third inlet of the power supply controller, and a unit of galvanic isolation, via which the second outlet of the power supply controller is connected to the first inlet of the radio transmitter, the first outlet of the exchange controller is connected to the second inlet of the radio transmitter, and the control outlet of the radio transmitter is connected to the third inlet of the exchange controller. Inlets of sensors via the spark protection barrier are connected to the second outlet of the exchange controller, the second inlet of which is connected to outlets of sensors. The first, second and third inlets of a protocol generator are connected accordingly with the first, second and third outlets of the decoder, the fourth inlet is connected to the outlet of the timer, and the outlet - to the monitor's inlet.

EFFECT: increased reliability and simplified efficient monitoring over reservoirs of a reservoir farm.

6 cl, 2 dwg

FIELD: physics, control.

SUBSTANCE: invention relates to a wireless control device. The wireless control device, having an antenna and a power collector for generating power for the device from a radio-frequency signal incident on the antenna, wherein the device further includes a power divider for dividing the incident signal and an up-converter stage, wherein the up-converter stage comprises one of a low-noise amplifier and dual-port mixer or a dual-port parametric amplifier, wherein the two ports include a first port for receiving a control signal to undergo up-conversion, and a second port for receiving an incident radio-frequency signal and for outputting an up-converted control signal at upper and lower sideband frequencies, wherein the antenna is connected to the second port.

EFFECT: improved conversion of transmission signal.

16 cl, 11 dwg

FIELD: information technology.

SUBSTANCE: one of the transmitting-receiving sides can transmit source information through a control subsystem and the other can receive source information through the control subsystem. The transmitting side includes a unit for presenting source information with a corresponding sequentially numbered set of integers, units for converting said set of numbers with elements for the proposed conversion, known only at the transmitting side, and units for converting the received set of numbers with elements for the proposed conversion, known only at that side and facilitating transmission thereof to the receiving side. The receiving side includes units for converting the received set of numbers with elements for the proposed conversion, known only at that side and facilitating transmission thereof to the transmitting side, units for converting the received set of numbers with elements for the proposed conversion, known only at that side and configured to restore the presentation of the source information by the corresponding set of integers and restoring the source information from said set of numbers.

EFFECT: high efficiency of transmitting and receiving information between two receiving and transmitting sides.

1 dwg

FIELD: measurement equipment.

SUBSTANCE: system for remote water temperature measurement of water reservoirs consists of transmitting stations located in floating buoys arranged in different places of water reservoir or in different water reservoirs, and a receiving station. Each transmitting station includes a receiving-transmitting antenna, a power supply unit, a transmitter, two temperature sensors related to converters, a double-input switch, an analogue-to-digital converter, a signal transmission end unit, a frequency request receiver and a timer. Besides, one sensor is located in top water layer and the other one in bottom water layer. Outputs of temperature converters are connected to inputs of the switch, the output of which is connected to the input of analogue-to-digital converter. One output of the switch is connected to the device for data processing and indication of the temperature measurement result of top water layer of the reservoir, and the other one to the device meant for data processing and indication of the temperature measurement result of bottom layer of the water reservoir. Each device for data processing and indication of temperature measurement result includes in-series connected demodulator, decoder, memory register and digital temperature indicator.

EFFECT: system allows requesting temperature data from one dispatch station and receiving that data from different water reservoirs and their different places.

1 dwg

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

FIELD: physics.

SUBSTANCE: for each speech signal of a person recorded from a microphone, a sequence of anatomical parameters characteristic for the said person is determined. The probability that the anatomical parameters belong to the said person, as well as the probability that the anatomical parameters do not belong to the said person is determined. Further, the ratio of these probabilities is calculated and then compared with one. Identity is verified. If the ratio of the probabilities is greater than one, the voice belongs to the said person, and if the ratio is less than one, the voice does not belong to the said person.

EFFECT: high accuracy of assessing identity of a voice in order to verify identity from the voice.

2 cl, 7 dwg

FIELD: physics; measurement.

SUBSTANCE: invention pertains to a device for monitoring pressure of fluids, contained in reservoirs or flowing through pipes. The said device has an axially symmetrical housing, which forms an outer cover of the device. The housing is held in distal position relative the joining body frame by a balance spring. The housing is moved in the axial direction relative the body frame, providing for switching the device from non-active to active state. The device is switched using an external force (F).

EFFECT: more accurate measurement of pressure.

33 cl, 39 dwg

FIELD: automotive industry; instrumentation engineering.

SUBSTANCE: proposed pneumocontroller includes sensor installed on wheel rim with sensing element inwards tire space, pressure indicator installed in vehicle and transmitting device. Transmitting device consists of contact ring installed on working surface of brake disk or drum, being insulated from drum, electric brush in contact with contact ring and arranged on protective cover of brake disk or on brake shoe and connecting circuit.

EFFECT: reduced wear of tires, improved stability and safety of vehicle on road.

4 cl, 7 dwg

The invention relates to the field of automotive service

The invention relates to the control and measurement technology for pressure control in large and super large-sized tires

The invention relates to vehicles and can be used to control pressure in the pneumatic tires of a moving tractor

The invention relates to the field of automotive service

The invention relates to a control system and instrumentation of the vehicle, in particular to devices controlling the pressure in a vehicle tire

Tire gauge // 2087885
The invention relates to the field of instrumentation, particularly to control devices for the air pressure in the tires of cars and other vehicles

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

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