Tire air pressure monitoring device

FIELD: transport.

SUBSTANCE: device includes the following: transmitter installed on each wheel to transmit detected air pressure data in wireless signal; angular position detection mechanism (wheel speed sensor) located on the side of vehicle body which corresponds to each wheel and detects angular position (wheel speed impulse) of each wheel and outputs angular position data (wheel speed impulse counter value) to communication line at preset time intervals (20 ms cycle); and angular position evaluation mechanism at the side of vehicle body (angular position calculation unit) which evaluates angular position (number of teeth) during transmission (time (t2) of data transfer command) by transmitters based on information about reception (time (t4) of reception completion) for wireless signal from transmitters and information about angular position (input times (t1, t5), number of teeth for wheels) entered via communication line.

EFFECT: higher accuracy of each wheel transmitter angular position detection for monitoring air pressure in vehicle tires.

12 cl, 12 dwg

 

The technical field to which the invention relates

[0001] the Present invention relates to a device for monitoring pressure in the tire to check the pressure of each tire of the vehicle.

The level of technology

[0002] Traditionally, a device of controlling the air pressure in the tire to determine the position of the wheel (the mounting position of the tire relative to the vehicle) is transmitter pressure sensor of the tire mounted on the tire of each wheel (patent document 1, for example).

The document of the prior art

Patent document

[0003] Patent document 1: JP 2007-245982 A: summary of the invention.

Problem to be solved by the invention

[0004] During movement of the vehicle, the transmitter rotates with the wheel, and there can be a difference in rotation speeds between the respective wheels.

Therefore, in order to accurately determine the wheel position of the transmitter, it is preferable to accurately detect the angular position (angle of rotation), in which the transmitter of each wheel is transmitting on the side of the vehicle body. However, if the information about the angular position of the wheel found on the side of the vehicle body, is inserted discretely (sporadically with pre-defined INTA�shaft time) it can be difficult to accurately detect the angular position on the side of the vehicle and possible deterioration in detection accuracy of the transmitter. The aim of the present invention is the provision of a device for monitoring tire pressure, which can more accurately determine the wheel position of the transmitter.

The mechanism to solve

In order to achieve the above objectives, according to the invention according to claim 1, angular position during transmission from the transmitter is estimated on the basis of the angular positions of the wheels, which are entered immediately before receiving a wireless signal from the transmitter and immediately after administration, respectively, inserted through the communication line insertion time of the angular position of the wheel and at the time of admission or time of completion.

Advantages of the invention

[0006] Accordingly, because it is possible to more accurately detect the angular position of the transmitter at each wheel during transmission from the transmitter, position transmitter wheel can be detected more accurately.

Brief description of the drawings

[0007] Fig. 1 is a configuration diagram illustrating a configuration of a control device of the air pressure in the tire in the first variant of implementation;

Fig. 2 diagram of the configuration of the TPMS sensor 2;

Fig. 3 - chart newspaper), an illustrated�sort of way to transfer each frame of the TPMS data in the first variant of implementation;

Fig. 4 is a block diagram of the control TPMSCU 4 to perform control of determining the position of the wheel;

Fig. 5 is a diagram illustrating a method of calculating the angular position of the TPMS sensor 2 (transmitter 2d);

Fig. 6 is another diagram illustrating a method of calculating the angular position of the TPMS sensor 2 (transmitter 2d);

Fig. 7 is a diagram illustrating a method of calculating the values of dispersion characteristics;

Fig. 8 is a block diagram of the sequence of operations illustrating the sequence of operations of the management process of determining the position of the wheel;

Fig. 9 is a diagram illustrating the relationship between the angular positions (the number of teeth of the rotor) of each of the wheels 1FL, 1FR, 1RL, 1RR, when the angular position of the TPMS sensor 2FL left front wheel 1FL takes the highest point, and the number of receptions of the TPMS data;

Fig. 10 is a diagram illustrating the zero point of each wheel;

Fig. 11 is a diagram illustrating a method of transmitting each frame TPMS data in the second variant of implementation; and

Fig. 12 is a diagram illustrating a method of transmitting each frame TPMS data in the third variant of implementation.

Detailed description of embodiments of the invention

[0008] In the following, implementation options for performing the present invention will be described with reference to the drawings.

[First variant of implementation]

Fig. 1 - Conf�gracianna scheme, illustrating the control device of air pressure or pneumatic pressure in the tire in the first variant implementation. In this figure, the ultimate symbols applied to each of the reference positions are intended to indicate the following: FL means left front wheel, FR indicates the front right wheel, RL means the left rear wheel, and RR means right rear wheel, respectively. In the following description, when not specifically required, a description of the FL, FR, RL and RR will be omitted.

The control device of air pressure or pneumatic pressure in the tire in the first version of the implementation is equipped with TPMS-sensor 2 (TPMS monitoring system tire pressure), the receiver 3, the control unit TPMS (TPMSCU) 4, a display 5 and 8 sensors the speed of rotation of the wheels. TPMS sensor 2 is installed on each of the wheels 1 and the receiver 3, TPMSCU 4, the display 5 and the 8 sensors of the speed of rotation of the wheel placed on the side of the vehicle body.

[0009] the TPMS sensor 2 is set in position air valve (not shown in the drawing) of each tire. Fig. 2 is a schematic diagram illustrating the configuration of the TPMS sensor 2. TPMS sensor 2 contains a pressure sensor (the mechanism for determining the air pressure in the tire) 2a, the acceleration sensor (G-sensor) 2b, the control unit sensor (CU sensor) 2c, the transmitter 2d and 2e battery button cell.

Here, the sensor 2a pressure measures giving�Linux [kPa] air tires.

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

CU 2c sensor operates on the power supplied from the battery 2e coin-type, and TPMS-data that contains information about the air pressure in the tire detected by the sensor 2a pressure, and sensor ID (identification information) is sent as a wireless signal from the transmitter 2d. In the first embodiment of the ID sensors in the numbers from 1 to 4.

[0010] CU 2c sensor compares the acceleration in the centrifugal direction detected G-sensor 2b, with the pre-set threshold value to determine the state of movement of the vehicle. When the acceleration in the centrifugal direction is smaller than the threshold value of the detection, executes the determination that the vehicle is stationary or motionless, so that the transmission of the TPMS data is terminated. On the other hand, when the acceleration in the centrifugal direction exceeds the threshold value of the detection, executes the determination that the vehicle is moving, and TPMS data will be transmitted within the prescribed time.

The receiver 3 receives the wireless signals output from each TPMS sensor 2, to decode and output them in TPMSCU 4.

[0011] TPMSCU 4 reads the corresponding TPMS data based on the sensor ID TPMS in-Yes�tion and with reference to the ratio of matching between each of the ID sensors and wheel positions (FL, FR, RL, RR), stored in the nonvolatile memory 4d (see Fig. 3), TPMSCU 4 determines which position the wheels are TPMS-data match, and indicates on the display 5 the air pressure in the tire contained in the TPMS data, as the pneumatic pressure of the corresponding wheel position. When the air pressure in the tire is below the lower limit threshold, the reduction in air pressure is communicated through color change display, blinking display, warning signal, etc.

[0012] Each sensor 8, the wheel speed is a pulse shaper, which generates a chain of pulses of a predetermined number z (z=48, for example) during each revolution of the wheel 1 and consists of a rotor in the form of a toothed wheel that rotates synchronously with the wheel 1, and the stator (permanent magnet plus coil) located facing to an outer circumference of the rotor on the vehicle body. When the rotor rotates and causes the projecting or extending outward surface of the rotor to cross the magnetic field formed around the circumference of the stator, thereby changing the density of the magnetic flux that generates an electromotive force changes which are outputted as pulse signals in ABSCU 6.

ABSCU 6 detects the wheel speed for each wheel 1 OS�ove pulses of the wheel speed from each of the sensors 8 of the wheel speed, and when any wheel shows a tendency to lock, performs antilock brake control by the use of ABS actuator (not shown) to adjust or to maintain the pressure of the wheel hydraulic brake cylinder of the wheel to thereby suppress the tendency to blocking. ABSCU 6 displays to CAN communication line is the count of the pulses of the wheel speed with a predefined time interval ΔT0 (20 MS period or cycle, for example).

[0013] As described above, based on the ratio of correspondence between the sensor ID and the wheel position stored in the memory 4d, TPMSCU 4 determines which wheel is taken TPMS-data belongs to. Therefore, when you are running a tyre rotation, while the vehicle is, the ratio of correspondence between the sensor ID and the wheel position stored in the memory 4d, is not consistent with the actual ratio of compliance, and it is impossible to determine which wheel belongs TPMS data. Here, "tyre rotation" refers to the operation of the swap provisions of the installation of the tires on the wheels to ensure even tyre wear and, thus, prolong the life (lifetime protector). For example, for passenger vehicles, usually tyres front/rear wheels change�I swapped as the tires left/right wheels.

Here, according to the first variant of implementation, in order to update and store in the memory 4d is the ratio of correspondence between the ID of each sensor and the position of each wheel after swapping the tires when there is a possibility that the tyre rotation was performed, the period of transmission of the TPMS data on the side of each TPMS sensor 2 is changed, and on the side TPMSCU4, on the basis of the period of transmission of the TPMS data and pulse speed of each wheel, will be able to determine how the associated wheel TPMS sensor.

[0014] [transfer Mode in a constant position]

When you define stop the vehicle immediately before driving of the vehicle is equal to or more than a predetermined time (e.g. 15 min), CU 2 with sensor for TPMS-sensor 2 detects that could be done tyre rotation.

When you define stop the vehicle immediately before driving the vehicle less than a predetermined time T1, CU 2c sensor performs a "normal mode" in which the TPMS data are transmitted within a constant or predetermined intervals (e.g., intervals of one minute). On the other hand, when the determination of the stop of the vehicle and is�and more pre-determined time T1, CU sensor performs "transmission mode at a constant or fixed position, in which, in the interval shorter than the transmission interval in normal mode (for example, at intervals of about 16 seconds), the TPMS data are transmitted at a constant or predetermined angular position.

[0015] the transmission Mode in a constant position is performed until, until the number of TPMS transmission data reaches a predetermined number of times (e.g., 40 cycles). When the number of transmissions reaches a predetermined number of times, the transmission mode in a constant position enters normal mode. When determination is made that the vehicle is before the number of cases of transmission of the TPMS data reaches a predetermined number of times, if the definition of a vehicle is shorter than a predetermined time (15 min), the transfer mode in the standing position before the vehicle stops continues until, until the number of transmissions reaches a predetermined number of times. When you define a vehicle is longer than a predetermined time, the continuation of the transmission mode in the standing position before the vehicle stops is cancelled and a new transfer mode permanent positions� begins.

[0016] In the transmission mode in a permanent position, based-dependent gravitational acceleration component of the acceleration in the centrifugal direction detected G-sensor 2b, 2c CU sensor determines when the transmission of the TPMS data transmission mode in a constant position. The acceleration in the centrifugal direction acting on TPMS sensor 2 varies in accordance with the acceleration/deceleration of the wheel 1, in addition, dependent on the gravitational acceleration component is always constant. I.e. the acceleration in the centrifugal direction acting on TPMS-sensor, shows the waveform with +1 [G] at the top, -1 [G] at the bottom point 0 and [G] in the middle position of 90° between the upper point and lower point. In other words, controlling the magnitude and the direction component of gravitational acceleration in the acceleration in the centrifugal direction, it is possible to detect or identify the angular position of the TPMS sensor 2. As a result, for example, bringing TPMS data at the peak dependent on the gravitational acceleration component, the TPMS data can be displayed continuously at the top.

[0017] In the transmission mode in a constant position 2c CU sensor sends many, and more specifically, three frames of the same content that includes information on tire pressure and sensor ID. The first frame is transmitted at the highest point, and at intervals of transmitted Dr�Goy frame. More specifically, the second frame is transmitted with the first time interval ΔT1 (100 MS, for example) after transmission of the first frame, the third frame after a time interval ΔT2 (140 MS, for example). The frame number (1-3) is added as the identification information in each frame, so the frame will be obvious.

[0018] [learning Mode]

When the time that has elapsed from the off position to the position of switching on the ignition, is equal to the predefined time T2 (e.g., 15 min) or more, TPMSCU 4 defines what could be done tyre rotation.

When the time that has elapsed from turning off before turning on the ignition switch that is shorter than a predetermined time T2, on the basis of information about the air pressure in the TPMS data transmitted from each TPMS sensor 2, TPMSCU 4 performs a "control mode" in which control of the air pressure in the tire of each wheel 1. On the other hand, when the elapsed time from turning off before turning the ignition for longer than the predetermined time, TPMSCU 4 performs a "learning mode" that will run until such time as the provisions of all wheels TPMS sensors 2 are not specified, or until, until a predetermined total movement time (e.g., 8 minutes) from the beginning of this mode. When the position of the wheels of all TPMS-Yes�Chikov defined, or predetermined total time elapsed, control goes to the monitoring mode.

[0019] Even in the learning mode, you can still control the air pressure in the tire from the pressure of the air contained in the TPMS data. Therefore, display of air pressure and a warning of low pressure air are performed on the basis of the ratio of correspondence between the sensor ID and the wheel position, currently held in the memory 4d during the automatic driving mode.

In the learning mode TPMSCU 4 takes the count of the pulses of the wheel speed from the ABS unit-control (ABSCU) 6 via CAN-bus connection 7, and performs control of determining the position of the wheel as described below.

[0020] [determination of the wheel position]

Fig. 4 is a block diagram of the control TPMSCU 4 to perform control of determining the position of the wheel. TPMSCU 4 is a block 4a calculate the angular position (a mechanism for detecting the angular position), section 4b calculate the variance, section 4c of determining the position of the wheel (the mechanism for determining the position of the wheel), the memory 4d, block 4e prohibit the detection of the angular position (the mechanism of the prohibition of detection).

Unit 4a calculate the angular position accepts TPMS data after decoding to remove them from the receiver 3, and the values of counters�ka pulses of wheel speed, derived from ABSCU 6 to CAN communication line 7 to compute the angular position (the number of rotor teeth) for each rotor, when the angular position of each TPMS sensor receives the upper point. Note that the "number of teeth" indicates which prong of the sensor 8, the wheel speed is calculated, and may be obtained by dividing the count value of pulses of the wheel speed on the value of the counter during each revolution of the tire (i.e., the number of teeth per revolution z=48). In the first variant of implementation, when the count of the pulses of the wheel speed of the first time interval from the start of the learning mode is entered, the value obtained by adding 1 to the remainder of the division operation the count of the number of teeth of 1 cycle or turnover is taken as the reference number of teeth. In the second and subsequent times, based on the counted number of pulses of the wheel speed relative to the reference number of teeth (i.e., the current counted value is the calculated value for the first time), number of teeth can be determined.

[0021] Fig. 5 is a diagram showing a method of calculating the angular position of the TPMS sensor 2 (transmitter 2d) of each wheel 1.

Unit 4a calculate the angular position in each case the reception of the TPMS data (first to third frame) save time and receive the content data. Additionally, every time a CR�enced the count of the pulses of the wheel speed via CAN communication line 7, saved time and input, and the counter value.

[0022] First, an explanation is given of when adopted by the first frame. Fig. 5 t1 represents the time at which the counter value (previous value) of pulses of the wheel speed is entered immediately before the reception of the TPMS data (first frame); t2 represents the time when the angular position of the TPMS sensor 2 reaches the upper point, and a command is issued to the transmission of the TPMS data (first frame); t3 represents the time when the TPMS sensor 2 is actually starting the transmission of the TPMS data (first frame), which may be considered as the same time when TPMSCU 4 starts receiving the first frame; t4 represents the time, when the reception of the TPMS data (first frame) by TPMSCU 4 completed; and t5 represents the time when you enter the count of the pulses of the wheel speed. In this case, which can be considered as the same time as the time at which the TPMS sensor 2 ends to transmit the first frame, t1, t4, and t5 is a time of input of the counter values (current values) for the pulses of the wheel speed immediately after the reception of the TPMS data (first frame). Unit 4a calculate the angular position, in addition to saving time t1, t4, and t5, and calculates the time t3 by deducting from time t4 to time Δt1 transmission (which is pre-set as a value unique to a transmitter and a receiver�and 2d, depending on the length of the data, for example, 10 MS) TPMS data (first frame, i.e., t4-Δt1 = t3). Note that instead of computing time t2 from time t4 to time t3 can be directly determined and stored to calculate the time t2 based on the time t3.

Therefore, the suggested number of teeth in t1 is zt1the number of teeth in t2 is zt2and the number of teeth in t5 is zt5accordingly, to establish equality, which follows below.

(t2−t1)/(t5−t1)=(zt2−zt1)/(zt5−zt1)

Because

zt2=zt1+(zt5−zt1)*(t2−t1)/(t5−t1)

number of teeth zt2is expressed by the following equation, when the angular position of the TPMS sensor 2 is at the top:

zt2=zt1+ (zt5−zt1)*(t2−t1)/(t5−t1) (1)

while (zt5-zt1)/(t5-t1) corresponds to the number of teeth per unit time.

It should be noted that the count of the pulses of the wheel speed is entered during reception of the TPMS data (Fig. 6). In this case, also, based on the time t1 at which the count value of pulses of the wheel speed is entered immediately before the reception of the TPMS data, and time t5 at which the count value of pulses of the speed of rotation� wheels is injected directly after the reception of the TPMS data, number of teeth zt2at the time t2 can be calculated using the equation described above.

As described above, block 4a calculation calculates the angular position angular position relative to each wheel during transmission from the transmitter 2d (t2, a command transmission) on the basis of the received information (time t4 completion of reception) wireless signal (transmitted data) from the transmitter 2d and information about the angular position of the wheel 1 (time t1, t5 input, number of teeth zt1, zt5) entered via CAN communication line 7.

[0023] Next, description will be given of method of calculation in the case of receiving the second frame without receiving the first frame. The second frame is transmitted through 100 MS after the transmission of the first frame, i.e. after a time interval ΔT1, which is five times the period ΔT0 (20 MS), which enter the count of the pulses of the wheel speed. Thus, in the above equation (1) using the previous zt1and zt5that is five times that period (ΔT0 × 5), which introduces the count value of the wheel speed can be calculated with the angular position of zt2the wheels at the point in time at which the angular position of the TPMS sensor 2 has reached the summit or top of the (at the time at which the command is issued to the transmission of the first frame). More specifically, it is assumed that the time in �AutoRAE the counter value (previous value) of pulses of the wheel speed immediately before the reception of the second frame equal to t1', the time at which the command is issued to the transmission of the second frame time of 100 MS from the time t2 commands transmission of the second frame, is equal to t2', the time at which TPMSCU 4 completed is actually to take the second frame, t4', and the time at which the count of the pulses of the wheel speed (current value) is entered directly after completion of reception of the second frame, is equal to t5'. Unit 4a calculate the angular position saves time t1', t4' and t5'. In addition, when determining the reception of the second frame based on the frame number, based on the following equations:

t1=t1'-100 MS

t4=t4'-100 MS

t5=t5'-100 MS

calculated the times t1, t4 and t5 (see Fig. 5), respectively. Additionally, block 4a calculate the angular position stores the number of teeth zt1at time t1, zt5- at time t5. In addition, the following equation is established.

(t2-t1)

= {t4-(t4-t3)-(t3-t2) -t1}

={t4'-(t4'-t3')-(t3'-t2'-'t1 }.

I.e., (t4'-t1')=(t4-t1), (t4'-t3')=(t4-t3)=Δt1, (t3'-t2')=(t3-t2)=Δt0. Consequently, the number of teeth zt2when the angular position of the TPMS sensor 2 has reached the highest or top point in time t2, can be calculated by the above equation (1). In addition, after calculating the same manner as the above equation (1) to obtain the number of teeth at the time t2' commands transmission of the second frame at the time t2' commands transmission of the second frame by subtracting the number of teeth at a time of 100 MS may also be a calculated number of teeth z t2during team t2 of transmission of the first frame.

[0024] Now, the description of the method of computation when receiving a third frame without receiving the first and second frames. The third frame is set to 140 MS after transmission of the second frame, i.e. after a time interval ΔT2, seven times larger entry period, which enter the count of the pulses of the wheel speed (ΔT×7). Thus, the block 4a calculate the angular position, when determining the reception of a third frame based on the frame number, calculates the number of teeth zt2in the point in time at which the angular position of the TPMS sensor 2 has reached the top point, with values of zt1, zt5that were represented by 12 frames (=5+7) previously in the above-mentioned equation (1).

[0025] Incidentally, the interval ΔT between frames is not limited to a multiple of the period of input of the counter pulses of the wheel speed ΔT0 (20 MS), but can use an arbitrary value. In this case, also, the number of teeth zt2in the point in time at which the angular position of the TPMS sensor 2 has reached the top of the (at the time t2, at which the command is issued to the transmission of the first frame), calculated on the basis of the received information (start time of reception and time of completion of reception of the frame than the first frame) from the transmitter 2d and information about the angular position (insertion time Zn�radiation counter and the number of teeth), entered via CAN communication line 7. In the first variant of implementation, since the time interval ΔT1 between frames is specified multiple (100 MS 140 MS) period ΔT0 input (20 MS) from the CAN-line connection 7, the calculation can be simplified.

[0026] Section 4b calculate the variance accumulates the angular position of each wheel 1, which is calculated in block 4a calculate the angular position ID for each sensor to obtain an angular position data, and calculates the degree of dispersion in each angular position data ID for each sensor as the value of the dispersion characteristics. The value computation of the dispersion characteristics is performed each time the angular position identical to the ID of the sensor is calculated by unit 4a calculation of angular position.

Fig. 7 is a diagram illustrating a method of calculating the values of the dispersion characteristics. According to the first variant implementation, it is assumed the unit circle (a circle with a radius equal to 1) with the origin (0, 0) on a two-dimensional plane, and the angular position θ [deg.] (=360×number of teeth of the rotor/48) of each wheel 1 is converted into a circumferential coordinates (cos θ, sin θ) on the unit circle. More specifically, the angular position of each wheel 1 is computed as follows: consider the vector with initial point (0, 0) as the starting point and coordinating�inati (cos θ, sin θ) as the end with length equal to 1, are the mean vectors (ave_cos θ, ave_sin θ) of each vector of the same angular position data, and calculates a scalar value of the mean vector as the X values of the dispersion characteristics of the angular position data:

(cos θ, sin θ)=(cos((zt2+1)*2π/48), sin((zt2+1)*2π/48)).

Therefore, suppose the number of cases of reception of the TPMS data is relatively identical sensor ID as n (n is a positive integer), the average vectors (ave_cos θ, ave_sin θ) are expressed as follows:

(ave_cos θ, ave_sin θ)=((Σ(cos θ))/n, (Σ(sin θ))/n).

The X value of the dispersion characteristics may, therefore, be represented as the following:

X=ave_cos θ2+ave_sin θ2.

The angular position of the wheel 1 is data about the angle of periodicity. Computing the value of X scalar dispersion as the value of the mean vector, it is possible to determine the rate of change of angular position, avoiding periodicity.

[0027] the determining Unit 4c of the wheel position compares the X value of the dispersion characteristics of every data of the angular position of one and the same sensor ID, which is calculated by the block 4b calculate the variance. When the highest value of the values X of the dispersion characteristics is larger than the first threshold value (for example, 0,57), and the X values of the dispersion characteristics of�presence of all three characteristics is less than the second threshold value (for example, 0,37), then the position of the wheel from the angular position data, which correspond to the maximum value X of the dispersion characteristics, i.e. the position of the sensor wheel 8, the wheel speed, who discovered these angular position data is determined as the position of the wheel TPMS sensor ID sensor these angular position data. Performing this definition ID for all sensors, the ratio of correspondence between the ID of each sensor and the position of each wheel can be obtained and stored in the memory 4d by the upgrade process.

Instead of simply selecting the maximum value for the X value of the dispersion characteristics, and optionally comparing the maximum value with the first threshold value (0,57), it is possible to guarantee some degree of accuracy. Furthermore, by comparing the X value of the dispersion characteristics different from the maximum value with a second threshold value (0,37), a predetermined difference between the maximum and the other three values can be confirmed in order to improve the detection accuracy. Therefore, it is possible to achieve both a reduction in detection time and ensure accuracy in a small number of techniques, for example 10 times.

[0028] [management Process is determining the position of the wheel]

Fig. 8 is a block diagram p�coherence operations illustrating the sequence of operations of the management process of determining the position of the wheel according to the first variant implementation. In the following, the respective steps of the operation will be described. The following description assumes a case where sensor ID is "1". However, for other ID (ID=2, 3, 4), the control process of the determination of the wheel position is also performed in parallel.

In step S1, the block 4a calculate the angular position accepts TPMS data with sensor ID is 1. When receiving at least one of the first to third frames it is assumed that the TPMS data is taken once.

In step S2, the block 4a calculation calculates the angular position of the angular position of each wheel 1 on the basis of information from the received data (any one of the first to third frames).

[0029] In step S3, the block 4b calculate the variance calculates the X value of the dispersion characteristics of the data of the angular position of each wheel 1.

In step S4 performs the determination regarding whether adopted TPMS data with sensor ID is 1, a predetermined number of times (e.g. 10 times) or more. If the result of determination is "Yes", the operation proceeds to step S5. If the determination is "No", the operation returns to step S1.

In step S5 section 4c of determining the position of the wheel determines exceeds or not the maximum Zn�increase the value of the dispersion characteristics of the first threshold value of 0.57, and less or no value, the remaining values of the dispersion characteristics of the second threshold value of 0.37. If the determination is "Yes", the operation proceeds to step S6; if the result of determination is "No", the operation proceeds to step S7.

[0030] In step S6, section 4c of determining the position of the wheel determines the wheel position data from the angular position corresponding to the highest or maximum value of the dispersion characteristics as the wheel position for the ID of this sensor. Then the learning process ends.

In step S7 section 4c of determining the position of the wheel determines if it passed certain pre-aggregated or accumulated time of the movement (e.g., 8 min) from the start of the learning mode. If the result of determination is "No", the operation returns to step S1. If the result of determination is Yes, the learning mode is terminated.

When section 4c of determining the position of the wheels may be able to determine the position of the wheels for all IDs sensors within a predetermined accumulated travel time, the ratio of correspondence between the sensor ID and the wheel position is updated and stored in the memory 4d for registration. On the other hand, when it is impossible to determine the position of the wheel ID for all sensors within a pre-determined�tion of the accumulated drive time the ratio of correspondence between many IDs sensors and the position of each wheel, currently stored in the memory 4d, continues to be used.

[0031] Further explains the process.

TPMS sensor 2 operates as follows: when the time of determination of the stop of the vehicle immediately before driving of the vehicle is 15 min or longer, you define that there is a possibility that the tyre rotation, and the operation shifts from the normal mode to the transmission mode in a constant position. In transmission mode at a constant position, after 16 seconds have passed from the time of the previous submission, and the angular position of the own TPMS sensor reaches a predetermined position (the top point), each TPMS sensor 2 transmits TPMS data. On the other hand, when the elapsed time between switching off and switching on the ignition is 15 min or longer TPMSCU 4 switches from the monitoring mode to the learning mode. In the learning mode, each time when the TPMS data are taken from each TPMS sensor 2, TPMSCU 4 calculates the angular position (number of teeth of the rotor) of each wheel 1, when the angular position of the TPMS sensor 2 reaches a predetermined position (the top point), based on the time of input of the counter pulses, the speed of rotation�I wheel, time of completion of reception of the TPMS data, etc. This is repeated 10 or more times and stored as the data of angular position. Among the data the angular position of the wheel position corresponding to the angular position data with the lowest degree of dispersion is defined as the position of this wheel TPMS sensor 2.

[0032] Note that by setting the transmission interval in 16 seconds + α, a certain value of the total interval of the move will be received until the TPMS data are not taken ten times or more. Therefore, the difference in the X value of the dispersion characteristics between the candidate and the other wheel can be created to ensure accurate determination of the wheel position.

At reception of the TPMS data forty (40) times during the transmission mode to the constant position of the TPMS sensor 2 switches to normal mode. In particular, the TPMS sensor 2 consumes battery power 2e coin-type for the most part in the transmission of the TPMS data. Thus, when the position of each wheel cannot be determined, despite the passage of sufficient total time of travel, mode of transfer to a permanent position will be completed to move to the normal mode, which can suppress the reduction of battery life.

On the other hand, when TPMSCU 4 could not determine compliance with IU�remote ID of each sensor and the position of each wheel, despite the passage of time total move in eight (8) minutes, the learning mode is completed, and the process enters the monitoring mode. The total number of TPMS data is thirty (30) times or less, when the total travel time of eight minutes, the learning mode can be completed essentially synchronously with the completion of the transfer mode in the constant position of the TPMS sensor 2.

[0033] Among conventional devices control the pressure in the tire is known such a device controls the pressure in the tire, in which by means of placing the same number of receivers and TPMS sensors, which are placed close to each receiver, and based on the strength of the signal (i.e., differences) in a received wireless signal is determined by the wheel position of each TPMS sensor. However, in this type of device layout of the receiver should be processed according to the output signal of the sensor changes the sensitivity of the receiver, the effect of a set of antennas required performance, the influence of the receiving environment or the layout. Additionally, because it requires four receivers, the cost will increase.

In contrast, in the control device of the air pressure in the tire of the first embodiment it is possible to determine the wheel position of each TPMS sensor 2 without using (difference) �silts signal. Therefore, it is possible to determine the position of the TPMS sensor 2 for each wheel independently of the reception environment and layout. Additionally, because it requires only one receiver 3, it is possible to keep costs low.

[0034] as one of conventional devices control the air pressure in the tire, the tilt angle sensor is placed for each TPMS sensor, and the correlation between the position of the wheel TPMS sensor and the tilt angle is used to determine the position of the wheel TPMS-sensor (for example, see patent document 1). For this type of device for monitoring the air pressure in the tire, in response to movement of the vehicle, there is a difference in rotation speed between the 4 wheels, so that the correspondence between the position of the wheel TPMS sensor and tilt changes. As a result, it is impossible to perform high-precision determination of the wheel position of each TPMS sensor. More specifically, when the vehicle is moving, or is moving, the rotational speed of each wheel 1 may be different from each other due to differences in the ruts between the outer and inner wheels, locking and slipping of the wheels 1 and differences in air pressure in the tires. Even when the vehicle is moving straight, because the driver can still make instant adjustments on the steering wheel, and there is some RA�the presence in the road surface between the left and right sides, the difference in speed of rotation again develops between the front and rear wheels 1FL and 1FR and between the left and right wheels 1RL and 1RR. I.e. there is a difference in the rotational speed of each wheel in accordance with the state of motion of the vehicle.

[0035] In contrast to the first variant implementation, since the TPMS sensor 2 and the sensor 8, the wheel speed (the teeth of the rotor) to rotate as a single unit, as opposed to the period of withdrawal of specific TPMS sensor 2, the output of the sensor 8, the wheel speed associated with the same wheel, retained synchronized (consistent) regardless of the distances and the traffic condition. In this perspective, the position of the wheel TPMS sensor 2 is determined on the basis of the ratio of correspondence between the angular position (the output from the TPMS sensor 2) TPMS-sensor found on the side of the wheel 1, and the angular position (the output of the sensor 8, the wheel speed) TPMS sensor 2, found on the side of the vehicle body. More specifically, the TPMS sensor on the wheel 1 detects the angular position of the wheel 1 on the basis of the dependent gravitational acceleration component of the centrifugal acceleration detected by the G sensor 2b, and sends the TPMS data at the point in time when the angular position reached pre - �distributions, reference position (the top point in the first variant of implementation). TPMSCU 4 on the vehicle body calculates the angular position (the number of rotor teeth zt2) of each wheel during the transmission of the TPMS data for transmission (i.e., when the TPMS sensor has reached a reference position, or the top point), every time when the TPMS data are taken from each TPMS sensor 2.

In motion, assume that the angular position of each wheel 1 (number of teeth zt2) computed in response to the transmission of some specific TPMS-sensor 2 (for example, ID=1), is limited in a predetermined range just about any wheel 1 (e.g., the left front wheel 1FL). In this case, it is determined that there is a correspondence one-to-one relationship between the angular position (calculated value zt2described above) TPMS-sensor 2 detected on the vehicle body, and the angular position (reference position or the upper point at which the TPMS sensor 2 with ID equal to 1, performs transmission) wheel 1 (left front wheel 1FL). Therefore, in the above case the position of the wheel TPMS sensor 2 with ID equal to 1, can be defined as the above-mentioned wheel 1 (left front wheel 1FL).

[0036] by Observing the degree of dispersion in the data of the angular position of each wheel 1 relative to the period of transmission of TPMS-d�nnyh, it is possible to perform high-precision determination of the wheel positions of each TPMS sensor 2.

Fig. 9 illustrates the ratio between the angular positions (the number of teeth of the rotors) wheels 1FL, 1FR, 1RL and 1RR, when the angular position of the TPMS sensor 2FL left front wheel 1FL reaches the top point, and the number of cases of reception of the TPMS data. Here, (a) corresponds to the sensor 8FL speed of rotation of the wheel to the left front wheel 1FL, (b) corresponds to the sensor 8FR speed of rotation of the wheel to the right front wheel 1FR, (c) corresponds to the sensor 8RL the wheel speed for the left rear wheel 1RL and (d) corresponds to the sensor 8RR speed of rotation of the wheel to the right rear wheel 1RR.

As will be evident from Fig. 9, whereas the degree of dispersion are relatively high position of the wheels (number of teeth), obtained from sensors 8FR, 8RL and 8RR speed of rotation of the wheel relative to other wheels (the right front wheel 1FR, the left rear wheel 1RL and right rear wheel 1RR), the degree of dispersion of the wheel position obtained from the sensor 8FL speed of rotation of the wheel about the wheel (the left front wheel 1FL is the minimum or smallest, so that the period of withdrawal of the TPMS sensor 2FL and the period of the output of the sensor 8FL speed of rotation of the wheel is almost synchronized with each other.

[0037] Incidentally, it may be sufficient, when� the position of the wheel TPMS sensor 2 is determined based on the angular position (the output of the sensor 8, the wheel speed), found on the wheel 1, and the angular position (the output of the sensor 8, the wheel speed), found on the body of the vehicle. Thus, it is not necessary to use the X value of the dispersion characteristics, as in the first variant implementation. For example, when owner moved the vehicle to a predetermined distance when the detected wheel 1, which is present in the smallest change in the value of the zt2calculations by means of the sensor 8, the wheel speed relative to some output TPMS sensor, the position of the wheel 1 can be determined as the position of this wheel TPMS sensor 2. In the first variant of implementation, however, observing the degree of dispersion using the X values of the dispersion characteristics, the wheel position of each TPMS sensor 2 can be determined more accurately.

[0038] as a G-sensor 2b TMPS sensor 2, instead of detecting the acceleration in the centrifugal direction of the wheel 1 it is possible to use G-sensor for detecting acceleration in the rotation direction (the vertical direction relative to the centrifugal acceleration), for example. Additionally, the reference position for performing transmission (output) TPMS sensor 2 does not have to be the highest or uppermost point, and may be, for example, front, back, or any�Shea point. In the first variant of realization of the state in which the angular position of the TPMS sensor is located at the top point is detected on the basis of the dependent gravitational acceleration component of the centrifugal acceleration detected by the G sensor 2b. Since G-sensor 2b, typically used in an existing control device, the pressure in the tire to determine the stop or motion can usually be applied to existing sensors, so that the additional cost of a new sensor can be eliminated. Additionally, by setting the upper point a reference point, it is easy to tell when the angular position of the TPMS sensor is in a reference position, by means of G-sensor 2.

Additionally, in the first embodiment of the TPMSCU 4 calculates the angular position of each wheel 1 based on the output of the sensor 8, a vehicle speed (the number of counter pulses of the vehicle speed). The ABS unit is installed in almost all vehicles, and the sensor 8, the vehicle speed is integral to the ABS unit, and the additional costs due to adding a new sensor on the side of the vehicle may be prevented.

[0039] However, when using the existing system, the pulses of the wheel speed output from the speed sensor 8 rotation�I wheel, entered as discrete counter values in TPMSCU with 4 pre-defined period ΔT0 via CAN-bus connection 7. This would lead to a discrepancy between the time of transmission of the TPMS sensor 2 in TPMSCU 4 and the time of input of the counter pulses of the wheel speed in TPMSCU 4. As shown in Fig. 5, between time t1 and t5, in which the count of the pulses of the wheel speed is entered, and the time t2 at which a command is issued to the transmission of the TPMS data when the angular position of the TPMS sensor 2 has reached the reference position (the top point), there is a difference (time delay). Thus, the angular position of each wheel 1 (the number of rotor teeth) at the point in time at which the angular position of the TPMS sensor 2 has reached the reference value (top point) (i.e., during the transmission of this TPMS sensor 2) cannot be calculated exactly based on the value of the counter pulses of the wheel speed from the sensor 8 of the wheel speed. In other words, when you create a correspondence between the angular position (top) TPMS sensor 2, found on the side of the wheel 1, and the angular position (the number of rotor teeth) wheel 1 is found on the side of the vehicle body, when using the counter value input from the CAN) bus connection 7 as the angular position of the wheel 1 without modifications, compliance is netoc�th. Thus, the detection accuracy of the position of the wheel TPMS sensor 2 may deteriorate. Note that when the period ΔT0 input counter value from TPMSCU 4 in ABSCU 6 is reduced, thereby, setting the moment you enter the counter value in TPMSCU 4 closer to the moment of transmission of the TPMS sensor 2 in TPMSCU 4, there must be a drastic increase in transmission speed via CAN communication line 7, that would increase the cost of the microcomputer (CU), etc.

[0040] In contrast to the first variant implementation TPMSCU 4 (block 4a calculation of angular position) evaluates the angular position (number of teeth zt2) TPMS-sensor 2 on the basis of the received information (time t4 completion of reception) from the TPMS sensor 2 and the information about the angular position (time t1, t5 input, the number of teeth zt1, zt5implemented discretely in TPMSCU with 4 pre-defined period ΔT0. More specifically, the number of teeth zt2at time t2, in which the angular position of the TPMS sensor 2 has reached the reference position (the top point), is calculated from equation (1) described above.

Thus, even when the angular position of the wheel 1 (the count of the pulses of the wheel speed) is detected discretely on the side of the vehicle body, the angular position of each TPMS sensor 2 (angular position (number of teeth zt2) of each wheel at a time, in �which the TPMS sensor 2 has reached the reference value (top point)) can be accurately estimated. Thus, it is possible to match the estimated angular position of the wheel (the number of rotor teeth) during the transmission of the TPMS sensor 2 to the angular position (the top point) of the wheel 1 is found on the side of the wheel during the transmission of the TPMS sensor 2. Therefore, it is possible to estimate the position of the wheel TPMS sensor 2 is exactly the same time suppressing the increase in the cost of using the existing system.

[0041] Note that instead of point-in-time command transmission (time t2), the angular position of the wheel 1 (number of teeth z of the rotor) can also be calculated at the time of the actual start of transmission (time t3). More specifically, assume that the transmission delay TPMS-sensor 2 (time delay Δt0) is zero, the angular position of zt3at time t3 is calculated according to the following equation, and the calculation results can be used to determine the degree of dispersion of each data of the angular position ID for each sensor.

zt3=zt1+(zt5-zt1)×(t3-t1)/(t5-t1) --- (2)

In the first variant of implementation, taking into account the time delay Δt0 (=t3-t2) between the command transmission from the TPMS sensor 2 and the actual transmission, the angular position of zt2calculated by equation (1), subject to adjustment delay Δt0 transmission. Therefore, it is possible computational�you more accurately the angular position (number of teeth) of each wheel, when the angular position of each TPMS sensor 2 actually reaches the reference value (top point). Information about the time delay Δt0 can be put into TPMSCU 4 (block 4a calculation of angular position) together with the data transmitted from the TPMS sensor 2, or may be stored in advance in TPMSCU 4.

[0042] Also, instead of a start time of transmission (time t2 ~ t3) TPMS data it is also possible to calculate the angular position of the wheel 1 (number of teeth z of the rotor) at the time of completion of reception (time t4). I.e. the time of transmission of the TPMS data, Δt1 (=(t4-t3)) is zero, the angular position of zt4is calculated by the following equation (3), and it is used as a reference position for determining the degree of dispersion of each data of the angular position ID for each sensor:

zt4=zt1+(zt5-zt1)×(t4-t1)/(t5-t1) --- (3)

In the first variant of implementation, taking into account the time Δt1 of the transmission of the TPMS data, the angular position of zt2can be calculated in accordance with equation (1). Thus, the angular position (number of teeth) of each wheel at the point in time at which the angular position of each TPMS sensor has reached a reference value (upper point), can be calculated, reflecting the actual situation.

[0043] In the first embodiment of the TPMS sensor 2 transmitter (2d) performs transmission at a reference position (the upper�ke). As shown in Fig. 10 as an example, the angular position (angle of rotation) of the transmitter 2d in the wheel 1 has a point or a region (or sometimes many) (zero point) where the signal strength becomes minimal. When the reference position (upper point), in which the transmitter 2d configured to send the data that is close to the zero point, the receiver 3 is difficult to accept the data transfer. Therefore, he may not be able to identify the angular position (reference position) of the wheel 1 during the transfer from the TPMS sensor 2 (transmitter 2d) on the side of the vehicle body. Consequently, there can be situations in which the position of the wheel TPMS sensor 2 accurately estimated in automatic learning mode, or the time required for the completion of the extended evaluation. Here, in order to improve the probability of reception, it is possible to duplicate the data of the TPMS sensor 2 and to transmit the multiple frames of the same content. However, many frames must be transmitted in different angular positions. Therefore, only through duplication of data, it is impossible to specify in which the angular position of the received data have been transferred, despite the improvement in the probability of admission. Thus, there is the disadvantage that the angular position (number of teeth), providing a benchmark for defined�of the position of the wheel TPMS sensor 2, cannot be identified on the side of the vehicle body.

[0044] In contrast, in the first embodiment of the TPMS sensor 2 is configured to transmit a lot of data (first to third frames), which includes its own angular position (transmitter 2d). More specifically, as shown in Fig. 3(b), the TPMS sensor 2 duplicates TPMS-the data to create multiple frames of the same content (first to third frames), and sends the reference frame (the first frame) in a predetermined angular position during each transmission of the TPMS data. In other words, the first frame is transmitted in a predefined angular position (top) and angular position (upper point) TPMS-sensor 2 during transmission of the first frame is set as the reference position for determining the position of the wheel.

More specifically, first to third frames are sent in a predefined time interval or cycle (100 MS, 140 MS), and attached the frame number (1-3) to specify the sequence or order of transfer.

Unit 4a calculate the angular position, when receiving any one of the first to third frames, estimates the reference position (upper point), in which the TPMS sensor 2 handed first frame, i.e. the number of teeth zt2.

Thus, using the duplicated data of the TPMS sensor 2, h�Oba to form a variety of frames, even if the transmission position of the first frame (top or highest point) should be located near the zero point, taking the other frames (the second or third frame), it is possible to improve the probability of reception. Note that the number of frames is not limited to three and may be two, four or more, for example. Additionally, by incorporating information about the angular position (frame number) in each frame, any reception of a plurality of frames, based on this received information, the angular position (number of teeth zt2) during transmission from the transmitter 2d can be estimated. Therefore, it is possible to accurately detect the angular position during transmission from the transmitter 2d of each wheel 1, and determine the position of the wheel TPMS sensor 2 during transmission more accurately. Consequently, the learning mode can be completed earlier.

[0045] Additionally, the TPMS sensor 2 sends the reference frame (the first frame) in a predetermined angular position (the top point), whereas the block 4a calculate the angular position evaluates pre-defined angular position (number of teeth zt2at the highest point) on the basis of information about the order of the transfer (the frame number) of the received frame (the second frame, for example). In other words, the angular position to provide a reference to determine the angular position of the TPMS sensor 2 PT�side of the vehicle body is set in the angular position (the top point), in which the TPMS sensor 2 outputs the first frame, and this angular position (number of teeth zt2), providing a benchmark, calculated on the basis of another of the received frame (second, third frame). Therefore, simplifying the configuration of the TPMS sensor 2, while the angular position of the TPMS sensor 2 with the gear (number of teeth zt2) can be estimated on the vehicle body. Outlining a different way, as described below, unlike the first embodiment, it may be understood that the mechanism for assessing the angular position of the TPMS sensor during transmission of each frame is set on the wheel 1 (TPMS-sensor 2) and the vehicle body is transmitted to the information, including estimated angular position for each frame. When comparing the first variant of implementation, without providing a mechanism for the evaluation described above, including in each frame, information about the order of transmission (frame number) as information about the angular position, angular position (number of teeth zt2), which represents the benchmark for determining the position of the wheel TPMS sensor 2, can be identified on the side of the vehicle body. Thus, the configuration of the TPMS sensor can be simplified, and can be achieved cost reduction.

Note that the reference position for determining the position of the wheel (vychisleny� values of X dispersion characteristics) is not limited to the angular position, in which the first frame is transmitted, but may be the angular position of the transmission of the second frame or the angular position of the transmission of the third frame.

[0046] In the case where the time interval for transmission of each frame is the same (for example, when the transmission interval between the first and second shots and the interval between the second and third frames is 100 MS), there may arise such situation in which the angular position, in which each frame is specified, is the same zero point. For example, in the case in which the first gear position is close to the zero point, and the period of rotation of the wheel 1 and the period of transmission of each frame are synchronized with each other, the transmission position of each frame on each revolution of the wheel 1 corresponds to the neighborhood of the zero point, so there is the probability that a particular frame is not accepted. In contrast to the first variant implementation, the transmitter transmits three or more frames (first to third frames) with different time intervals (100 MS, 140 MS). Therefore, it is possible to prevent that the transmission period of each frame and the period of rotation of the wheel 1 are synchronized. Thus, the situation described above, can be avoided, and the probability of reception will be improved.

[0047] Instead of information about the order (the frame number) as the information about the angular position of the p�of redatta 2d in the transmission frame, to be included in each frame TPMS sensor 2, can also be included estimation of the angular position of the transmitter 2d in the transmission frame.

For example, CU 2c, the sensor can calculate the angular position (angle of rotation) of the transmitter 2d based on the component of the gravitational acceleration centrifugal acceleration (magnitude or signs or changes the direction of the component selected in each period of rotation of the wheel 1), detected by the G sensor 2b, and adds that the angular position of the frame that should be transmitted. In this case, the block 4a calculate the angular position, when taking any of the many frames as in the first embodiment of implementation (in accordance with the aforementioned equation (1), evaluates the angular position (number of teeth) during transmission of the received frame based on the estimated values of the pulses of wheel speed, etc., which were introduced immediately before and immediately after the reception of the received frame, respectively. According to the ratio of correspondence between the estimated angular position (number of teeth) and the angular position included in the received frame (the number of teeth that are converted from the rotation angle), it is possible to determine the position of the wheel TPMS sensor 2.

For the above definition the value of X dispersion characteristics, as in the first embodiment implementation�Oia, may not necessarily be used. Additionally, it is not necessary to provide a reference frame and to send the angular position for a predetermined position (top or highest point, etc.). It is enough to send each frame in an arbitrary angular position. In other words, the angular position of the TPMS sensor 2 during transmission of each frame may be the reference position for determining the position of the wheel. The interval between shots (interval or spacing in the angular position) need not be specified as a predefined value.

In the first variant of implementation, during the learning mode, you need to pass the following TPMS data (reference frame) be expected to achieve their angular position predetermined position after 16 seconds from time of previous transmission TPMS data. In contrast, in the above example in order to include the evaluation of the angular position in each frame, it is possible to send TPMS-data (any frame), which may be transmitted in any angular position directly after 16 seconds of time from the previous transmission time. Therefore, during the learning mode, in a time of transmission of the TPMS data is data for determining the position of the wheel TPMS sensor 2 can be� obtained more quickly, so the position of the wheel TPMS sensor 2 can be determined earlier.

[0048] Now describes the benefits.

(1) In the device control pressure in the tire of the first embodiment are achieved advantages that are listed below.

The device control pressure in the tire to monitor the air pressure of each tire contains:

a mechanism for detecting the pressure in the tire mounted on the tire of each wheel 1 for detecting the air pressure of the tire (sensor 2a pressure);

the transmitter 2d, mounted on each wheel to transmit information about the air pressure in the wireless signal with identification information (sensor ID), unique for each transmitter 2d, included in this the wireless signal;

the receiver 3 mounted on the side of the vehicle body for receiving the wireless signal;

a mechanism for detecting the angular position (sensor 8, the wheel speed, ABSCU 6) mounted on the vehicle body in accordance with each wheel 1 for detecting the angular position (of the momentum wheel speed) of each wheel 1 and display information about the angular position (count value of pulses of the wheel speed) for a predetermined time interval ΔT0 (20 MS period) to the communication line (CAN line 7);

the evaluation mechanism corner of polozheniya side of the vehicle body (unit 4a calculation of angular position), mounted on the vehicle body for assessing the angular position (number of teeth) of the transmitter 2d during transmission (t2, a command transmission) based on the adopted wireless image information from the transmitter 2d (time t4 completion of reception) and angular position (the number of teeth zt1, zt5), introduced through the communication line (CAN communication line 7),

the mechanism for determining the position of the wheel unit 4c determining the position of the wheel) for the identification of the wheel position 1 (FL-RR) that is equipped with a transmitter 2d, based on the estimated angular position (the number of teeth zt2) and identification information (ID sensor) included in the wireless signal.

Thus, suppressing the increase in cost through the use of the existing system relative to each wheel, at the same time, the angular position (number of teeth zt2) during transmission of the wireless signal from the transmitter 2d can be detected more accurately on the side of the vehicle body, so that the position of the wheel TPMS-sensor 2 (transmitter 2d) can be determined more accurately. Therefore, it is possible to complete a period of learning before.

[0049] (2) More specifically, the evaluation mechanism of angular position on the side of the vehicle (block 4a calculation of angular position) evaluates the angular position (number of teeth z t2) during transmission from the transmitter 2d (t2, a command transmission) on the basis of the angular positions of the wheel 1 (the number of teeth zt1, zt5), which are inserted directly before the reception started (time t3) of the wireless signal from the transmitter 2d and shortly after admission (time t4) via the communication line (CAN communication line 7), insertion time the angular position of the wheel 1 t1, t5, above time t3, the transfer has started, or time t4 the transmission is completed.

Therefore, it is possible to accurately detect the angular position (number of teeth zt2during transmission the transmitter 2d on the side of the vehicle body, so that the position of the wheel TPMS-sensor 2 (transmitter 2d) can be more precisely determined.

[0050] (3) the evaluation Mechanism of angular position on the side of the vehicle (block 4a calculation of angular position) adjusts the delay Δt0 transmission transmitter 2d, included in the received information of the wireless signal.

Therefore, it is possible to detect the angular position (number of teeth zt2at the side of the vehicle body more accurately, so that the position of the wheel TPMS-sensor 2 (transmitter 2d) can be more precisely determined.

[0051] (4) the Transmitter 2d transmits a wireless signal in duplicate as many frames (first to third frames), and the evaluation mechanism angle�CSOs position on the side of the vehicle body (unit 4a estimates of angular position) evaluates the angular position (number of teeth z t2) when transmitting transmitter 2d (t2, a command transmission) on the basis of the received information from multiple frames (e.g., time t4' the completion of reception of the second frame and frame number).

Therefore, improving the likelihood of acceptance by avoidance of the zero point, the position of the wheel TPMS-sensor 2 (transmitter 2d) can be more precisely determined.

[0052] (5) the Transmitter 2d transmits each frame at intervals relative to each other and causes the inclusion of information about the angular position (frame number) of the transmitter 2d in each frame in the transmission frame.

Therefore, it is possible to determine more accurately the position of the wheel TPMS-sensor (transmitter 2d), at the same time improving the likelihood of acceptance.

[0053] (6) Each wheel 1 is provided with a mechanism to estimate the angular position (G-sensor 2b, 2c CU sensor), which measures the angular position of the transmitter 2d during transmission of each frame, and the transmitter 2d can be configured to include in each frame is estimated angular position as the information about the angular position.

In this case, since it is sufficient to transmit each frame in any angular position, it is possible to determine the position of the wheel TPMS-sensor 2 (transmitter 2d) before.

[0054] (7) the Transmitter 2d configured to send a predetermined reference frame (the first frame, for example) from many Cadro� (first to third frames) in a predetermined angular position (the top point), transmits each frame with a predefined interval (the time interval is 100 MS, and 140 MS) and includes the information about the angular position of the order information transmission (frame number). The evaluation mechanism of the angular position (block 4a calculation of angular position) value to a predetermined angular position described above (number of teeth in the upper point zt2), on the basis of the received information (time t4' stopping and frame number). The mechanism for determining the position of the wheel unit 4c determining the position of the wheels, in turn, determines the position of the wheel 1 (FL-RR), which is installed or mounted transmitter 2d.

I.e. the order information transmission (frame number) attached to each frame (the second, third nomination), indicates, together with information about pre-defined interval (the time interval of 100 MS, 140 MS), information about the angular position of the transmitter 2d during the transmission of this frame (the second and third frames). Thus, it is not necessary to provide a mechanism for assessing the angular position of the TPMS sensor 2 (transmitter 2d) in each wheel 1 during transmission of each frame, so that the configuration can be simple.

[0055] (8) the Transmitter 2d transmits each frame (first to third frames) placed at different time intervals (100 MS, and 140 MS) relative to each other

Thus, the evaluation mechanism of angular position on the side of the vehicle (block 4A calculation of angular position) can evaluate a pre-defined angular position (number of teeth zt2) on the basis of the received information (time t4 stopping and frame number).

[0056] (9) the Transmitter 2d passes three or more frames (first to third frames) with different time intervals (100 MS, 140 MS).

Therefore, preventing the situation where the period of rotation of the wheel 1 and the transmission period of each frame is synchronized and the transmission position of each frame corresponds to a neighborhood of the zero point, it is possible to improve the probability of reception.

[0057] [Second variant of implementation]

In the second variant of implementation, in transmission mode at a constant or fixed position, the TPMS sensor 2 transmits multiple data sets (e.g., first to fourth frames) including our own (i.e., the transmitter 2d) information about the angular position. As shown in Fig. 11, the TPMS sensor 2 is configured to transmit one frame (the first frame) in a single transmission of the TPMS data for a predetermined position (reference position = top or the highest point) with a predefined interval of angular position (e.g., 90 degrees) located from each other. In addition, in other frames (the second-Chet�ercom frames) transmitted information about the angular position of the transmitter 2d during the transmission of the corresponding frame. More specifically, the TPMS sensor 2 is the inclusion of information about the order of transmission (frame number) in each frame. Unit 4a calculate the angular position, when receiving any one of the first to fourth frames based on the frame number and interval of angular position (90 degrees) value to a reference position (upper point), in which the TPMS sensor 2 sent the first frame, i.e. the number of teeth zt2.

For example, block 4a calculation calculates the angular position, when the received frame is the third frame, the angular position (number of teeth), in which the third frame was sent, by the way, similar to the above equation (1). Subtracting the interval of angular position between the first and third frames (number of teeth of the rotor corresponding to "90 degree ×2"=180 degrees) calculated from the angular position (number of teeth) to calculate pre-defined angular position in which the first frame was transmitted.

Since other configurations are the same, their description is omitted.

[0058] Therefore, it is possible, as in the first embodiment of implementation, improving the likelihood of acceptance, to accurately estimate the position of the wheel TPMS sensor 2, to complete the automatic learning.

However, in order to improve the probability of reception, it is also possible to set the interframe interval of angular position different or Uwe�acivate the number of frames.

In addition, as the information about the angular position, each frame includes estimation of the angular position (through CU 2c sensor) transmitter 2d during the transmission of this frame. In this case, the reference position for the first transmission frame is not limited to a particular angular position (such as the upper point).

[0059] In the control device of the tire pressure in the second variant of implementation can be obtained the following results.

(1) the Transmitter 2d transmits each frame (first to fourth frames) with a predefined interval of angular position (90 degrees, for example).

Thus, together with information about pre-defined interval of angular position (90 degrees), the order information transmission (frame number), added to each frame (the second, third nomination) shall provide information about the angular position of the transmitter 2d during transmission of the frame (second, third frames). Therefore, the evaluation mechanism of angular position on the side of the vehicle (block 4a calculation of angular position) on the basis of the received information (time t4' stopping and frame number) of the received frame (e.g., second frame) from multiple frames can evaluate a pre-defined angular position (number of teeth zt2at the top point).

[0060] [Third option on�of westline]

In the third variant of implementation, in transmission mode in a fixed or constant position, each TPMS sensor 2 is configured to transmit a lot of groups (first to fourth groups, for example) multiple frames (first to third frames, for example), including our own (transmitter 2d) information about the angular position with each transmission TPMS data. In the third variant implementation is provided a set of four groups, and each group has first to third frames, respectively. Thus, the number of frames that must be sent to the TPMS sensor 2 reaches 12 (=4×3) in the end.

As shown in Fig. 12, the TPMS sensor 2 transmitter (2d) transmits, in many (four) pre-defined angular positions (reference position for each group), which are arranged at intervals relative to each other, transmits one frame (the first frame) of the respective group. More specifically, the CU 2c sensor computes, during the transmission mode in a fixed position, the angular position of the TPMS sensor 2 (transmitter 2d) TPMS-sensor 2 on the basis of the dependent gravitational acceleration component of the centrifugal acceleration detected by the G sensor 2b, transmits the first frame of the first group at the top ("0" degrees), transmits the first frame of the second group in the rearmost position (90 degrees), passes the first ring road� third group at the lowest point (180 degrees) and transmits the first frame of the fourth group in the most forward position (270 degrees). TPMS sensor 2, after transmission of the first frame for each frame in the reference position of each group (top or highest point, the rearmost point, lowest point and the most forward point), transmits the other frames of the same group (second, third frames) in the same manner as in the first embodiment of implementation. I.e. with the placement of the pre-defined time interval (100 MS, and 140 MS) will be transferred to the second and third frames. Also, attached is information about the group to which the associated frame (group number or a flag corresponding to a reference position of each group).

[0061] for Example, the TPMS sensor 2 transmits the first frame of the second group in the reference position of the second group (the rearmost point at 90 degrees, passes through the second frame 100 MS after that, transmits the third frame 140 MS after that. Unit 4a calculate the angular position, when receiving any one of the first to third frames of the second group based on the frame number (i.e., one to three), and the above-mentioned time interval (100 MS, 140 MS), evaluates the reference position of the second group (the rearmost point), i.e. the number of teeth zt2. Additionally, block 4a calculate the angular position, based on the number of groups attached to the frame, converts the reference position (the number of teeth in the rear point) of the second group described above, i.e. �number of teeth z t2in the abutment position of the first group (the number of teeth in the upper or upper point). More specifically, subtracting the number of teeth corresponding to the spacing of the angular position between the first and second group (i.e., 90 degrees), estimated from the reference position (the rear point) of the second group, calculates the number of teeth zt2in the reference position (the top point) of the first group.

When taking shots of the other groups (third and fourth group) number of teeth zt2the reference position of the first group (the top point) is calculated in a similar way. Unit 4b calculate the variance calculates the X value of the dispersion characteristics of the number of teeth zt2 reference position (the top point). I.e. with reference to the calculated reference position (upper point) the first group is determined by the position of the wheel TPMS sensor 2.

Since other configurations are the same as in the first embodiment of implementation, their description is omitted.

[0062] Now, description is given of a process.

The zero point is not limited to one location. May be many of its locations. In the latter case, as in the first embodiment of implementation, even if the transmission of each frame occurs at different time intervals (100 MS, 140 MS), depending on the period of rotation (rotational speed) of the wheel 1, in other words, the speed of vehicles�, transfer position of all frames correspond to (many) neighborhood of zero points, so the situation may arise in which the frame is not accepted. In contrast, in the third variant of implementation, due to the above configuration, the occurrence of such situation can be avoided. Thus, further improving the likelihood of receiving the frame, the angular position (number of teeth in the abutment position of the first group) can be identified on the side of the vehicle more accurately.

Note that the X value of the dispersion characteristics of the number of teeth in the reference position can be calculated for each group. In the third variant of implementation, converting all received data to the reference position of the first group (the number of teeth in upper point), a significant difference in the value of X variance of its own wheels and other wheels can be created faster. Therefore, it is possible to estimate the position of the wheel TPMS sensor 2 more precisely in a short time. Note that the reference position for determining the position of the wheel (calculating the value of the dispersion characteristics) may not be limited to the reference position (top point) of the first group, and may gather or unite in a reference position (the rear point) of another group (the second group, for example).

[0063] TPMS-date�IR 2 (transmitter 2d), as in the second variant of implementation, can be configured to transmit frames of each group (first to third frames) with pre-defined intervals of angular position. Additionally, the TPMS sensor 2 can be configured to provide a predetermined angular position (the reference position of each group) in which the first frame is transmitted for each group and placed with a pre-defined time interval. In this case also, by subtracting the number of teeth corresponding to the predefined time interval can be calculated with the number of teeth in the abutment position of the first group (the top point). In the third variant implementation, since the reference position of each group is provided with a predefined interval of angular position relative to each other, the calculation can be made simple.

In addition, as the information about the angular position, which should be included in each frame, may be included in the appraised value of the angular position of the transmitter 2d during transmission of the frame (through the CU 2c sensor). In this case, the reference position, which is the first frame of each group is not limited to a specific angular position (the upper point and etc.).

Additionally, the number �Rupp is not limited to four, and can be 2, 3, 5 or another number.

[0064] In the device control pressure in the tire of the third embodiment are achieved advantages that are listed below.

(1) the Transmitter transmits the 2d array of frame (first to third frames) in multiple groups (first to fourth groups) and transmits, in a predetermined angular position (top or highest point, the back or the end point, lowest point and front point), provided for each group with pre-defined intervals (90 degrees), the reference frame of each group (the first frame, for example).

Therefore, it is possible to improve the probability of reception and to identify more accurately the angular position (number of teeth in the abutment position of the first group) as a criterion of the wheel position of the transmitter 2d.

[0065] (2) the Transmitter 2d includes information about the group (the group number) in each frame (first to third frames) that indicates which group the frame belongs. The evaluation mechanism of angular position on the vehicle body (unit 4a calculation of angular position) value to a predetermined angular position (number of teeth at the top) for a pre-defined reference group (the first group, for example) among groups (first to fourth groups) on the basis of pre-defined plavog� position (the number of teeth in the rear point) group, to which the frame is estimated to belong to the second group, for example), relative to a received frame and information about the group (number group). Additionally, the mechanism for determining the position of the wheel unit 4c determining the position of the wheel determines the position of the wheel 1 on which the transmitter 2d placed or installed on the basis of a predetermined position (the number of teeth in upper point) assessed benchmark group (the first group).

Thus, converting all received data to the reference position (number of teeth zt2at the top point) of the reference group (first group), the wheel position of the transmitter 2d can be estimated accurately in a shorter period of time.

[0066] [Other implementation options]

While the best options for implementation are described to implement the present invention, the specific configuration is not limited to these options for implementation. Conversely, a design change or modification which do not depart from the essence of the present invention, can be included in the present invention.

For example, in embodiments, shows an example of using the speed sensor wheel as a mechanism for detecting the angular position. However, in a vehicle equipped with an electric motor built into the wheel, as a source of power, angle POV�Rota can be detected using the position sensor of the motor shaft.

Description of the reference positions

[0067] 1 wheel

2a, the pressure sensor (detection of tire pressure)

2d transmitter

3 receiver

4a, the computing unit angular position (the evaluation mechanism of angular position on the side of the vehicle body)

4c, the block determining the position of the wheel (the mechanism for determining the position of the wheels)

6 ABSCU (a mechanism for detecting the angular position)

7 the CAN communication line (communication line)

8 speed sensor wheel (a mechanism for detecting the angular position)

1. The device controls the air pressure in the tire to monitor the air pressure of each tire, containing:
a mechanism for detecting the pressure in the tire mounted on the tire of each wheel for detecting the air pressure of the tire;
transmitter mounted on each wheel to transmit information about the air pressure in the wireless signal with identification information unique to each transmitter included in the wireless signal;
a receiver mounted on the side of the vehicle body for receiving the wireless signal;
a mechanism for detecting the angular position of the mounted on the vehicle body in accordance with each wheel for detecting the angular position of each wheel and display information about the angular position with pre-defined in�arvalem time in the communication line;
the evaluation mechanism of angular position on the side of the vehicle body, mounted on the vehicle body for assessing the angular position of the transmitter during transmission based on the received information from the transmitter and information about the angular position of the wheel is inserted through the communication line, and
the mechanism for determining the position of the wheel for identification of the wheel position that is equipped with a transmitter, based on the estimated angular position and identification information included in the wireless signal, wherein the evaluation mechanism of angular position on the side of the vehicle body is configured to estimate the angular position during transmission from the transmitter on the basis of the angular positions of the wheels, which are entered immediately before receiving a wireless signal from the transmitter and immediately after administration, respectively inserted through the communication line, the time of entry of the angular position of the wheel and at the time of admission or time of completion.

2. The device controls the air pressure in the tire according to claim 1, in which
the evaluation mechanism of angular position on the side of the vehicle body adjusts the transmission delay of the transmitter, is included in the received information of the wireless signal.

3. The device pressure control air�a tire according to any one of claims.1 or 2, in which
the transmitter sends a wireless signal in duplicate as many frames, and the evaluation mechanism of angular position on the side of the vehicle body evaluates the angular position during transmission of the transmitter based on the received information from multiple frames.

4. The device controls the air pressure in the tire according to claim 3,
wherein the transmitter transmits each frame at intervals relative to each other and causes the inclusion of information about the angular position of the transmitter in each frame in the transmission frame.

5. The device controls the air pressure in the tire according to claim 4, in which each wheel 1 is provided with a mechanism to estimate the angular position, which measures the angular position of the transmitter during transmission of each frame, and the transmitter can be configured to include in each frame is estimated angular position as the information about the angular position.

6. The device controls the air pressure in the tire according to claim 4, in which
a transmitter configured to send predetermined key frame from multiple frames in a predetermined angular position, transmits each frame with a predefined interval and includes as the information about the angular position information about the order of transfer,
the evaluation mechanism of the angular position activeprofile a certain angular position on the basis of the received information among multiple frames, and in this case,
the mechanism for determining the position of the wheel determines the position of the wheel on which you installed the transmitter.

7. The device controls the air pressure in the tire according to claim 6, in which
the transmitter transmits each frame with different time intervals, spaced from each other.

8. The device controls the air pressure in the tire according to claim 7, in which
the transmitter transmits three or more frames to transmit each frame with a different time interval.

9. The device controls the air pressure in the tire according to claim 6, in which
the transmitter transmits each frame with a predefined interval of angular position.

10. The device controls the air pressure in the tire to monitor the air pressure of each tire, containing:
a mechanism for detecting the pressure in the tire mounted on the tire of each wheel for detecting the air pressure of the tire;
transmitter mounted on each wheel to transmit information about the air pressure in the wireless signal with identification information unique to each transmitter included in the wireless signal;
a receiver mounted on the side of the vehicle body for receiving the wireless signal;
a mechanism for detecting the angular position of the mounted on the vehicle body in accordance with each wheel for detecting plavog� position of each wheel and display information about the angular position of the wheel with a predefined time interval in the communication line;
the evaluation mechanism of angular position on the side of the vehicle body, mounted on the vehicle body for assessing the angular position of the transmitter during transmission based on the received information from the transmitter and information about the angular position of the wheel is inserted through the communication line, and
the mechanism for determining the position of the wheel for identification of the wheel position that is equipped with a transmitter, based on the estimated angular position and identification information included in the wireless signal, wherein the transmitter generates a wireless signal in duplicate as many frames to transmit a predetermined reference frame among multiple frames in a predetermined angular position, at the same time transmitting each frame at intervals relative to each other, and cause the inclusion of information about the angular position of the transmitter in each frame in the transmission frame;
the evaluation mechanism of angular position on the side of the vehicle body evaluates a predetermined angular position on the basis of the received information among multiple frames,
the mechanism for determining the position of the wheel determines the position of the wheel that is equipped with a transmitter, based on the estimated pre-defined angular position�; and in this case,
the transmitter is configured to transmit multiple frames in multiple groups at the same time transmitting the reference frame of each group of the predetermined angular positions provided for each group with a predefined spacing relative to each other.

11. The device controls the air pressure in the tire according to claim 10, in which
the transmitter includes in each frame group information indicating to which group the frame belongs to,
the evaluation mechanism of angular position on the side of the vehicle body evaluates a predetermined angular position for a pre-defined reference group among the plurality of groups based on a predefined angular position of the group to which the frame belonging evaluated relative to a received frame and information about the group and the mechanism for determining the position of the wheel determines the position of the wheel that is equipped with a transmitter, based on a predefined angular position of the estimated reference group.

12. The device controls the air pressure in the tire to monitor the air pressure of each tire, containing:
a mechanism for detecting the pressure in the tire mounted on the tire of each wheel for detecting the air pressure of the tire;
transmitter mounted on each wheel for front�Chi information about the air pressure in the wireless signal with identification information, unique for each transmitter included in the wireless signal;
a receiver mounted on the side of the vehicle body for receiving the wireless signal;
a mechanism for detecting the angular position of the mounted on the vehicle body in accordance with each wheel for detecting the angular position of each wheel and display information about the angular position with a predefined time interval in a communications link;
the evaluation mechanism of angular position on the side of the vehicle body, mounted on the vehicle body for assessing the angular position of the transmitter during transmission based on the time of reception of the wireless signal from the transmitter, information about the angular position of the wheel is inserted through the communication line, and time of entering information about the angular position; and
the mechanism for determining the position of the wheel for identification of the wheel position that is equipped with a transmitter, based on the estimated angular position and identification information included in the wireless signal.



 

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