Device to control air pressure in tyres

FIELD: measurement equipment.

SUBSTANCE: invention relates to a device to control air pressure in tyres of vehicles. The device comprises: a unit (4a) to calculate angular position, which detects angular position for each wheel, when a wireless signal, including a specific sensor ID, is transmitted; a unit (4c) to detect position of the wheel, which receives angular position of each wheel many times and accumulates it as data of angular position for each wheel and detects position of the wheel, corresponding to data of angular position with least degree of dispersion among all data of angular position, when the position of the transmitter wheel (2d), corresponding to the sensor ID; and a unit (4e) to prohibit detection of angular position, which prohibits detection of the angular position of each wheel by the unit (4a) to calculate angular position, when braking control is performed, which controls pressure of the working braking cylinder of the wheel.

EFFECT: increased speed of wheel position detection.

6 cl, 8 dwg

 

The technical field to which the invention relates

[0001] the Present invention relates to an apparatus of controlling the air pressure in the tires.

The level of technology

[0002] In the control device of the air pressure in the tires or pneumatic pressure, as described in patent document 1, the transmitter sends a wireless signal at a constant, predetermined angular position. When wireless signals are received on the side of the vehicle, the angular position of the respective wheels detected. The position of the wheel associated with the transmitter, corresponding to the angular position that has the best synchronization with the period of the output of the wireless signal from the angular positions of the wheels, is defined as the position of the wheel (wheel position) to which the transmitter is associated.

The prior art documents

Patent document

[0003] Patent document 1: Publication of Japanese patent application No. 2010-122023

Summary of the invention

A task that should be solved by the invention

[0004] According to the prior art described above, the angular position of the transmitter is determined from the output value of the acceleration sensor, and the wireless signal is output to the time when the output value of acceleration sensor takes a predetermined value. At this point, �then braking control, such as the ABS control is performed, since the wheel running is subjected to longitudinal oscillation with a very short period, which violates the detected value of the acceleration sensor, the transmitter is likely to determine the angular position is wrong and to output the wireless signal in the angular position different from the predetermined angular position. Consequently, because of the determination of the wheel position of the transmitter on the basis of erroneous data on the angular position, determining the position of a wheel is likely to be postponed.

Objective or purpose of the present invention is the provision of a device for monitoring the air pressure in the tires or pneumatic pressure, which can prevent a delay in the determination of the wheel position.

The mechanism to achieve goals

[0005] in order to achieve the objective described above, according to the present invention, when the braking control to control the brake pressure of the wheel cylinder, the detection of each wheel will be banned.

The effect of the invention

[0006] Consequently, according to the present invention, there may be a likelihood that the wireless signal was transmitted from the transmitter in the angular position different from the predetermined angular position, the angular position associated with each wheel, �sootvetstvuyuschim this wireless signal will not be detected. Therefore, preventing the use of erroneous data in the angular position to determine the position of the wheel, so that the delay in determining the position of the wheel can be suppressed.

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 tires in the first variant of implementation;

Fig. 2 is a circuit configuration of the TPMS sensor 2;

Fig. 3 is a block diagram of the control, illustrating a block diagram of the control TPMSCU 4 to perform control of determining the position of the wheel;

Fig. 4 is a diagram illustrating a method of calculating the angular position of each wheel 1;

Fig. 5 is a diagram illustrating a method of calculating the values of dispersion characteristics;

Fig. 6 is a block diagram of the sequence of operations illustrating the process of controlling the positioning of the wheel in the first variant of implementation;

Fig. 7 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 reception of the TPMS data; and

Fig. 8 is a diagram illustrating the change in the X value of the dispersion characteristics depending on the number of cases of reception of the TPMS data

Description of links with numbers

[0008] 1 - the wheel

2a - pressure sensor (detection of air pressure in the tire)

2b - G-sensor (acceleration sensor)

2d - transmitter

3 - receiver

4a is a unit for computing the angular position (the calculation engine angular position)

4c is a block determine the position of the wheel (the mechanism for determining the position of the wheels)

4e - block prohibit the detection of the angular position (the mechanism of the prohibition of detection).

Options for implementation of the invention

In subsequent embodiments of the present invention will be described with reference to options for implementation on the basis of drawings.

[First variant of implementation]

Fig. 1 is a configuration diagram illustrating the control device of the air pressure in the tires or pneumatic pressure in the first variant implementation. In this drawing the ultimate symbols attached to each reference sign, 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 device controls the air pressure in the tires of the first variant implementation is equipped with TPMS-sensor 2 (TPMS - si�theme control the pressure in the tire), the receiver 3, the control unit TPMS (TPMSCU) 4, a display device 5 and the sensor 8 speed (rotation speed) of the wheels. TPMS sensor 2 is installed on each of the wheels 1 and the receiver 3, TPMSCU 4, the display device 5 and the sensors 8 speed wheels are placed on the side of the vehicle body.

[0010] the TPMS sensor 2 is set in position air valve (not shown in the drawing) of each wheel. 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 detects pressure the air pressure of the tire [kPa].

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

CU 2c sensor is operated by 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.

[0011] CU 2c sensor compares the acceleration in the centrifugal direction detected G-sensor 2b, with a pre-established 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 in a given time.

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

[0012] TPMSCU 4 reads the corresponding TPMS data based on the sensor ID TPMS in data and with reference to the ratio of matching between each of the ID sensors and wheel positions, 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 device 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 of a display device, flashing on the display device, warning signal, etc.

[0013] On the basis of a chain of pulses of the speed� wheel from each of the sensors 8 speed wheels ABSCU 6 detects wheel speed for each wheel 1, respectively. When any wheel is tending to lock, ABS actuator, not shown in the drawing, is operated to adjust or maintain pressure in the working brake cylinder of the corresponding wheel, to stop the tendency to lock. As such, it is anti-lock braking control (ABS). ABSCU 6 displays the count of the pulses of the wheel speed to CAN communication line 7 in every predetermined period of time (e.g. 20 MS).

Each sensor 8, the wheel speed is generated in the form of a pulse generator, which generates a chain of pulses of the wheel speed, creating a specified number z (e.g., z=48) for each cycle of rotation of the wheel 1. The wheel speed sensor comprises a rotor in the form of a toothed wheel rotating synchronously with the wheel 1, and as a permanent magnet and a coil disposed on the side of the vehicle body and facing the outer circumference of the rotor. When the rotor rotates, the concave-convex or corrugated surface of the rotor crosses the magnetic field formed on the outer edge of the sensor 8, the wheel speed, so that the magnetic flux density is changed, which generates an electromotive force in the coil, and this change in voltage is output as a pulse signal of the wheel speed in ABSCU 6.

[0014] In addition to the ABS-management ABSCU 6 back�em manages the stabilization of the behavior of the vehicle, traction control using the brakes and LSD-control using the brakes to control to control the brake pressure of the wheel cylinder 1. More specifically, by controlling the stabilizing behavior of the vehicle is transferred to a wheel braking force, to stop the tendency to over-steering or the tendency to under-steering of the vehicle to ensure the stability of the vehicle. By means of traction control using the brakes the force of adhesion of the tire will increase, preventing the idle rotation or wheelspin when one side of the drive wheels is slipping, for example, on the road with low µ (coefficient of friction), etc. In LSD-management using the brakes differential is limited by the brakes. ABSCU 6 outputs a control flag to CAN communication line 7 and indicates whether or not the braking control as described above. The control flag is set to "0" when the brake control is not happening or is not performed, whereas is set to "1" when executed.

[0015] As described above, based on the ratio of correspondence between the sensor ID and the wheel position stored in the memory 4d, TPMSCU 4 �predelay, what wheel 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 permutation seats mounting positions 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 are reversed, 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 is the determination with which the wheel is associated, each TPMS sensor 2.

[0016][Transfer mode in a constant position]

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

When you define stop the vehicle immediately before driving the vehicle is less than a predetermined time, the 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 is equal to or greater than a predetermined time, the CU sensor performs "transfer mode in a constant position, in which 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.

[0017] 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 preset time (15 min), the transfer mode in �the permanent 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 preset time, the continuation of the transmission mode in the standing position before the vehicle stops is cancelled and a new transfer mode in a permanent position starting.

[0018] In the transmission mode in a permanent position, based-dependent gravitational acceleration components 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, observing the magnitude and direction components of the gravitational acceleration from 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 components, the TPMS data can conclusion�tsya constantly at the top.

[0019] [learning Mode]

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

When the time that has elapsed from turning off before turning on the ignition switch, is shorter than a preset time based on information about the air pressure in the TPMS data transmitted from each TPMS sensor 2, TPMSCU 4 performs a "discovery mode", in which there is 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 specified 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 min) from the beginning of this mode. When the position of all wheels TPMS sensors specified, or a specified total time has passed, control passes to the mode of observation.

[0020] Even in the learning mode, you can still monitor 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 u�Vija between the sensor ID and the wheel position, currently stored 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.

[0021] [determination of the wheel position]

Fig. 3 is a block diagram of the control TPMSCU 4 to perform control of determining the position of the wheel. TPMSCU 4 has a computing unit angular position (a mechanism for detecting the angular position) 4a, 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 counter pulses of the 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., a �ubzow 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 number of counter pulses of the wheel speed relative to the reference number of teeth (i.e. the current value of the counter is the counter for the first time), number of teeth can be determined.

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

Fig. 4, t1 represents the time when the count value of pulses of the wheel speed is entered; t2 represents the time when the angular position of the TPMS sensor 2 reaches the upper point; t3 represents the time when the TPMS sensor 2 is actually starting the transmission of the TPMS data; t4 represents the time when the reception of the TPMS data through TPMSCU 4 ends; and t5 represents the time when the count value of pulses of the wheel speed input. In this case, t1, t4, and t5 can be actually measured; t3 can be calculated by subtracting the data length (the nominal value, for example, about 10 MS) for TMPS data from t4; and t2 can be calculated by subtraction of time lags in the transmission (t2 b may�th determined in advance through experiment or the like) from 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 as follows, when the angular position of the TPMS sensor 2 is at the top:

zt2=zt1+ (zt5−zt1)*(t 2−t1)/(t5−t1)

[0023] 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. 5 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 the coordinates (cos θ, sin θ) as the end with length equal to 1, the mean vectors (ave_cos θ, ave_sin θ) of each vector of the same data of the angular position are obtained, and a scalar value of the average vector is calculated as the value X 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

[0024] Block 4c determining the position of the wheel works as follows. The X values of the dispersion characteristics of every data of the angular position of one and the same and identical sensor ID, calculated by block 4b calculate the variance, compared. When the largest value of the values X of the dispersion characteristics is greater than the first threshold value (for example, 0,57), and the remaining 3 values dispersive X� characteristics, less than the second threshold value (for example, 0,37), you define that the wheel position data from the angular position corresponding to the X value of the dispersion characteristics with the highest value, i.e. the position of the sensor wheel 8 wheel speed, which found the relevant data of the angular position, is the position of the wheel TPMS sensor 2 corresponding to the ID of the sensor of angular position data. This determination is performed on all ID sensors; is the ratio of correspondence between the ID of each sensor and the position of each wheel to be registered in the memory 4d during the upgrade process.

Unit 4e prohibit the detection of the angular position prohibits or prevents the block 4a calculate the angular position in the calculation of the angular position of each wheel 1, when a wheel 1 is under the control of braking in which the pressure in the brake cylinder is controlled (for example, antilock braking control, stability control behavior of the vehicle, traction control using the brakes, and LSD-management using the brakes) through ABSCU 6. The determination regarding whether it was appropriate braking control or is in the process, may be performed based on the value of the control flag, which�th is inserted through the CAN communication line 7.

[0025] [management Process is determining the position of the wheel]

Fig. 6 is a block diagram of the sequence of operations illustrating the process of controlling the positioning 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.

In step S2, the block 4e prohibit the detection of the angular position determines is or not the braking control at the moment, and, if so, control returns to step S1, if no, control passes to step S3.

In step S3, the section 4a calculation calculates the angular position of the angular position of each wheel 1.

[0026] In step S4, 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 S5 performs determination regarding whether adopted TPMS data with sensor ID is 1, the specified number of times (e.g. 10 times) or more. If the result of determination is "Yes", the operation proceeds to step S6. If the determination is "No", the operation returns to step S.

In step S6 section 4c of determining the position of the wheel determines exceeds or not the largest value of the values of 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 S7; if the result of determination is "No", the operation proceeds to step S8.

[0027] In step S7 section 4c of determining the position of the wheel determines the wheel position data from the angular position corresponding to the highest data dispersion characteristics, as the wheel position for the ID of the sensor. Then the learning process ends.

In step S8 section 4c of determining the position of the wheel determines if it passed a given aggregate or accumulated time of the movement (e.g., 8 min) from the start of the learning mode. If the result of determination is Yes, the learning mode is terminated. If the result of determination is "No", the operation returns to step S1.

When section 4c of determining the position of the wheels can 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 Oprah�elati wheel position ID for all sensors within a predetermined accumulated travel 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.

[0028] Further explains the process.

[Operation of determining the position of the wheels by the degree of dispersion of the data of the angular position]

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 has elapsed from the transmission time of the previous time, and the angular position of the TPMS sensor reaches the top point, each TPMS sensor 2 transmits TPMS data.

[0029] 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 the top position, based on the time input is meant�I counter wheel speed, 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, angular position data having the smallest degree of dispersion is defined as the position of this wheel TPMS sensor 2.

[0030] 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 difference 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. while there is a difference in the rotational speed of each wheel in accordance with the state of motion of the vehicle, since the TPMS sensor 2 and the sensor 8, the wheel speed (the teeth of the rotor) rotating together, during the period of withdrawal of specific TPMS sensor 2, the output of the sensor 8, the wheel speed associated with the same wheel, retained synchrony�iravani (consistent) regardless of the distance of movement and state of motion.

[0031] Therefore, by observing the degree of dispersion in the data of the angular position of each wheel 1 relative to the period of transmission of the TPMS data, it is possible to perform high-precision determination of the wheel positions of each TPMS sensor 2.

Fig. 7 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 wheel speed for the left front wheel 1FL, (b) corresponds to the sensor 8FR wheel speed right front wheel 1FR, (c) corresponds to the sensor 8RL wheel speed for the left rear wheel 1RL and (d) corresponds to the sensor 8RR wheel speed right rear wheel 1RR.

As will be evident from Fig. 7, while the degree of dispersion are relatively high position of the wheels (number of teeth), obtained from sensors 8FR, 8RL and 8RR speed 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 wheel speed on the wheels (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 wheel speed almost synchro�ized with each other.

[0032] as one of conventional devices control the air pressure in the tires, a 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 TPMS wheel sensor. For this type of device for monitoring the air pressure in the tire according to a moving vehicle is the 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.

As another traditional device for monitoring the air pressure in the tires, the same number of receivers as the number of TPMS sensors are placed adjacent to the sensors, respectively; on the basis of the intensity of electromagnetic waves of received wireless signals determined by the wheel position of each TPMS sensor. Here it is necessary to consider the output of the sensor, the variance of the receiver sensitivity and the effect of the set of antennas for the layout of receptors, and the ambiance of the reception and placement determine performance. In addition, should accommodate 4 receiver. Therefore, costs are higher.

On the other hand, for the device for monitoring the air pressure in �ins in the first embodiment of the wheel position of each TPMS sensor 2 can be specified without using the intensity of electromagnetic waves, so it is possible to determine the wheel position of each TPMS sensor 2, regardless of the receiving environment and layout. In addition, only one receiver 3, which leads to the elimination of costs for additional sensors.

[0033] furthermore, according to the first embodiment of the TPMSCU 4 calculates and determines that the angular position of each wheel 1 is positioned at the highest point on the basis of the dependent gravitational acceleration components of the acceleration in the centrifugal direction, which can be detected from the G-sensor 2b. Since G-sensor 2b is used in an existing control device of the air pressure in the tires for detecting the stop and move the vehicle, the existing TPMS-sensor can be used for different purposes, so there is no need to add new sensors on the side of the vehicle. Thus, costs can be reduced.

[0034] [Operation when determining the degree of dispersion of the values of the dispersion characteristics]

Since the angular position of the wheel 1 is indicated the angular data with periodicity, degree of dispersion of the angular position cannot be determined using a General dispersion formula defined by the average of squared difference from the average number or average size".

Thus, in the first embodiment is carried out�of tvline unit 4b calculate the variance works as follows. The angular position θ of each wheel 1, obtained from each sensor 8, the wheel speed is converted into a circumferential coordinates (cos θ, sin θ) is the unit circle with the origin point (0, 0) in the center. The coordinates (cos θ, sin θ) are taken as vectors, obtained average vectors (ave_cos θ, ave_sin θ) vectors of the same angular position data, and calculates a scalar value of the mean vector as the value of X dispersion characteristics. As a result it is possible to avoid periodicity in determining the degree of dispersion of the angular position.

[0035] Fig. 8 shows a diagram illustrating the change in the X value of the dispersion characteristics in accordance with the number of receptions of the TPMS data. Fig. 8 consider the wheel shows the X value of the dispersion characteristics calculated according to the angular position of the sensor 8, the wheel speed on the same wheel, which is mounted TPMS sensor, while the other wheels show the value of X dispersion characteristics calculated according to the angular position sensor 8 speed wheel on the wheel that differs from those that have installed TPMS sensors.

As shown in Fig. 8, when the number of receptions of the TPMS data for the same ID of the sensor increases, indicates the trend in which the dispersion characteristic X approaches "1", while the value of X disper�ionic characteristics for the other wheel is approaching "0". Thus, it may be ideal to select the maximum value (i.e. the value of the dispersion characteristics closest to "1") when a sufficient number of techniques (several dozen times). However, since it is impossible to inform the driver accurate information on the tire condition during the period of determining the position of the wheel immediately after the rotations, the delay time of determination is not preferred. On the other hand, if the number of techniques (e.g., several times), the difference in the value of the dispersion characteristics with respect to this and other wheels cannot be detected, and would be expected to decrease the accuracy of determination.

[0036] Thus, in the first variant implementation of block 4c determining the position of the wheels compares the values of the dispersion characteristics for each angular position data relative to a specific sensor ID when the reception of the TPMS data regarding this specific sensor is ten times or more, and detects that the maximum value of the values X dispersion characteristics exceeds the first threshold value of 0.57, whereas the other three values of dispersion characteristics fall below the second threshold value of 0.37, then the wheel position data from the angular position corresponding to the maximum Zn�obtaining X dispersion characteristics, will be identified as the position of this wheel sensor ID.

Not only by selecting a maximum value from the values of the dispersion characteristics, and comparing the maximum value with the first threshold value (0,57), can be guaranteed some degree of precision. In addition, by comparing the values of the dispersion characteristics different from the maximum value with a second threshold value (0,37), can be confirmed by a pre-defined difference (0.2 or more), which further improves the accuracy of the determination. Consequently, when a relatively small number of techniques, for example, ten, can be achieved as the accuracy of the determination and reduction of the time of determination.

[0037] [Operation intermittent transmission of the TPMS data]

Each TPMS sensor 2 transmits TPMS data, after it took 16 seconds from the previous time of transmission of the TPMS data and the point in time at which the considered angular position reaches the top point. In the first variant implementation, since the X values of the dispersion characteristics of each angular position data are compared with each other to determine the position of the wheel relative to the TPMS sensor 2, which transferred the TPMS data, some values of the total distance traveled will be necessary for you�manifest difference in the X values of the dispersion characteristics between the wheel (the same wheel and another wheel by another wheel of the vehicle).

Assume that the TPMS data is transmitted every time the angular position of the TPMS data reaches the top point, no significant differences in the value of the dispersion characteristics will not be expected between the candidate and the other wheel so it can be difficult to perform the determination of the wheel position.

Thus, 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.

[0038] [the Operation to reduce energy consumption]

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. TPMS sensor 2 consumes power of the battery 2e coin-type in the transmission of the TPMS data, so that the battery lifetime for the battery 2e coin-type will be shorter, because the mode of transmission is in a constant position continues. 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 that�s transition in normal mode, what can suppress the reduction of battery life.

On the other hand, when TPMSCU 4 cannot determine the correspondence between the 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.

[0039] [Operation of suppressing the delay of determining the position of the wheel]

CU 2C sensor for TPMS-sensor 2 detects the angular position of the TPMS sensor 2 on the basis of the dependent gravitational acceleration components of the centrifugal acceleration, defined by G-sensor 2b, during the transmission mode to a constant position and transmits TPMS data at the peak dependent on the gravitational acceleration components, so that the TPMS data will be transmitted at the highest point in all the moments of transmission time. Although centrifugal acceleration affecting the TPMS sensor 2 may be subject to change due to acceleration/deceleration of the wheel 1, is dependent on gravitational acceleration component receives the waveform of constant width (from -1 to 1 [G]) and changes with h�zvychaino a shorter period compared to the rate of change in centrifugal acceleration, accompanied by acceleration/deceleration of the vehicle. Therefore, it is easy to grasp the change in dependent gravitational acceleration component based on the centrifugal acceleration.

[0040] However, when the braking control such as ABS control and traction control using the brakes done, wheel 1 running exposed to the fluctuation in the longitudinal direction in a very short period due to this control, the centrifugal acceleration detected by the G sensor 2b, will be affected, and it will fluctuate in a very short period with large width or amplitude (a few tens of [G] or more). Thus, CU 2c sensor may falsely identify fluctuations or fluctuations as the peak in-dependent gravitational acceleration component, so there is the probability that the TPMS data will be transmitted in the angular position that is different from the peak.

Thus, the block 4a calculate the angular position TPMSCU 4 calculates the angular position of each wheel 1 at the point in time at which the angular position of each TPMS sensor 2 has reached its peak, based on the time of reception of the TPMS data and the count value of pulses of the wheel speed for each wheel at this time. Therefore, block 4a calculation calculates the angular position of the arc�the new position of each wheel 1, which was referred to the angular position different from the top point, as the angular position, transferred to the top point and block 4b calculate the variance should calculate the value of X dispersion characteristics for each wheel 1, including this angular position to angular position data. Consequently, due to the inclusion of false data, the angular position to angular position data for each wheel, the formation of the difference between the maximum value and other values for each X value of the dispersion characteristics will be delayed, and the determination of the position of the wheel will be delayed.

[0041] In contrast, in the first variant implementation of block 4e prohibit the detection of the angular position prevents the block 4a calculate the angular position to detect the angular position of each wheel when a braking control such as ABS control.

More specifically, when there is a possibility that the time of transmission of the TPMS data is abnormal or normal time of transfer, by prohibiting the calculation of the angular position of each wheel on the basis of these TPMS data, the calculation of the X value of the dispersion characteristics with the use of incorrect or false information will be rejected.

In other words, when there is a likelihood that the PTO�t time transmission of the TPMS data is implemented as a time, than normal or ordinary moment, then by prohibiting the calculation of the angular position of each wheel 1 is prevented the inclusion of erroneous data in the angular position to angular position data for each wheel. Therefore, the delay in the determination of the wheel position will be suppressed, and the ratio of correspondence between the ID of each sensor and the position of each wheel may be determined at an early stage.

[0042] Now is a description of the results.

Device for controlling the air pressure in the tires of the first variant implementation achieving the following results.

(1) monitor the air pressure in the tires, which monitors the air pressure of each tire, is provided by the sensor 2a pressure, which detects the air pressure of the tire, and which is installed on the tire of each wheel 1; sensor 2a pressure for detecting the air pressure of the tire; G-sensor 2b, which is installed on the tire of each wheel 1 and detects the centrifugal acceleration acting on the tire; and a transmitter 2d, which is installed at each wheel 1, and measures the angular position of the wheel based on the detected value of the G sensor 2b, to pass as a wireless signal air pressure in a predetermined angular position together with the sensor ID; a receiver 3, which is arranged on the side of the body transp�comfortable means and receives a wireless signal, unit 4a calculate the angular position, mounted on the side of the vehicle body and defining the angular position of each wheel 1, when the wireless signal includes the ID of the given sensor, unit 4c determine the position of the wheel, which determines the wheel position of the transmitter corresponding to this specific ID of the sensor based on the angular position of each wheel 1, and the unit 4e prohibit the detection of the angular position, which disables the detection of the angular position of each wheel 1 unit 4a calculation of angular position.

Thus, the delay in the determination of the wheel position due to vibrations of the wheel 1 caused by the braking control can be suppressed, and the correspondence between the ID of each sensor and the position of each wheel can be installed in a timely manner.

[0043] (2) Block 4c determining the position of the wheel receives the angular position of each wheel 1 a lot of times, accumulates angular position data for each wheel and determines the wheel position corresponding to the angular position data with the lowest degree of dispersion among angular position data as the wheel position of the transmitter 3, the corresponding ID of the given sensor.

Thus, the ratio of matching between each TPMS sensor 2 and the position of each wheel may be determined�eno with high accuracy.

[0044] (3) G-sensor 2b detects the centrifugal acceleration exerted on the tire, while the TPMS sensor 2 detects the angular position of the wheel based-dependent gravitational acceleration components of the centrifugal acceleration.

Thus, even in a state of acceleration/deceleration of the vehicle angular position of the wheel can be detected with good accuracy.

[0045] [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, G-sensor can detect the acceleration exerted in the direction of rotation of the tire, and detects the angular position of this detected acceleration. During the continuous movement of the vehicle in which the acceleration/deceleration does not occur in the direction of rotation of the tire, the acceleration acting on the tire, is "0" [G] either the top or the bottom of the tire, it is assumed equal to 1 [G] or "-1" [G] in front and backward direction, respectively. Therefore, transferring the TPMS data at the point in time when the detected value of the acceleration sensor p�apologiesa equal to "1" or "-1" TPMS data can be transmitted in a constant angular position.

1. The device controls the air pressure in the tires, containing:
the air pressure sensor in the tire mounted on the tire of each wheel to detect the air pressure in the tire acting on the tire;
the acceleration sensor mounted on the tire of each wheel to detect the acceleration in a given direction acting on the tire;
the transmitter placed on each wheel to detect the angular position of the wheel based on the detected values of the acceleration sensor, for transmitting air pressure together with identification information unique to each transmitter via a wireless signal;
receiver mounted on the vehicle body to receive a wireless signal;
a detection unit of angular position, mounted on the vehicle body to detect the angular position of each wheel when the specific identification information was transferred;
unit determining the position of the wheel, which receives the angular position of each wheel many times to accumulate angular position data for each wheel, and determines the wheel position corresponding to the angular position data with the lowest degree of dispersion among the data of the angular position, as the position of the stake�and transmitter, the corresponding specific identification information; and
the prohibition unit of detection, which prohibits the accumulation of data of the angular position of each wheel unit detecting the position of the wheels when braking control to control the brake pressure of the wheel cylinder.

2. The device controls the air pressure in the tires, containing:
the air pressure sensor in the tire mounted on the tire of each wheel to detect the air pressure in the tire acting on the tire;
the acceleration sensor mounted on the tire of each wheel to detect the acceleration in a given direction acting on the tire;
the transmitter placed on each wheel to detect the angular position of the wheel based on the detected values of the acceleration sensor, for transmitting air pressure together with identification information unique to each transmitter via a wireless signal;
receiver mounted on the vehicle body to receive a wireless signal;
a detection unit of angular position, mounted on the vehicle body to detect the angular position of each wheel when the specific identification information was transferred;
unit determining the position of the wheel, which receives the angular position of each�th wheel many times, to accumulate angular position data for each wheel, and determines the wheel position corresponding to the angular position data with the lowest degree of dispersion among angular position data as the wheel position of the transmitter corresponding to the specific identification information; and
the prohibition unit of detection, which prohibits to detect the angular position of each wheel by means of a detection unit of angular position when the braking control to control the brake pressure of the wheel cylinder, thus
unit determining the position of the wheel configured to convert the angular position of the wheel in a vector on a two-dimensional plane with own starting point as the starting point and the circumferential point of the unit circle as the endpoint, calculate the scalar value of the mean vector of each angular position data as the value of the dispersion characteristics and to determine the maximum value of each value of the dispersion characteristics as the value with the lowest degree of variance.

3. The device controls the air pressure in the tires according to claim 2, in which
braking control is an anti-lock braking control in which the wheel with the trend lock is constrained by�m regulating pressure in the brake cylinder of the wheel.

4. The device controls the air pressure in the tires according to claim 2, in which
braking control is the control of the stability behavior of the vehicle to ensure the driving stability of the vehicle at which the vehicle with the trend of excessive steering or insufficient steering is constrained by transferring the braking force to the wheel.

5. The device controls the air pressure in the tires according to claim 2, in which
braking control is traction control using the brakes in response to the idle rotation of the driving wheel, to prevent the idle rotation of the drive wheel and to increase the strength of adhesion of the tires.

6. The device controls the air pressure in the tires according to claim 2, in which
braking control is control differential constraints using the brakes to limit the differential with brakes.



 

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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

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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

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