Device for tire air pressure monitoring

FIELD: transport.

SUBSTANCE: proposed device is configured to define the angular position of tire air pressure transfer device on the basis of centrifugal acceleration gravity acceleration component during transmission of tire air pressure data. Besides, it transmits, in wireless signal and predefined cycle, the air pressure data and that on angular position of tire pressure transfer device.

EFFECT: decreased power consumption by air pressure transfer device.

3 cl, 12 dwg

 

The technical field to which the invention relates

[0001] the Present invention relates to a system for monitoring the air pressure in the tires.

The level of technology

[0002] In the control device of air pressure or pneumatic pressure in the tire described in patent document 1, due to the transmission of the TPMS data (TPMS monitoring system air pressure in the tires) to the point in time at which the acceleration in the direction of rotation of the TPMS sensor mounted on each wheel, reach 1 [G] or -1 [G], TPMS-TPMS sensor transmits data at a constant angular position of the wheel. TPMSECU mounted on the side of the vehicle, determines the position of the wheel TPMS-sensor on the basis of the number of teeth, which is obtained from a chain of pulses of the wheel speed detected by the speed sensor wheel speed at the time at which the TPMS data were taken.

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] However, in the traditional way described above, in order to determine that the TPMS sensor has reached a predetermined angular position, it is necessary to shorten the period or cycle of the sample. Thus, there is a PR�problem in extending the service life of the battery TPMS-sensor (transmission device, the air pressure in the tire).

The purpose of the present invention is to provide a control system of air pressure in the tires, which can reduce the energy consumption of the device for transmitting the air pressure in the tire.

Means for solving the problem

[0005] in order to achieve the goal, according to the present invention is the determination of the angular position of the transmission device, the air pressure in the tire based on the component of the gravitational acceleration centrifugal acceleration when the information is transmitted on the air pressure in the tire, and for a predetermined period or cycle as the information about the air pressure in the tire, and information about the angular position configured to transmit the wireless signal.

Advantages of the invention

[0006] Consequently, according to the present invention the power consumption of the device for transmitting the air pressure in the tire can be reduced.

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 is a schematic drawing illustrating the wheel in the first variant of implementation;

Fig. 3 is a configuration diagram of the TPMS sensor in the first variant of implementation;

Fig. 4 shows graphs illustrating changes in the wheel speed and price�Robina the acceleration in the first variant of implementation;

Fig. 5 is a schematic diagram illustrating the zoning component of gravitational acceleration in the first variant of implementation;

Fig. 6 is a diagram illustrating the contents of the information component of gravitational acceleration in accordance with the component of gravitational acceleration during transmission in the first variant of implementation;

Fig. 7 is a block diagram of the control unit TPMS in the first variant of implementation;

Fig. 8 is a diagram illustrating a method of calculating the angular position of each wheel in the first variant of implementation;

Fig. 9 is a diagram illustrating a method of calculating the values of dispersion characteristics;

Fig. 10 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; and

Fig. 11 is a chart illustrating the ratio between the angular positions of each wheel and the number of receptions of the TPMS data.

Description of the reference positions

[0008] 1 wheel

2 TPMS-sensor (device for transmitting the air pressure in the tire, the mechanism for the transfer of air pressure in the tire)

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

2b acceleration sensor (detection of acceleration)

2c, the control unit of the sensor (the mechanism for determining the position)

2d transmitter (transmission mechanism)

3 receptor�to (admission)

4 TPMS control unit (mechanism determining the position of the wheels)

6 the ABS control unit (a mechanism for detecting the angular position)

13 control system of air pressure in the tires

14 main unit or the TPMS part (the main part of the device for monitoring the air pressure in the tires)

Options for implementation of the invention

[0009] the First variant of implementation]

[General configuration]

Fig. 1 is a configuration diagram illustrating a system 13 controls the air pressure in the tires or pneumatic pressure 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 device 13 controls the air pressure in the tires of the first variant implementation is equipped with TPMS (control system tire pressure) sensors 2 and the main unit 14 of TPMS. Main unit 14 equipped with TPMS receiver 3, the control unit 4 TPMS display unit 5 and 6 ABS control (antilock brake system) sensors and 8 speed of rotation of the wheel.

[0010] [Setup TPMS sensor]

Fig. 2 shows wheel1. As shown in Fig. 2, the TPMS sensor 2 is installed on each of the wheels 1 in the position of the air valve near the outer circumferential side of the wheel 1. Fig. 3 diagram of the configuration of the TPMS sensor 2. TPMS sensor 2 comprises a sensor 2a of the pressure sensor 2b acceleration, block 2c control sensor, transmitter 2d and 2e battery button cell.

[0011] the Sensor 2a detects pressure the air pressure in the tire. The sensor 2b acceleration detects the acceleration in the centrifugal direction (centrifugal acceleration) [G] acting on the wheel. Block 2c control sensor is operated by the power supplied from the battery 2e coin-type, and receives information about the air pressure in the tire from the sensor 2a pressure and information about the centrifugal acceleration from the sensor 2b acceleration, respectively. In addition, TPMS-data that contains information about the air pressure in the tire and ID (identification information) of the sensor, which is previously set and is unique for each TPMS sensor 2 is sent in the wireless signal from the transmitter 2d. In the first embodiment of the ID sensors in the numbers from 1 to 4, associated with TPMS sensors 2.

[0012] the Block 2c control sensor compares the acceleration in the centrifugal direction detected by the sensor 2b acceleration to a preset threshold value to determine the state of motion transport�th funds. When the centrifugal acceleration is less 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 centrifugal acceleration exceeds the threshold value of the detection, executes the determination that the vehicle is moving, and TPMS data are transmitted at a predetermined time point.

[0013] [Configuration of the speed sensor wheel]

The sensor 8 to the speed of rotation of the wheel consists of a rotor 11 and a detecting part 12. As shown in Fig. 2, the rotor 11 is formed in the shape of the gear and mounted coaxially with the center of rotation of the wheel 1 to be rotated as an integral part. Provided detecting part 12 facing the exposed surface of the rotor 11. Detecting part 12 consists of a permanent magnet and coils. When the rotor rotates, the concave-convex or protruding 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 unit 6 ABS control.

The rotor 1 consists of 48 teeth, so detecting part 12 is configured to output a chain of pulses 48 times every time the wheel makes 1 revolution.

[0014] [Configuration of control unit ABS]

Unit 6 ABS control takes the change of pulse signals of the wheel speed of each sensor 8, the wheel speed is to count the number of pulses to determine wheel speed for each wheel 1 on the basis of changes in the number of pulses for a predetermined time. When a tendency to lock the wheels 1 on the basis of the wheel speed for each wheel 1, the antilock braking control by the brake is performed by adjusting or holding pressure of the wheel hydraulic brake cylinder of the wheel, to stop the tendency to blocking by activating the unaired ABS actuator. Additionally, unit 6, ABS control displays the count of the pulses of the wheel speed to CAN communication line 7 at regular intervals (e.g., every 20 [MS]).

[0015] [Configuration of the receiver]

The receiver 3 receives the wireless signal that is output from each TPMS sensor to decode and display it in a block of 4 TPMS control.

[0016] [Configuration of control unit TPMS]

The control unit 4 accepts TPMS TPMS data from each TPMS sensor�, decoded in the receiver 3. The control unit 4 stores the TPMS ratio of correspondence between the ID of each sensor and the position of each wheel in the nonvolatile memory 4d (see Fig. 7), and with reference to the ratio of compliance that stores the ID of the TPMS sensor data, determines which position the wheels are TPMS-data matches. The air pressure in the tire contained in the TPMS data will be displayed on the display 5 as the air pressure corresponding to the wheel position. When the air pressure in the tire falls below the lower limit value, the reduction in air pressure in the tire will be communicated to the driver by changing the display color, indication, or a flashing warning signal.

[0017] As described above, based on the ratio of correspondence between the sensor ID and the wheel position stored in the memory 4d, the control unit 4 TPMS determines which wheel is taken TPMS-data belongs to. However, when the permutation of the tires 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 what wheel TPMS-data belongs to, so no one can say how wheel TPMS data is associated. Here "tyre rotation" refers to the operation of the swap provisions setting tyres n� 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.

Therefore, it is necessary to update the ratio of correspondence between the ID of each sensor and the position of each wheel, are stored in the memory 4d, after rotations. However, since there is a relationship between TPMS sensor 2 mounted on the wheel 1, and the control unit 4 TPMS installed on the vehicle body, in the control system of air pressure in the tires of the first variant implementation of the Protocol memory when you upgrade 4d is set in advance.

Now the description of the control unit 4 control TPMS.

[0018] When the time of determination of the stop of the vehicle is equal to or greater than 15 minutes, the TPMS sensor 2 detects that could be done tyre rotation.

When you define a vehicle is less than 15 minutes, is determined that the update of the memory 4d is not required, and select "normal mode". When the time of determination of the stop of the vehicle is equal to or bolshej than 15 minutes, you determine that you need to upgrade the memory 4d, and you set the "transfer mode position".

[0019] [Mode before�Chi in a fixed moment of time]

Here is the description of the control TPMS sensor 2 in the usual mode of transmission.

Block 2c control sensor determines the vehicle is stopped, when the centrifugal acceleration detected by the sensor 3b of the acceleration is smaller than a threshold value to detect motion of the vehicle, and stops to transfer the TPMS data. On the other hand, when the centrifugal acceleration is less than the threshold value of movement of the vehicle, determines the state of motion of the vehicle and the TPMS data will be transmitted in a constant period (every one minute, for example).

[0020] [transfer Mode in position]

Now the description of the control TPMS-sensor 2 during the transmission mode to the position.

In transmission mode at the position with the shorter interval (every 10 [s], for example) than the transmission period of the transmission mode in a fixed position, and when the TPMS sensor 2 reaches a fixed angular position (the top position of the wheel 1), the TPMS data are broadcast with the added component of gravitational acceleration during the transfer process.

[0021] the transmission Mode in 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 40 times, the transfer mode in the apt�dit in normal mode. When determination is made that the vehicle is worth at the time of transmission mode in a fixed position, and the fixing of the vehicle is less than 15 [min], counting gear TPMS data will be continued when you restart. When the time of determination of the stop of the vehicle is equal to or greater than 15 [min], at restart, the counter TPMS data before the vehicle stops is reset and counts of the gears.

[0022] [Component of gravitational acceleration]

TPMS sensor transmits, as described above, the TPMS data with the component of the gravitational acceleration, added to TPMS data.

[0023] Fig. 4 is graphs illustrating changes in the wheel speed and the centrifugal acceleration detected by the sensor 2b acceleration. Fig. 4(a) shows the wheel speed, Fig. 4(b) shows the centrifugal acceleration, Fig. 4(c) shows the component of the gravitational acceleration centrifugal acceleration, and Fig. 4(d) shows a graph illustrating the centrifugal component of the centrifugal acceleration, respectively.

[0024] the Centrifugal acceleration can be divided into centrifugal component, which is formed due to the centrifugal force generated in accordance with the rotation of the wheel 1, and a component of gravitational acceleration, which obraze�Xia due to gravitational acceleration.

[0025] the Centrifugal acceleration shows a wavy profile, but changes so as to follow the wheel speed, as shown in Fig. 4(a) in General. As shown in Fig. 4(d), component of the centrifugal force developed is essentially synchronous with the speed of rotation of the wheel. On the other hand, the component of the gravitational acceleration becomes a sine wave that moves back and forth between -1 [G] +1 [G], as shown in Fig. 4(c), the period becomes shorter when the wheel speed increases. This is because, when the TPMS sensor 2 comes to the top point of the wheel component of the gravitational acceleration reaches +1 [G] and when he comes to the bottom point, the direction of the TPMS sensor 2 is opposite to the direction at the top point of finding "-1" [G]. At 90 degrees relative to the upper and lower points, it becomes "0" [G]. In other words, the angular position of the TPMS sensor 2 can be obtained based on the gravitational component of acceleration.

[0026] [add location information]

In order to transfer the TPMS data when the TPMS sensor 2 has reached a predetermined position, the component of the gravitational acceleration should be selected on an ongoing basis. In addition, to improve the positional accuracy, the sampling period needs to be shortened. This will increase energy consumption�their energy so the extension of the lifespan of the battery may not be achieved.

Thus, in the first variant of implementation, in transmission mode in the position to TPMS data added location information during the transmission process. Location information is such information that indicates which of the eight zones TPMS sensor belongs to, when a single circular turnover is divided into eight zones. More specifically, the sine wave component of the gravitational acceleration is divided into eight zones, and positional information is obtained by identifying a zone in which is found the component of the gravitational acceleration.

Fig. 5 is a diagram describing the operation of the zoning component of the gravitational acceleration. As shown in Fig. 5, depending on the magnitude of the component of the gravitational acceleration are formed four zones. In particular, is set to zone 1, where the component of the gravitational acceleration varies in the range between +0,5 [G] 1 [G], is set to zone 2, where the component of the gravitational acceleration is between ±0 [G] +0,5 [G], zone 3 with a range between -0,5 [G] ±0 [G], zone 4 with a range greater than -1 [G], and less than -0,5 [G], respectively. Additionally, a range where the component of the gravitational acceleration decreases, subzone is defined as 1, whereas the range where sostavlyayuthie acceleration increases, is defined as a sub-zone 2. For example, the point P1 in Fig. 5 presents area 1-1, the point P2 is represented by the area 4-2, respectively.

[0027] Fig. 6 shows an example of the content of the information component of gravitational acceleration in accordance with the component of gravitational acceleration during the transfer. Fig. 6 indicates a gradual increase in the speed of rotation of the wheel, and a reduction in the period of the component of gravitational acceleration in accordance with increase in wheel speed. Thus, the angular position of the TPMS sensor every 10 [s] variable.

[0028] Block 2c control sensor starts sampling component of the gravitational acceleration immediately before the passage 10 [c] after the previous transmission. Sampling is performed four times in a fairly short period or cycle. Implementing the sample immediately prior to transfer as the value of the component of the gravitational acceleration, and the range of change (increase/decrease) in the transmission time can be obtained, and thus define the area.

[0029] for Example, at the points P3, P4 in Fig. 6 the magnitude of the component of the gravitational acceleration is detected as being in the zone 1 from the sample immediately prior to transfer and is located in subzone 2, since you'll be in the area increases, so that the information about gravitational acceleration control unit�em sent as a zone 1-2. On the other hand, at point P5, as the magnitude of the component of the gravitational acceleration is classified in zone 2, and since it is in the range reduction, information about gravitational acceleration will be transmitted as the zone 2-1. Additionally, at the point P6, since the magnitude of the component of the gravitational acceleration is classified in zone 4 and since it is placed in the magnification range is defined subzone 2.

Thus, the control is performed only immediately before the transmission of the TPMS data, despite the reduction in the sample period, the number of samples can be kept small in General, so that energy consumption can be reduced while improving the accuracy of detection of the gravitational component of acceleration.

[0030] [Management control unit TPMS]

The control unit 4 TPMS determines that there is a possibility that the tyre rotation done when the time of determination of the stop of the vehicle is equal to or more than 15 [min]. Is determined that there is no need to update the memory 4d, when the time of determination of the stop of the vehicle is less than 15 [min], and will be selected as the "control regime". The need to upgrade the memory 4d is determined when you define the stop of the vehicle is equal to or more than 15 [min], and will be selected as the "training mode".

[0031] [control Mode]

Now the description of the control of the control unit TPMS during the control regime.

During the control mode, the control unit 4 accepts TPMS sensor ID TPMS from data entered from the receiver 3, and with reference to the ratio of correspondence between the ID of each sensor and the position of each wheel is stored in the nonvolatile memory 4d, determines which data the position of these wheels TPMS-data belongs to. Then, the air pressure in the tire contained in the TPMS data will be displayed on the display 5 as the air pressure of the wheel 1. Additionally, when the air pressure of the tire falls below the lower limit, the driver is alerted to the reduction of air pressure in the tire, the driver is informed of the reduction of air pressure by changing the color of the display, flashing display and a warning sound.

[0032] [training Mode]

Now the description of the control block of 4 TPMS control during the learning mode.

The training mode continues to run until, until you define that determines the position of a wheel each TPMS sensor 2 is owned, or until the total movement time (e.g., 8 minutes) from the start of the learning mode. After completion of the learning mode the control enters the control.

Note that even in the middle of the learning mode, since the TPMS data will be introduces�Xia from time to time, mapping air pressure and, thus, a warning about lowering the air pressure will be performed on the basis of the ratio of compliance before updating between the ID of each sensor and the position of each wheel, are stored in the memory 4d.

[0033] In the learning mode the angular position of each wheel is obtained in a time and in the position TPMS sensor 2, which transferred the TPMS data, which include particular ID of the sensor, based on the value of the counter pulses of the wheel speed from unit 6 ABS control, and the time at which the TPMS data, which include this specific sensor ID, are accepted.

[0034] In the transmission mode at the position of the TPMS sensor 2 transmits TPMS data with added information component of the gravitational acceleration. For example, although the angular position of the wheel 1 on which the TPMS sensor 2 with ID1 is selected, is consistent with the information component of the gravitational acceleration sent from TPMS-sensor, the angular position of the other wheel 1 and the information component of the gravitational acceleration from the TPMS sensor 2 with ID1 does not match.

[0035] This is because when the vehicle is moving, or is moving, the speed of rotation 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 the differences in pressure�research Institute of the air 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 and between the left and right wheels.

[0036] Now, a detailed description of the management determination of the wheel position, which occurs during the learning mode through the control unit 4 TPMS. For ease of description only describes the process of determining the position of the wheel TPMS sensor 2 with ID1, the process of determining the position of the other wheels TPMS sensors 2 is performed in a similar way.

Fig. 7 is a block diagram of the control unit 4 control TPMS to perform control of determining the position of the wheel. The control unit 4 has the TPMS unit 4a calculate the angular position, unit 4b calculate the variance, unit 4c determining the position of the wheel (the mechanism for determining the position of the wheel) and the memory 4d.

[0037] [Management of computing the angular position]

Unit 4a calculate the angular position accepts TPMS data after decoding to output from the receiver 3 and the count of the pulses of the wheel speed, derived from the block 6 ABS control, to calculate the angular position of each wheel when the angular position of the TPMS sensor with ID1 was transmitted to the TPMS data.

[0038] As described above, the rotor 11 has 48 teeth. However, unit 6 ABS control counts only the pulses of the wheel speed and not able to identify each tooth. Thus, hypothetically, block 4a calculate the angular position assigns a number to each prong of the 48 teeth and determines the angular position of the wheel 1, on the basis of the assigned number of teeth. After the start of the learning mode unit 4a calculate the angular position accumulates and stores the count of the pulses of the wheel speed input from the unit 6 ABS control. Tooth number can be obtained by adding 1 to the remainder after dividing the total value of the pulses of wheel speed on a number of teeth equal to 48.

[0039] time delay Occurs between the time at which the TPMS sensor 2 with ID1 transmits TPMS data, and the time at which the receiver 3 receives the TPMS data. Additionally, the time delay also occurs between the time when the TPMS sensor 2 with ID1 began the process of transferring TPMS data, and the time at which the TPMS data are actually transmitted.

[0040] Since the control unit 6 TPMS cannot directly recognize the time at which the TPMS sensor initiated the transfer, the time at which the TPMS sensor 2 began the transfer, is measured by a countdown from the time that the receiver took 3 TPMS data, and neobhodimosti angular position of each wheel at this time.

[0041] in addition, the count of the pulses of the wheel speed will only be accepted from unit 6 ABS control every 20 [MS]. In other words, since the count value when each individual pulse is not inserted, it is necessary to calculate the number of the prong when the TPMS sensor 2 with ID1 reaches the top or highest point.

[0042] Fig. 8 is a diagram describing a method of calculation to get the tooth number (angular position of the wheel 1) of the rotor 11 when the TPMS sensor 2 has transferred the TPMS data.

Fig. 8 t1 represents the time when you enter the count of the pulses of the wheel speed; t2 represents the time when the angular position of the TPMS sensor 2 with ID1 begins the process of transmission of the TPMS data; t3 represents the time when the TPMS sensor 2 with ID1 actually starts the transmission of the TPMS data; t4 represents the time when the reception of the TPMS data is completed; and t5 represents the time when you enter the count of the pulses of the wheel speed. Unit 6 control TPMS directly knows the time t1, t4, and t5. The time t3 can be calculated by subtracting the data length (the nominal value, for example, about 10 MS) for TPMS data from a time t4; and t2 can be calculated by subtracting the time-delay (available in advance by an experiment, etc.) in the transmission. Within 20 [MS] a change in the wheel speed is small enough, �AK that assumes constant speed.

[0043] Assuming the number of teeth n1 at time t1, tooth number n2 at time t2, and n5 at time t5, respectively, sets the expression:

(t2-t1)/(t5-t1)=(n2-n1)/(n5-n1)

Thus,

n2-n1=(n5-n1)*(t2-t1)/(t5-t1)

Tooth number n2 at time t2, in which the angular position of the TPMS sensor 2 with ID1 reaches the top point, can be obtained by the following formula;

n2=n1+(n5-n1)*(t2-t1)/(t5-t1)

[0044] [Management of computing unit variance]

Unit 4b calculate the variance accumulates the number of the teeth of each wheel 1, computed by block 4a calculate the angular position at time t2, at which the TPMS sensor 2 with ID1 started the transmission of the TPMS data, and calculates the degree of dispersion in the data of rotation of each wheel as the value of the dispersion characteristics.

[0045] Since the TPMS sensor 2 transmits TPMS data in a fixed moment of time, the angular position at the beginning of the transfer process can vary each time. Thus, if the data of the angular position of each wheel 1 is used as is, i.e. without adjustment, it is difficult to identify the position of the wheel TPMS sensor 2 with ID1 from the value of the dispersion characteristics. Consequently, the number of the teeth of the wheel 1, thus obtained, will be subject to adjustments.

[0046] the adjustment of the angular position of the wheel 1 is performed by setting or destination� corrective values in each of the areas of the information component of the gravitational acceleration. The corresponding correction values are defined as follows:

Area 1-1: correcting a value of 0

Area 2-1: correction value of +42

Zone 3-1: correction value +36

Area 4-1: correction value of +30

Area 4-2: correction value of +24

Area 3-2: adjustment value of +18

Area 2-2: correction value +12

Area 1-2: correction value +6

[0047] When the adjustments are performed using these correction values, when the information component of the gravitational acceleration of TPMS data transmitted TPMS sensor with ID1, area 2-2, and the number of teeth of the wheel 1, which is obtained equal to 13, then tooth number after adjustment will be 25. When tooth number exceeds 48, the remainder obtained by dividing by 48, will be installed as the numbers of teeth.

[0048] Fig. 9 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 having iskhodno� point (0, 0), as the starting point and the coordinates (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 data angular position, 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((n2+1)*2π/48), sin((n2+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

[0049] [Control unit determining the position of the wheel]

Unit 4c determining the position of the wheel works as follows. The X values of the dispersion characteristics of the data of the angular position of each wheel 1 are compared with each other, and when the highest 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 of X dispersion characteristics is smaller than the second threshold value (for example, 0,37), you define that the wheel 1 corresponding to the maximum value X of the dispersion characteristics, installed� with TPMS sensor 2 with ID1, and the ratio of correspondence between the TPMS sensor with ID1 and the position of the wheel 1 is updated in the memory 4d.

[0050] [management Process is determining the position of the wheel]

Fig. 10 is a block diagram of the sequence of operations illustrating the algorithm of the management process of determining the position of the wheel. 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 4a calculation calculates the angular position of the angular position of each wheel 1.

[0051] 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 largest or maximum value for the value of disper�ionic 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.

[0052] In step S6 section 4c of determining the position of the wheel determines the wheel position data from the angular position corresponding to the maximum or highest value of the dispersion characteristics, as the wheel position for ID1 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 Yes, the learning mode is terminated. If the result of determination is "No", the operation returns to step S1.

[0053] When the 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 to determine the position of the wheel ID for all sensors within a predetermined accumulated time� movement, no update fails and continues using the relationship of correspondence between many IDs sensors and the position of each wheel, currently stored in the memory 4d.

[0054] [Action]

Now, description is given assuming that the position of the wheel TPMS sensor 2 with ID1 was set to the left front wheel 1FL result in rotations.

[Determination of the wheel position]

Each 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 at the position. In transmission mode at the position of each TPMS sensor 2 transmits TPMS data with added information component of the gravitational acceleration every 10 [s].

[0055] on the other hand, when the determination of the stop of the vehicle is equal to or more than 15 min, the control unit 4 TPMS switch control mode to the learning mode. In the learning mode, each time when the TPMS data are taken from each TPMS sensor 2, the control unit 4 TPMS calculates the angular position (the number of teeth of the rotor) of each wheel 1, when the angular position of the TPMS sensor 2 reaches the top spot�and, each time you receive a TPMS data from the TPMS sensor 2, based on the time of input of the counter pulses of the wheel speed, the completion time 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.

[0056] As described above, when the vehicle moves or travels, the speed of rotation 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. Thus, for example, while the angular position of the wheel 1 on which is mounted TPMS sensor ID1, consistent with the component of the gravitational acceleration sent from TPMS-sensor with ID1, the angular position of the other wheel 1 does not coincide with the component of the gravitational acceleration sent from TPMS-sensor with ID1.

Thus, when the adjustment of the angular position of the wheel 1 on which is mounted TPMS sensor 2 with ID1, is performed on the basis of the information component of the gravitational acceleration sent from the TPMS sensor 2 with ID1, it is true that the variance between the data of the angular position will be small, but when the correct�orchestration is the angular position of the other wheel 1 on the basis of the component of the gravitational acceleration, given from the TPMS sensor 2 with ID1, the variance of the data of the angular position will be more. Observing the degree of dispersion of the angular position of each wheel 1, the wheel position of each TPMS sensor 2 can be determined with sufficient accuracy.

[0057] Fig. 11 illustrates the ratio between the angular positions (number of teeth of the rotor 11) of the wheels 1FL, 1FR, 1RL and 1RR, when the angular position of the TPMS sensor 2 with the ID reaches the top point, and the number of receptions of the TPMS data. Here, Fig. 11(a) corresponds to the sensor 8FL speed of rotation of the wheel to the left front wheel 1FL, Fig. 11(b) corresponds to the sensor 8FR speed of rotation of the wheel to the right front wheel 1FR, Fig. 11 (c) corresponds to the sensor 8RL the wheel speed for the left rear wheel 1RL, and Fig. 11 (d) corresponds to the sensor 8RR speed of rotation of the wheel to the right rear wheel 1RR.

[0058] As will be evident from Fig. 11, whereas the degree of dispersion is high in the angular positions (tooth number of the rotor 11), obtained from sensors 8FR, 8RL and 8RR speed of rotation of the wheel relative to the right front wheel 1FR, the left rear wheel 1RL and right rear wheels 1RR, the degree of dispersion of the wheel position obtained from the sensor 8FL speed of rotation of the wheel relative to the left front wheel 1FL is the minimum or smallest, so it is confirmed that the period of transmission of the TPMS data ID1 and the period BP�of the rotor 11, essentially synchronous. Thus, it can be determined that the position of the TPMS sensor 2 with ID1 installed on the left front wheel 1FL.

[0059] [determination of the degree of dispersion based on the value of the dispersion characteristics]

Dispersion, in General, is determined by the average of the squared difference from the mean value or average value". However, since the angular position of the wheel 1 is indicated by the data on coal at intervals, the degree of dispersion of the angular position cannot be determined using conventional dispersion.

[0060] Thus, in the first variant implementation, the block 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) of the data vectors of the same angular positions, and a scalar value of the average vector is calculated 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.

[0061] Fig. 12 shows a chart illustrating the change in the X value of the dispersion characteristics in accordance�accordance with the number of receptions of the TPMS data for ID1. Fig. 12 the dotted line indicates the X value of the dispersion characteristics of the left front wheel 1FL, whereas the solid line indicates the X value of the dispersion characteristics of the angular position for the right front wheel 1FR, the left rear wheel 1RL, right rear wheel 1RR.

[0062] As shown in Fig. 12, when the number of receptions of the TPMS data for ID1 sensor increases, indicates the trend in which the dispersion characteristic X in the angular position of the left front wheel 1FL is approaching "1", while the X values of the dispersion characteristics for the right front wheel 1FR, the left rear wheel 1RL and right rear wheel 1RR 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 about the state of the bus during the period of determining the position of the wheel TPMS sensor 2, a long period of time is undesirable. On the other hand, if the number of techniques (e.g., several times), the difference in the X value of the dispersion characteristics silently, which would reduce the accuracy of determination.

[0063] Thus, in the control system giving�of moving air in the tires according to the first embodiment of the unit 4c determining the position of the wheel compares when the TPMS data for the same sensor ID taken ten times or more, the X values of the dispersion characteristics of the data of the angular position of each wheel when a specific sensor ID was passed. Unit 4c determining the position of the wheel further finds that the maximum value of the values X dispersion characteristics exceeds the first threshold value of 0.57, whereas the remaining three values of the dispersion characteristics fall below the second threshold value of 0.37, then the wheel position data from the angular position corresponding to the maximum X value of the dispersion characteristics, will be identified as the position of the wheel TPMS sensor 2 with the ID of this sensor.

[0064] 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 accuracy is defined�I, and reduced time determine.

[0065] [Reduction of energy consumption due to forced regime change]

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 battery power 2e coin-type in the transmission of the TPMS data, so that the battery life for the battery 2e coin-type will be shorter, because the mode of transmission is in a constant position continues.

[0066] 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.

[0067] on the other hand, when the control unit 4 TPMS 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, 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 transmission mode in a constant position TPMS-Dutch�ka 2.

[0068] [Reduce energy consumption through partial control]

In order to transfer the TPMS data when reaching a TPMS sensor with a predetermined position, the component of the gravitational acceleration is continuously fetch operation. Additionally, in order to improve the position accuracy, the sampling period needs to be shortened. Thus, the energy consumption will increase and long life cannot be achieved.

[0069] Thus, in the first variant of implementation, the TPMS sensor 2 is configured to detect a component of the gravitational acceleration at the time of transmission of the TPMS data every 10 seconds of time, to thereby obtain the angular position of the TPMS sensor 2 component of gravitational acceleration for transmission as information about the position, which must be added to the TPMS data.

Therefore, since the TPMS sensor 2 is controlled only by the value of the component of the gravitational acceleration only during the transmission of the TPMS data, the number of sampling operations to be supported is small, to thereby reduce energy consumption.

[0070] [higher accuracy of position information]

Since the component of the gravitational acceleration varies in the form of a sine wave, only based on the magnitude of gravitational acceleration, �sometimes impossible to identify information about the position of the TPMS sensor 2.

Thus, in the first variant of implementation, the TPMS sensor 2 is configured to detect a component of the gravitational acceleration for a predetermined sampling period immediately before the transmission of the TPMS data. Thus, can be obtained the direction of change (increase or decrease) in the component of the gravitational acceleration to determine the position of the TPMS sensor 2 based on the magnitude and direction of change component of the gravitational acceleration.

Consequently, the angular position of the TPMS sensor 2 can be accurately determined.

[0071] [Advantages]

Below is a description of benefits.

In TPMS-sensor 2 according to the first variant of implementation can be shown the following benefits.

In TPMS-sensor 2 (the device transmitting the air pressure in the tire) mounted on the outer circumference of the wheel 1, to provide information about the air pressure in the tire of the wheel 1, is provided by the sensor 2a pressure (a mechanism for detecting the air pressure in the tire) that detects the air pressure in the tire, the sensor 2b acceleration (engine acceleration detection) which detects the centrifugal acceleration, while the wheel 1 rotates; block 2c control sensor (movement detection component of the gravitational acceleration), which defines the angular position of the TPMS sensor (ustroystvo.ranee air pressure in the tire) on the basis of the component of gravitational acceleration during the transfer of information about the air pressure in the tire, and transmitter 2d (transfer mechanism) that transfers the information about the air pressure in the tire, and information about the angular position of the TPMS sensor 2 in the wireless signal.

Therefore, since the TPMS sensor 2 monitors the value of the component of the gravitational acceleration only during the transmission of the TPMS data, the number of samples can be kept small, the detection accuracy of the peak component of the gravitational acceleration is improved, and power consumption can be reduced.

[0072] (2) Block 2c control sensor configured to detect a component of the gravitational acceleration centrifugal acceleration in each sampling period before transmission of the wireless signal transmitter 2d, to thereby determine the angular position of the TPMS sensor 2 based on the magnitude and direction of changes in gravitational component of acceleration.

[0073] in addition, in the system 13 controls the air pressure in the tires in the first variant of implementation can be obtained the following advantages.

(3) In the system 13 controls the air pressure in the tires with TPMS-sensor 2 (mechanism for the transfer of air pressure in the tire) mounted on the outer circumference of the wheel 1, to provide information about the air pressure in the tire of the wheel 1 via a wireless signal, and the main part 14 TPMS (the main part of the control air pressure in the tires, installed on the vehicle body for receiving the wireless signal and controls the air pressure in the tire of each wheel, the TPMS sensor 2 is provided with a sensor 2a pressure mechanism to detect the air pressure in the tire) that detects the air pressure in the tire, the sensor 2b acceleration (mechanism to detect acceleration), which detects centrifugal acceleration, while the wheel 1 rotates; block 2c control sensor mechanism for determining the position) which determines the angular position of the TPMS sensor 2, and the transmitter 2d (transmission mechanism), which transmits information about pressure of the tyre, and information about the angular position of the TPMS sensor 2 together with the identification information unique to each TPMS sensor 2, the wireless signal, wherein the main part of the TPMS (the main part of the control air pressure in the tires) supplied by the receiver 3 (mechanism), which receives information about the air pressure in the tyre, sent from the transmitter 2d each TPMS sensor 2, and the information about the angular position of the TPMS sensor 2, unit 6 ABS control (mechanism to detect the angular position) and a block of 4 TPMS control (mechanism for determining the position of the wheel), which defines the position of the wheel 1 on which the TPMS sensor 2 is selected on the basis of the angular position of each wheel 1 and information about angles�th position of the TPMS sensor 2.

Therefore, since the TPMS sensor 2 monitors the value of the component of the gravitational acceleration only during the transmission of the TPMS data, the number of samples can be maintained small, the detection accuracy of the peak component of the gravitational acceleration can be improved and power consumption may be reduced.

[0074] (4) Block 2c control sensor configured to detect a component of the gravitational acceleration centrifugal acceleration in each prescribed sampling period before transmission of the wireless signal transmitter 2d and to determine the angular position of the TPMS sensor 2 based on the magnitude and direction of changes in gravitational component of acceleration.

Consequently, the angular position of the TPMS sensor 2 can be accurately determined.

[0076] [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, the example sensor wheel speed is shown as a mechanism for detecting the angular position in the variants of implementation in the vehicle that sleep�wifey motor, built into the wheel, as the power source, the position sensor of the motor shaft can be used to detect the rotation angle.

1. Control system of air pressure in your tires to monitor air pressure of each tire, containing:
a mechanism for detecting the air pressure in the tire mounted on each wheel, that detects the air pressure in the tire.
a mechanism for detecting acceleration, installed at each wheel, that detects the centrifugal acceleration, while the wheel rotates;
the mechanism for determining the position, which detects the position within the period of the component of the gravitational acceleration centrifugal acceleration, subject to periodic change along with the rotation of the wheel;
transmitter mounted on each wheel that transmits a detected air pressure in the tire, the position of the component of gravitational acceleration during transmission of the wireless signal and identification information unique to each transmitter, as a wireless signal;
receiver mounted on the vehicle body to receive a wireless signal;
a mechanism for detecting the angular position of the mounted on the vehicle body in accordance with each wheel to detect angular�Linux wheels; and
the mechanism for determining the position of the wheel, which adjusts the angular position of each wheel during transmission of the wireless signal that includes the specific identification information, by correcting the set value in accordance with positional information component of the gravitational acceleration imposed on the wireless signal containing the identification information to thereby determine the position of the wheel to wheel that is equipped with a transmitter, based on the adjusted angular position of each wheel.

2. Control system of air pressure in the tires according to claim 1, in which
the mechanism for determining the position configured to sample a component of gravitational acceleration in each predetermined sampling period before transmission of the wireless signal and to detect the position within the period of the component of the gravitational acceleration on the basis of the magnitude and direction of changes in gravitational component of acceleration.

3. Control system of air pressure in the tires either claim 1 or claim 2, in which the mechanism for determining the position configured to determine, when one period of the component of the gravitational acceleration is divided into a plurality of zones, in which zone the detected component of the gravitational�about acceleration centrifugal acceleration is, and in this case,
the transmitter transmits a wireless signal with superimposed information about the area in which the component of the gravitational acceleration is, as positional information of the component of gravitational acceleration during transmission of the wireless signal.



 

Same patents:

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.

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FIELD: electricity.

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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.

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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.

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12 cl, 12 dwg

FIELD: transport.

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29 cl, 20 dwg

FIELD: transport.

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FIELD: physics.

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

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FIELD: physics; measurement.

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4 cl, 7 dwg

The invention relates to the field of automotive service

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

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

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SUBSTANCE: group of inventions relates to a localisation method of installation locations of wheels of a transport vehicle in an automobile. At least one wheel of the transport vehicle is provided with an electronic unit of the wheel, which includes the following stages: determination by means of the electronic unit of the wheel of the first position of a turning angle of the transport vehicle wheel, which corresponds to the electronics of the wheel; transmission of a transfer signal with the first indication of a turning angle depending on the certain first position of the turning angle; determination on the transport vehicle of the second position of the turning angle of transport vehicle wheels and depending on the same, presentation of the second indication of the turning angle; coordination of the first indication of the turning angle with the second indications of the turning angle; determination of the location of the transport vehicle wheel, which corresponds to this electronic unit of the wheel, depending on this coordination. Besides, the device for implementation of this method is described.

EFFECT: improving reliable localisation of transport vehicle wheels.

15 cl, 10 dwg

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