pneumatic air pressure transmission device and pneumatic air pressure monitoring system

专利摘要:
PNEUMATIC AIR PRESSURE TRANSMISSION DEVICE AND PNEUMATIC AIR PRESSURE MONITORING SYSTEM This is a pneumatic air pressure transmission device configured to define a sampling cycle based on the acceleration of a wheel on the centrifugal direction and detect the value of the centrifugal gravity acceleration component of the acceleration in the centrifugal direction for each defined sampling cycle.
公开号:BR112013027405B1
申请号:R112013027405-0
申请日:2012-02-20
公开日:2021-01-19
发明作者:Takashi Shima；Kazuo Sakaguchi；Syoji Terada
申请人:Nissan Motor Co., Ltd.；
IPC主号:

专利说明:

Technical field
[001] The present invention relates to a tire air pressure transmission device and a tire air pressure monitoring system. Background of the invention
[002] In a pneumatic pressure or pneumatic air monitoring device described in Patent Document 1, TPMS (pneumatic pressure monitoring system) data is transmitted in a delay in which an acceleration in a direction of rotation of a TPMS sensor installed on each wheel reaches 1 [G] or 1 ”[G] so that a TPMS sensor transmits the TPMS data in a constant rotation position of a wheel. A TPMSECU installed on one side of the vehicle body determines the position of the TPMS sensor on the wheel based on the number of teeth that are obtained from a wheel speed pulse chain detected by a wheel speed sensor in a time-run in which time. TPMS data was received. Prior Art Documents Patent Documents Patent Document 1: Publication of Patent Application JP No 2010-122023 Summary of the invention Problem to be solved by the invention
[003] According to the previous technique described above, however, although it is necessary to detect an acceleration in a direction of rotation in a sampling cycle or predetermined period, when this sampling period is short, the energy consumption of the TPMS sensor will be longer and the long battery life of the TPMS sensor will not be guaranteed, whereas when the sampling cycle is long, the detection accuracy in the direction of rotation will be worse, causing the problem that the TPMS sensor (the air pressure transmission) is unable to send the TPMS data (the air pressure information) at a constant rotation position of the wheel.
[004] The aim of the present invention is to provide the tire air pressure transmission device and a tire air pressure monitoring system that suppresses the consumption energy of the tire air pressure transmission device and ensures the accuracy with which the air pressure transmission device transmits the tire's air pressure information. Mechanism to achieve the objective
[005] In order to achieve the objective described above, according to the first and second inventions, a sampling period or rate is defined based on an acceleration in a centrifugal direction (centrifugal acceleration) of the wheel, and an acceleration component gravitational centrifugal acceleration is detected in each prescribed sampling period or interval.
[006] According to the third and fourth inventions, a sampling period is defined based on a rotation frequency of the wheel, and a rotation position of the wheel is detected in each prescribed sampling period.
[007] In addition, according to the fifth and sixth inventions, the detection of the gravitational acceleration component of the centrifugal acceleration is initiated to be detected in a prescribed sampling period before the transmission of a wireless signal by the transmission mechanism, and the Detection of a centrifugal acceleration gravitational acceleration component value will be stopped to be detected after the wireless signal is transmitted by the transmission unit.
[008] Effect of the invention Consequently, according to the present invention, in addition to suppressing the energy consumption of the pneumatic air pressure transmission device, the accuracy of detecting the value of the gravitational acceleration component of the centrifugal acceleration can be assured. Brief description of the drawings
[009] FIG. 1 is a configuration diagram illustrating a configuration of the tire air pressure monitoring device in a first embodiment;
[010] FIG. 2 is a schematic diagram showing a wheel in the first embodiment;
[011] FIG. 3 is a diagram of the configuration of a TPMS sensor at the first completion;
[012] FIG. 3 is a control block diagram illustrating a control block diagram of a TPMSCU4 for performing the control of determining the position of the wheel in the first embodiment;
[013] FIG. 4 shows graphs that illustrate changes in wheel speed and centrifugal acceleration in the first embodiment;
[014] FIG. 5 is a diagram illustrating changes in the gravitational acceleration component according to the speed of the wheel in the first embodiment;
[015] FIG. 6 is a diagram of the sampling period according to the centrifugal acceleration in the first embodiment;
[016] FIG. 7 is a control block diagram of a TPMS control unit in the first embodiment;
[017] FIG. 8 is a diagram illustrating a method of calculating the rotation position of each wheel in the first embodiment;
[018] FIG. 9 is a diagram illustrating a method of calculating the dispersion characteristic value;
[019] FIG. 10 is a flow chart illustrating a process for controlling the termination of the wheel position in the first embodiment;
[020] FIG. 11 is a diagram illustrating a relationship between the rotation positions of each wheel and the number of receiving TPMS data;
[021] FIG. 12 is a diagram illustrating a change in the dispersion characteristic value X according to the number of receiving TPMS data in the first embodiment;
[022] FIG. 13 is a configuration diagram of a TPMS sensor in a second embodiment;
[023] FIG. 14 is a graph illustrating changes in load and wheel speed in the second embodiment;
[024] FIG. 15 is a diagram illustrating a sampling period according to the frequency of charge change in the second embodiment;
[025] FIG. 16 is a diagram illustrating a monitoring state of the gravitational acceleration component in a third embodiment;
[026] FIG. 17 is a diagram illustrating a change in the component of gravitational acceleration according to a wheel speed in the third embodiment;
[027] FIG. 18 is a diagram illustrating a sampling period according to a centrifugal acceleration in the third embodiment;
[028] FIG. 19 is a diagram illustrating a sampling period according to a component of gravitational acceleration in the third embodiment; and
[029] Fig. 20 is a flow chart illustrating a flow of the monitoring control process of the gravitational acceleration component in the third embodiment. Description of reference symbols 1 wheel 2 TPMS sensor (pneumatic air pressure transmission device, pneumatic air pressure transmission mechanism) 2nd pressure sensor (pneumatic air pressure detection mechanism) 2b sensor acceleration (acceleration detection mechanism) 2c sensor control unit (gravitational acceleration component detection mechanism) 2d transmitter (transmission mechanism) 2f impact sensor (rotation frequency detection mechanism) 3 receiver (rotation mechanism) reception) 4 TPMS control unit (rod position determination mechanism) 6 ABS control unit (rotation position detection mechanism) 13 air pressure monitoring system 14 unit or main part TPMS (main part of tire air pressure monitor) Embodiments for implementing the invention
[030] In the following, the embodiments of the present invention will be described with reference to the embodiments based on the drawings. [First Completion] [General configuration]
[031] FIG. 1 is a configuration diagram illustrating a pneumatic pressure or tire air monitoring system 13 in a first embodiment. In this figure, the final letters attached to each reference symbol serve to indicate the following: FL represents the left front wheel, FR represents the right front wheel, RL represents the left rear wheel and RR represents the right rear wheel, respectively. In the following description, when not specifically necessary, the description of FL, FR, RL and RR will be omitted.
[032] The pneumatic air pressure monitoring device 13 in the first embodiment is provided with a TPMS sensor (Tire Pressure Monitoring System) 2 and a main unit TPMS 14. The main unit TMS 14 is provided with a receiver 3, a TPMS control unit 4, a display medium 5, and an ABS (Wheel Anti-Lock System) control unit 6, and wheel speed sensors 8. [TPMS sensor configuration]
[033] FIG.2 shows a wheel 1. As shown in FIG. 2, the TPMS sensor 2 is installed on each of the wheels 1 in a position of the air valve close to the outer circumferential side of the wheel 1.
[034] FIG. 3 is a configuration diagram for the TPMS sensor 2. The TPMS sensor 2 comprises a pressure sensor 2a, an acceleration sensor 2b, a sensor control unit 2c, a transmitter 2d and a button battery 2e
[035] Pressure sensor 2a detects air pressure in the tire. The acceleration sensor 2b detects acceleration in the centrifugal direction (centrifugal acceleration) [G] acting on the wheel. The sensor control unit 2c operates on the energy supplied by the button battery 2e, and receives tire pressure information from pressure sensor 2a and centrifugal acceleration information from acceleration sensor 2b, respectively. In addition, the TPMS data containing the tire air pressure information and a sensor ID (the identification information) that is defined previously and is unique to each TPMS 2 sensor is sent in a wireless signal from the 2d transmitter. In the first embodiment, the sensor IDs are defined by 1 to 4 associated with each of the TPMS 2 sensors.
[036] The sensor control unit 2c compares the acceleration in the centrifugal direction detected by the acceleration sensor 2b with a predefined threshold for determining a vehicle's operating state. When the centrifugal acceleration is less than the operating determination threshold, a determination is made that the vehicle is being stopped or is immobile, so that the transmission of the TPMS data is interrupted. On the other hand, when centrifugal acceleration exceeds the operating determination threshold, a determination is made that the vehicle is operating, and that the TPMS data will be transmitted at a prescribed time. [Wheel Speed Sensor Configuration]
[037] The wheel speed sensor 8 is composed of a rotor 11 and a detection part 12. As shown in FIG. 2, the rotor 11 is formed in a gear shape and is fixed coaxially at the center of rotation of the wheel 1 to be integrally rotatable. Facing the protruding surface of the rotor 11, the detection part 12 is provided. Detection part 12 consists of a permanent magnet and a coil. As the rotor rotates, the concave-convex or protruding surface of the rotor crosses the magnetic field formed at the periphery of the wheel speed sensor 8, so that the magnetic flux density varies to generate an electromotive force on the coil, and such variation in electrical voltage is output as the wheel speed pulse signal to the ABS 6 control unit.
[038] The rotor 11 is formed by 48 teeth, so that the detection part 12 is configured to emit a pulse current 48 times every time the wheel 1 turns once. [ABS Control Unit Configuration]
[039] The ABS 6 control unit receives a change in the wheel speed pulse signals from each wheel speed sensor 8 to count the number of pulses to determine the wheel speed of each wheel 1 based on a change in the number of pulses in a predetermined time. When a wheel 1 locking trend is detected based on the wheel speed of each wheel 1, an anti-skid brake control is performed by adjusting or maintaining a wheel cylinder pressure on that wheel to suppress the locking tendency by operating an ABS actuator, not shown. In addition, the ABS control unit 61 emits a count value of the wheel speed pulses for a CAN 7 communication line at a constant interval (for example, every 20 [msec.]). [Receiver Configuration]
[040] Receiver 3 receives a wireless signal emitted by each TPMS sensor for decoding and transmission to the TPMS control unit 4. [TPMS Control Unit Configuration]
[041] The TPMS control unit 4 receives TPMS data from each TPMS sensor decoded in receiver 3. The TPMS control unit 4 stores a correspondence relationship between each sensor ID and each wheel position in a non-volatile memory 4d ( see FIG. 7), and with reference to the correspondence relationship storing the sensor ID of the TPMS data, it determines which wheel position the TPMS data is corresponding to. The tire air pressure contained in the TPMS data will be displayed in the display medium 5 as the air pressure corresponding to the wheel position. When the tire air pressure drops below the lower limit value, the decrease in the tire air pressure will be reported to a driver by changing the display pain, a flashing indication or an alarm sound.
[042] As described above, based on the correspondence relationships between the sensor ID and the wheel position stored in memory 4d, the TPMS control unit 4 determines which wheel the received TPMS data belongs to. However, when a tire rotation is performed while the vehicle is stationary, the correspondence relationship between the sensor ID and the wheel position stored in memory 4d is not in accordance with the actual correspondence relationship, and it is impossible to find out from the which wheel the TPMS data belongs to, so it is not possible to say which wheel the TPMS data is associated with. Here, “tire rotation” refers to the operation of changing the tire wheel installation positions in order to ensure uniform wear of the tire wheel band, and thus prolong the service life ( tread life). For example, for a passenger car, the tires on the front / rear wheels are usually interchanged with the tires on the left / right wheels.
[043] Therefore, it is necessary to update the correspondence relationship between each sensor ID and each wheel position stored in the 4d memory after the tire is rotated. However, once a mutual communication between the TPMS sensor 2 installed on the wheel 1 and the TPMS control unit 4 installed in the vehicle body, in the air pressure monitoring system in the first embodiment, a 4d memory protocol in the update is previously defined.
[044] A description of the control of the TPMS 4 control unit is now made.
[045] When the vehicle stop determination time is equal to or greater than 15 minutes, the TPMS 2 sensor determines that the tire may have rotated.
[046] When the vehicle stop determination time is less than 15 minutes, it is determined that no update of the 4d memory is required and a “fixed time transmission mode” is selected. When the vehicle stop determination time is equal to or greater than 15 minutes, it is determined that updating the 4d memory is necessary and a “fixed position transmission mode” will be selected. [Fixed Time Transmission Mode]
[047] First, a description of a TPMS 2 sensor control is made in the fixed time transmission mode.
[048] The sensor control unit 2c determines a vehicle stop when the centrifugal acceleration detected by the acceleration sensor 3b is less than an operating determination threshold and stops transmitting the TPMS data. On the other hand, when the centrifugal acceleration is less than the vehicle's operating threshold value, a vehicle's operating status is determined and the TPMS data will be transmitted over a constant period (every one minute, for example). [Fixed position transmission mode]
[049] A description of a TPMS 2 sensor control is now made during the fixed position transmission mode.
[050] In fixed position transmission mode, with a shorter interval (with an interval of 16 seconds, for example) than the transmission period of fixed position transmission mode and when the TPMS sensor 2 reaches a position of fixed rotation (an upper wheel position 1), the TPMS data is transmitted. In other words, in the fixed position mode, after the transmission of the TPMS data, after 16 sec. when the TPMS sensor 2 reaches the top position of wheel 1, the following TPMS data will be transmitted, so the interval duration is not necessarily 16 sec.
[051] The fixed position transmission mode is executed until the transmission number of the TPMS data reaches a prescribed number of times (for example, 40 times). When the number of times of the transmission reaches 40 times, the fixed position transmission mode is transferred to a normal mode. When a determination has been made that the vehicle stops during the fixed position transmission mode and the vehicle stop determination time is less than 15 min., The transmission count of the TPMSS data will be continued after the restart. When the vehicle stop determination time is equal to or greater than 15 min, after restarting, the TPMS data count before the vehicle stops is restarted and the transmission count is performed. [Fixed position detection control]
[052] The TPMS sensor transmits, as described above, TPMS data when the TPMS sensor 2 has reached a fixed rotation position (for example, the upper position of wheel 1). The TPSS sensor detects that its own position has reached the top position of wheel 1 through an acceleration sensor 2b.
[053] FIG. 4 is a graph that illustrates changes in both wheel speed and centrifugal acceleration detected by acceleration sensor 2b. FIG. 4 (a) shows a wheel speed, FIG. 4 (b) shows a centrifugal acceleration, FIG. 4 (c) shows a component of gravitational acceleration of centrifugal acceleration, and FIG. 4 (d) shows a graph that illustrates a centrifugal component of the centrifugal acceleration, respectively.
[054] Centrifugal acceleration can be divided into a centrifugal component that is generated due to a centrifugal force produced according to the rotation of the wheel 1 and a gravitational acceleration component that is generated due to a gravitational acceleration.
[055] The centrifugal acceleration exhibits a wave profile, but changes in order to follow the speed of the wheel, as shown in Figure 4 (a) as a whole. As shown in FIG. 4 (d), the centrifugal force component develops substantially in synchronization with the speed of the wheel. On the other hand, the gravitational acceleration component becomes a sine wave that alternately moves between -1 [G] and +1 [G], as shown in FIG. 4 (c), the period of the same becomes shorter as the speed of the wheel increases. This is due to the fact that when the TPMS 2 sensor goes to the top point of the wheel, the gravitational acceleration component reaches +1 [G], and when it reaches the bottom or the lowest point, the direction of the TPMS 2 sensor is the opposite of the upper point with “-1” [G] being detected. In a position of 90 degrees in relation to the upper and lower points, it becomes “0” [G].
[056] Since the period of the gravitational acceleration component of the centrifugal acceleration synchronizes with the rotation period of the wheel 1, by monitoring both the magnitude and the direction of the gravitational acceleration component, the rotation position of the TPMS sensor 2 can be determined. So, for example, the TPMS sensor 2 will be determined to be located at the top or the highest point of wheel 1 at the peak of the gravitational acceleration component (+1 [G]), the TPMS sensor 2 can emit TPMS data steadily or constant at the upper point by issuing TPMS data at that position. (Variable control of the sampling period)
[057] FIG. 5 is a diagram illustrating changes in the gravitational acceleration component according to the speed of the wheel. In FIG. 5, the wheel speed is represented as changing from a low value to a high value when advancing from the top to the bottom of the figure. As shown in FIG. 5, since the period of rotation of the wheel 1 becomes shorter as the speed of the wheel increases, the period of gravitational acceleration will be similarly shorter.
[058] Although the sensor control unit 2c monitors the value of the gravitational acceleration component at each prescribed rate or sampling period, in order to improve the detection accuracy of the peak of the gravitational acceleration component, it is necessary to ensure a certain number of samples within a cycle or period of the gravitational acceleration component. On the other hand, the increase in the number of samples will lead to higher energy consumption, so the long life of the 2e button battery would not be guaranteed.
[059] In other words, it is necessary to suppress energy consumption by extending the sampling period when the wheel speed is low. In addition, it is necessary to increase the detection accuracy of the gravitational acceleration component by shortening the sampling period when the wheel speed is high.
[060] FIG. 6 shows a diagram for defining a sampling period according to the centrifugal acceleration. As described above, although the centrifugal acceleration has a wave profile as shown in FIG. 4 (b), it changes as a whole to follow the wheel speed illustrated in FIG. 4 (a).
[061] Thus, as shown in FIG. 8, by setting the sampling period to be shorter as the centrifugal acceleration becomes longer, an appropriate definition of the sampling period is possible and both the suppression of energy consumption and the detection accuracy in the gravitational acceleration component will be improved . Note that, since the centrifugal force component changes substantially in synchronization with the wheel speed, as shown in FIG. 4 (d), the centrifugal force component can be used in place of centrifugal acceleration.
[062] In addition, when the centrifugal acceleration detection value of acceleration sensor 2b exceeds a predetermined acceleration, the monitoring of the gravitational acceleration component will be stopped. The pre-terminated acceleration is defined for such acceleration that would not occur during vehicle travel, and when the centrifugal acceleration detection value of the acceleration sensor 2b exceeds the predetermined value, it is configured so that the termination of the occurrence of abnormal or similar fixation can be performed.
[063] This is to prevent energy consumption from being increased with the sampling period being set to a shorter value when an abnormality occurs in the acceleration sensor 2b. [Control of the TPMS Control Unit]
[064] The TPMS 4 control unit determines that there is a possibility that the tire can be rotated when the stop determination time is 15 min. or more. It is determined that there is no need to update the 4d memory when the vehicle stop determination time is below 15 min. and a “monitor mode” will be selected. The need to update the 4d memory is determined when the vehicle stop determination time is 15 min. or more and a “learning mode” will be selected. [Monitoring Mode]
[065] A description of a control of the TPMS control unit is now made during the monitoring mode.
[066] During the monitoring mode, the TPMS control unit 4 receives a sensor ID from the TPMS data fed by the receiver 3, and with reference to a correspondence relationship between each sensor ID and each wheel position. stored in non-volatile memory 4d, determines which wheel position data the TPMS data belongs to. Then, the tire air pressure contained in the TPMS data will be displayed in the display medium 5 as the wheel air pressure 1. In addition, when the tire air pressure drops below a lower limit, the driver is alerted to decrease the tire air pressure, the driver is informed of the decrease in air pressure by changing the color of the display medium, the flashing display medium and the alarm sound. [Learning Mode]
[067] Now, a description of a control of the TPMS 4 control unit is made during a learning mode.
[068] The learning mode continues to run until a determination is made as to which wheel position each TPMS 2 sensor belongs to, or a cumulative travel time (for example, 8 minutes) since the start of the learning mode have elapsed. After the learning mode ends, the control is transferred to a monitoring mode.
[069] Note that, even in the middle of the learning mode, since the TPMS data will be fed from time to time, an air pressure display and therefore an alert to decrease the air pressure will be done based on the correspondence relationship before the update between each sensor ID and each wheel position stored in the 4d memory.
[070] In the learning mode, the rotation position of each wheel is obtained at the moment the position of the TPMS 2 sensor that transmitted the TPMS data including a certain sensor ID based on the speed-pulse count value of it runs from the ABS 6 control unit and at the moment the TPMS data including that certain sensor ID is received.
[071] In fixed position transmission mode, since the TPMS sensor 2 transmits the TPMS data after reaching the fixed rotation position so that when the rotation position of each wheel 1 is available when the TPMS sensor with ID1, for example, you have transmitted the TPMS data several times, the rotation position of wheel 1 in which the TPMS sensor with DI1 is installed is always constant. On the other hand, the rotation position for the other wheels 1 will vary, depending on each transmission.
[072] This is due to the fact that, when the vehicle moves or operates, the rotation speed of each wheel 1 may be different from each other due to the difference in gauges between the inner and outer wheels, the lock and the sliding of the wheels 1, and the difference in the air pressure of the tires. Even when the vehicle operates linearly, as the driver can still make minor corrections to the steering wheel and there is a certain difference in the road surface between the right and left sides, the difference in rotation speed still develops between the front and rear wheels, and between the left and right wheels.
[073] Now, a description of a wheel position determination control that occurs during the learning mode by the TPMS control unit will now be detailed. For simplicity of description, only the process for determining the position of the TPMS 2 sensor with ID1 is described, the process of determining the position of the wheels of the other TPMS 2 sensor is carried out in the same way.
[074] FIG. 7 is a control block diagram of the TPMS control unit 4 for performing the position determination control of the wheel. The TPMS control unit 4 has a rotation position calculation unit 4a, a dispersion calculation section 4b, a wheel position determination unit (the wheel position determination mechanism) 4c, and a memory 4d. [Rotation Position Calculation Control]
[075] The rotation position calculation unit 4a receives the TPMS data after being encoded to be emitted by the receiver 3 and the count values of the wheel speed pulses emitted by the ABS control unit 6 to calculate a position of rotation. rotation for each wheel when the rotation position of the TPMS sensor with ID1 assumes the upper point.
[076] As described above, rotor 11 has 48 teeth. However, the ABS 6 control unit counts only the speed pulses of the wheel, not in a position to identify each tooth. Thus, a tooth number is allocated to each of the 48 teeth by the rotation position calculation unit 4a, which determines the rotation position of the wheel 1 based on the number of teeth allocated. After the start of the learning mode, the rotation position calculation unit 4a accumulates and stores the count value of the wheel speed pulses emitted by the ABS control unit 6. The number of teeth can be obtained by adding 1 to a remainder after dividing the cumulative value of the wheel speed pulses by the number of teeth 48.
[077] A time delay occurs between the time when the TPMS sensor 2 with ID1 transmits the TPMS data and the time when the receiver 3 receives the TPMS data. In addition, there is also a time delay between the TPMS 2 sensor with ID1 when reaching the upper point and the time at which the TPMS data is actually transmitted.
[078] Since the TPMS 6 control unit may not directly recognize the time when the TPMS sensor reached the upper point, the time when the TPMS sensor 2 reached the upper point is estimated by calculating back to from the time the receiver 3 received the TPMS data and it is necessary to calculate the rotation position of each wheel at that moment.
[079] In addition, the counting value of the wheel speed pulses will not be received from the ABS 6 control unit every 20 msec. In other words, since the count value on each single pulse is not emitted, it is necessary to calculate the number of teeth when the TPMS 2 sensor with ID1 has reached the top or the highest point.
[080] FIG. 8 is a diagram describing a calculation method for obtaining the number of teeth (wheel rotation position 1) of the rotor 11 when the TPMS sensor 2 has transmitted the TPMS data.
[081] In FIG. 8, t1 represents the time at which the counting value of the wheel speed pulses is reported; t2 represents the time when the rotation position of the TPMS 2 sensor with ID1 reaches the upper point; t3 represents the time when the TPMS 2 sensor with ID 1 actually initiates the transmission of the TPMS data; t4 represents the time in which the reception of the TPMS data is completed; and t5 represents the time when the count value of the wheel speed pulses is informed. the control unit TPMS 6 knows the time t1, t4 and t5 directly. Time t3 can be calculated by subtracting the data length (nominal value, for example, about 10 msec) from the TPMS data of time t4; and t2 can be calculated by subtracting a time delay (previously available by experiment or similar) in the transmission. Within 20 msec, the change in wheel speed is small enough so that a constant speed is assumed.
[082] Assuming the number of teeth n1 at time t1, the number of teeth n2 at time n2, and n5 at time t5, respectively, (t2 t1) / (t5 t1) = (n2 n1) / (n5 n1) is established. Thus n2 n1 = (n5 n1) * (t2 -t) / (t5 t1)
[083] The number of teeth n2 at time t2 in which the rotation position of the TPMS 2 sensor with ID1 reached the upper point can be obtained by the following formula; n2 = n1 + (n5-n1) * (t2-t1) / (t5-t1) [Dispersion Calculation Unit Control]
[084] The dispersion calculation unit 4b accumulates the number of teeth of each wheel 1 calculated by the rotation position calculation unit 4a at time t2 in which the TPMS sensor 2 with ID1 reached the upper point, and calculates the degree of dispersion in the rotary data of each wheel as the dispersion characteristic value.
[085] FIG. 9 is a diagram illustrating a method for calculating the dispersion characteristic value; According to the first embodiment, a unitary circle (a circle with radius equal to 1) is assumed with the origin (0, 0) in the two-dimensional plane, and the rotation position θ [degree] (= 360xnumber of teeth of the rotor / 48) of each wheel 1 is converted to the circumferential coordinates (cos θ, sine θ) in the unit circle. More specifically, the rotation position of each wheel 1 is calculated as follows: with respect to a vector having the origin (0, 0) as the starting point and the coordinates (cos θ, sin θ) as the end with a length equal to 1, the average vectors (ave_cos θ, ave_sin θ) of each vector of the same rotation position data are obtained, and the scalar quantity of the average vector is calculated as the value of the dispersion characteristic X of the data rotation position:

[086] Consequently, suppose the number of times the TPMS data is received with respect to the identical sensor ID as N (N is a positive integer), the average vectors (ave_cos θ, ave_sin θ) are expressed as follows:

[087] The dispersion characteristic value X can therefore be represented as follows:
[Control of the Wheel Position Determination Unit]
[088] The wheel position determination unit 4c works as follows: the dispersion characteristic values X of the rotation position data of each wheel 1 are compared with each other, and when the highest value of the characteristic values dispersion X is greater than a first threshold (for example, 0.57) and all 3 remaining dispersion characteristic X values are less than a second threshold (for example, 0.37), a determination of that the wheel 1 corresponding to the maximum dispersion characteristic value X is installed with the TPMS sensor 2 with ID1, and the correspondence relationship between the TPMS sensor with ID1 and the position of the wheel 1 is updated in memory 4d. [Wheel Position Determination Control Process]
[089] FIG. 10 is a flow chart illustrating the flow of the wheel position determination control process. In the following, the respective steps of operation will be described. In the description that follows, the sensor ID is assumed to be “1”. However, for the other IDs (ID = 2, 3, 4), the wheel position determination control process is also carried out in parallel.
[090] In step S1, the rotation position calculation unit 4a receives the TPMS data with the sensor ID being equal to 1.
[091] In step S2, the rotation position calculation section 4a calculates the rotation position of each wheel 1.
[092] In step S3, the dispersion calculation unit 4b calculates the dispersion characteristic X values of the rotation position data for each wheel 1.
[093] In step S4, a determination is made as to whether TPM data with sensor ID 1 is received for a prescribed number of times (for example, 10 times) or more. If the result of the determination is YES, the operation goes to step S5. If the determination is NO, the operation returns to step S1.
[094] In step S5, the wheel position determination section 4c determines whether the highest value or maximum value of the scatter characteristic value is above the first threshold of 0.57, and whether the value of the scatter characteristic values remaining are less than the second threshold of 0.37. If the determination is YES, the operation goes to step S6; if the result of the determination is NO, the operation goes to step S7.
[095] In step S6, the wheel position determination section 4c determines the wheel position of the rotation position data corresponding to the maximum or highest spread characteristic value as the wheel position of the ID1 sensor. Then, the learning mode ends.
[096] In step S7, the wheel position determination section 4c determines whether a predetermined cumulative or accumulated operating time (for example, 8 min.) Has already elapsed since the start of the learning mode. If the result of the determination is YES, the learning mode is determined. If the termination result is NO, the operation returns to step S1.
[097] When the wheel position determination section 4c can determine the wheel positions for all sensor IDs within the prescribed accumulated travel time, the matching relationship between the sensor ID and the wheel position is updated and stored in 4d memory for registration. On the other hand, when it has been impossible to determine the wheel position for all sensor IDs within the prescribed cumulative travel time, no update occurs and the matching relationship between the sensor IDs and each wheel position currently stored in the 4d memory continues to be used. [Operation]
[098] Now, a description is made assuming that the wheel position of the TPMS sensor 2 with ID1 has been defined as the left front wheel 1FL as a result of tire rotation. [Wheel Position Determination Operation]
[099] Each TPMS 2 sensor works as follows: when the time to determine the vehicle's stop immediately before the vehicle starts to operate is 15 min or more, a determination is made as to whether there is a possibility that the rotation of the tire has been carried out, and the operation changes from the fixed-time transmission mode to the fixed-position transmission mode. In the fixed position transmission mode, after 16 seconds have elapsed since the previous transmission time and the rotation position of the TPMS sensor itself reaches the upper point, then each TPMS sensor 2 transmits the TPMS data.
[0100] On the other hand, when the vehicle stop determination time is 15 min or more, the PPMS 4 control unit changes from the monitoring mode to the learning mode. In the learning mode, every time the TPMS data is received from each TPMS sensor 2, the TPMS control unit 4 calculates the rotation position (the number of rotor teeth) of each wheel 1 when the rotation position of the TPMS 2 sensor has reached the upper point at each time the TPMS data is received from the TPMS sensor 2, based on the input time of the wheel speed pulse count value, on the completion time of the receipt of the TPMS data , among others. This is done repeatedly for 10 or more times and accumulated as the rotation position data. Among the rotation position data, the wheel position for which the rotation position data with the lowest degree of dispersion is determined as the wheel position of this TPMS 2 sensor.
[0101] Since the TPMS sensor installed in a certain tire 1 rotates integrally with the rotor 11, and the TPMS sensor transmits the TPMS data after reaching the constant rotation position, the period with which the TPMs 2 sensor transmits the data TPMS and rotor rotation period 11 are always synchronized (correlations) regardless of the travel distance and operating conditions.
[0102] As described above, when the vehicle moves or operates, since the rotation speed of each wheel 1 may be different from the others due to the difference in gauges between the external and internal wheels, the lock and the sliding of wheels 1, for example, the transmission period of the TPMs data with ID1 may be in accordance with the rotor rotation period, whereas the transmission period of the TPMS data with ID1 may not correspond to the rotation period rotor 11 from other wheels.
[0103] Consequently, by observing the degree of dispersion in the rotation position data of each wheel 1 in relation to a transmission period of the TPMS data, it is possible to carry out a highly precise determination about the wheel positions of each TPMS sensor 2.
[0104] FIG. 11 illustrates the relationship between the rotation positions (the number of rotor teeth 11) of the 1FL, 1FR, 1RL, and 1RR wheels when the rotation position of the TPMS sensor 2 with ID reaches the upper point and the number of reception times of the TPMS data. Here, FIG. 11 (a) corresponds to the wheel speed sensor 8FL of the left front wheel 1FL, FIG. 11 (b) corresponds to the wheel speed sensor 8FR of the right front wheel 1FR, FIG. 11 (c) corresponds to the wheel speed sensor 8RL of the left front wheel 1RL, and FIG. 11 (d) corresponds to the 8RR wheel speed sensor on the right rear wheel 1RR.
[0105] As will be evident in Fig. 11, since the degrees of dispersion are high in the rotation positions (the number of rotor teeth 11) obtained from the wheel speed sensors 8FR, 8RL and 8RR in relation to the front wheel right 1FR, left rear wheel 1RL and right rear wheel 1RR, the degree of dispersion of the wheel position obtained from the wheel speed sensor 8FL in relation to the left front wheel 1FL is the smallest or minimum, so it is confirmed that the period of transmission of the TPM data with ID1 and the rotation period of the rotor 11 are substantially in synchronization. Thus, it can be determined that the position of the TPMS 2 sensor with ID1 is installed on the left front wheel 1FL. [Operation of Determining the Degree of Dispersion based on the Degree of Dispersion Characteristic]
[0106] Dispersion is generally defined by the mean of the “square of the difference from the mean”. However, since the rotation position of the wheel 1 is indicated by the angle data periodically, the degree of dispersion of the rotation position cannot be determined using the general dispersion.
[0107] Thus, in the first embodiment, the dispersion calculation unit 4b works as follows. The rotation position θ of each wheel 1 obtained from each wheel speed sensor 8 is converted to the circumferential coordinates (cos θ, sin θ) of a unit circle with the origin (0, 0) in the center. The coordinates (cos θ, sin θ) are obtained as vectors, the average vectors (ave_cos θ, ave_sin θ) of the vectors of the same rotation position data are obtained, and the scalar quantity of the average vector is calculated as the characteristic value dispersion X. As a result, it is possible to avoid periodicity when determining the degree of dispersion of the rotation position.
[0108] FIG. 12 shows a diagram illustrating a change in the dispersion characteristic value X according to the TPMS data receiving number for ID1. In FIG. 12, a dashed line indicates the scatter characteristic X value of the left front wheel 1FL, while a solid line indicates the scatter characteristic X value of the rotation position for the right front wheel 1FR, the left rear wheel 1RL, and the right rear wheel 1RR.
[0109] As shown in FIG. 12, as the number of TPMS data received for the ID1 sensor increases, this trend is indicated in that the dispersion characteristic X in the rotation position of the left front wheel 1FL approaches “1” while the values dispersion characteristic X for the right front wheel 1FR, the left rear wheel 1RL and the right rear wheel 1RR approach “0”. Thus, it may be ideal to select the maximum value (that is, the dispersion characteristic value closest to “1”) in obtaining a sufficient number of receipts (about several dozen times). However, since it is impossible to inform the driver of accurate information about the status of the tire during the wheel position determination period of the TPMS 2 sensor, prolonged determination time is not preferable. On the other hand, in the insufficient number of receipts (such as several times), no difference in the dispersion characteristic value X is noticeable, which would lead to a decrease in the accuracy of determination.
[0110] Thus, in the tire air pressure monitoring system according to the first embodiment, the wheel position determination unit 4c compares, when the TPMS data for the random ID sensor ten times or more, the values of Dispersion X characteristic of the rotation position data for each wheel when the specific sensor ID has been transmitted. The wheel position determination unit 4c additionally detects that the maximum value of the scatter characteristic values X exceeds a first threshold value 0.57 while the remaining three scatter characteristic values fall below a second threshold value 0, 37, and then the wheel position of the rotation position data corresponding to the maximum dispersion characteristic value X will be identified as the wheel position of the TPMS sensor 2 with that sensor ID.
[0111] Not only by selecting the maximum value of the dispersion characteristic values, by comparing the maximum value with the first threshold value (0.57), a certain degree of determination accuracy can be ensured. In addition, by comparing other values of the dispersion characteristic in addition to the maximum value with the second threshold value (0.37), it is possible to confirm a predetermined difference (of 0.2 or more), which further increases the accuracy of determination. Therefore, in a relatively small number of receipts, such as ten times, both the determination accuracy and the shortening of the determination time can be achieved. [Operation of Intermittent Transmission of TPMS Data]
[0112] Each TPMS 2 sensor transmits TPMS data after 16 seconds have elapsed since the previous transmission time of the TPMS data and the time when the rotation position itself reaches the upper point. Since the values of dispersion characteristic X of each wheel 1 are compared to each other for determining the wheel position, in relation to the TPMS sensor 2 which transmitted TPMS data with a specific ID, a certain amount of cumulative travel distance it will be necessary in order to create a difference in the dispersion characteristic values X between wheel 1 on which the specific TPMS sensor 2 is installed and the dispersion characteristic value X of the other wheel.
[0113] In conjunction with this, assuming that the TPMS data would be transmitted every time the rotation position of the TPMS sensor 2 reached a higher point, no substantial difference in the dispersion characteristic value X would be expected, so it can be difficult perform a wheel position determination.
[0114] Thus, when setting a transmission interval of 16 seconds or more, a certain amount of cumulative travel distance will be obtained until the TPMS data is received ten times or more. Therefore, a sufficient difference in the value of dispersion characteristic X can be created to ensure an accurate determination of the position of the wheel. [Operation of Suppression of Energy Consumption due to Modification of the Mo-doCompulsório]
[0115] After transmitting the TPMS data forty (40) times during the constant position transmission mode, the TPMS 2 sensor switches to normal mode. The TPMS 2 sensor consumes the power of the button battery 2e in the transmission of the TPMS data so that the life of the button battery 2e is shorter as the constant position transmission mode continues.
[0116] Thus, when each wheel position cannot be determined even though sufficient cumulative travel time has elapsed, the constant position transmission mode will be terminated to transfer to normal mode, which can suppress the reduction in the life of the drums.
[0117] On the other hand, when the TPMS 4 control unit cannot determine the correspondence between each sensor ID and each wheel position despite the elapsed cumulative travel time of eight (8) minutes, the learning mode will be finished and the process will transition to the monitoring mode. The total number of TPMS data is thirty (30) times or less when the cumulative travel time has elapsed eight minutes, the self-learning mode can be ended substantially in synchronization with the completion of the constant position transmission mode of the sensor TPMS 2. [Operation to Suppress Energy Consumption by Variable Control of the Sampling Period]
[0118] Although the sensor control unit 2c is monitoring the value of the gravitational acceleration component in each predetermined sampling period or period, in order to improve the detection accuracy of the peak of the gravitational acceleration component, it is necessary to ensure a certain sampling number within a period of the gravitational acceleration component. In the meantime, since the power consumption becomes large as the number of samples is increased, the increase in the lifetime of the button battery 2 will not be achieved.
[0119] Therefore, in the tire pressure monitoring system according to the first embodiment, the sensor control unit 2c is configured to define the shortest sampling period as the centrifugal acceleration is greater.
[0120] Therefore, it is possible to properly define the sampling period and improve the detection accuracy of the gravitational acceleration component while suppressing energy consumption.
[0121] In addition, when a centrifugal acceleration detection value is equal to or greater than a predetermined acceleration, the monitoring of the gravitational acceleration component is stopped.
[0122] Thus, it is possible to avoid an increase in energy consumption due to the shortening of the sampling period when there is a failure in the acceleration sensor 2b. [Effects]
[0123] Now, a description of the effects is made.
[0124] In the TPMS 2 sensor according to the first embodiment, the following effects can be presented.
[0125] (1) In a TPMS sensor 2 (tire air pressure transmission device) installed on the outer periphery of a wheel 1 to transmit tire air pressure information from wheel 1, a pressure sensor is provided acceleration 2b (acceleration detection mechanism) which detects centrifugal acceleration while wheel 1 rotates; a sensor control unit 2c (gravitational acceleration component detection mechanism) that defines a sampling period based on the centrifugal acceleration and detects a value of the centrifugal acceleration gravitational acceleration components in each defined sampling period, and a 2d transmitter (transmission mechanism) that transmits tire air pressure information in a wireless signal when the gravitational acceleration component of the centrifugal acceleration has reached a predetermined value.
[0126] Therefore, the sampling period can be set appropriately, and both the suppression of energy consumption and the improvement of detection accuracy in the gravitational acceleration component can be achieved.
[0127] (2) The sensor control unit 2c is configured to define the shortest sampling period as the centrifugal acceleration becomes greater.
[0128] Therefore, when the wheel speed is low, energy consumption can be suppressed by increasing the sampling period while, when the wheel speed is high, the detection accuracy in the gravitational acceleration component will be improved by the shortening of the sampling period.
[0129] (3) The sensor control unit 2c is configured to interrupt the detection of the centrifugal acceleration gravitational acceleration component value when the centrifugal acceleration detected by the acceleration sensor 2b is a predetermined or greater acceleration.
[0130] Therefore, when there is a failure in the acceleration sensor 2b, there is an increase in energy consumption due to the sampling period being defined as shorter.
[0131] In addition, in the pressure monitoring system of 13 at the first completion, the following effects can be achieved;
[0132] (4) In an air pressure monitoring system 13 with a TPMS sensor 2 (tire air pressure transmission mechanism) installed on the outer periphery of a wheel 1 to transmit tire air pressure information from wheel 1 by means of a wireless signal and a main part TMS 14 (main part of tire air pressure monitoring) installed in a vehicle body to receive the wireless signal and monitor the tire air pressure of each wheel , the TPMS 2 sensor is equipped with a pressure sensor 2a (the tire air pressure detection mechanism) that detects the tire air pressure, an acceleration sensor 2b (acceleration detection mechanism) that detects an acceleration centrifuge while wheel 1 rotates; a sensor control unit 2c (gravitational acceleration component detection mechanism) that defines a sampling period based on the centrifugal acceleration and detects a value of the gravitational acceleration component of the centrifugal acceleration in each defined sampling period, and a 2d transmitter (transmission mechanism) that transmits the tire air pressure information in a wireless signal with unique identification information to the TPMS 2 sensor when the gravitational acceleration of the centrifugal acceleration has reached a predetermined value, where the part main TPMS 14 is provided with a receiver 3 (receiving mechanism) that receives the pneumatic air pressure information transmitted from the 2d transmitter of each TPMS 2 sensor, an ABS 6 control unit (position detection mechanism) rotation) that detects the rotation position of each wheel 1, and a TPMS control unit 4 (wheel position ends the wheel position in which the TPMS sensor 2 is installed based on the rotation position of each wheel detected by the wheel speed sensor 8 when the gravitational acceleration component of the centrifugal acceleration of the TPMS sensor 2 with specific identification information has reached a predetermined value.
[0133] Therefore, the sampling period can be set appropriately, and both the suppression of energy consumption and the improvement of detection accuracy in the gravitational acceleration component can be achieved.
[0134] (5) The sensor control unit 2c is configured to define the shortest sampling period as the centrifugal acceleration becomes greater.
[0135] Therefore, when the wheel speed is low, energy consumption can be suppressed by increasing the sampling period and, when the wheel speed is high, the detection accuracy in the gravitational acceleration component will be improved by shortening the sampling period.
[0136] (6) The sensor control unit 2c is configured to interrupt the detection of the value of the gravitational acceleration component of the centrifugal acceleration when the centrifugal acceleration detected by the acceleration sensor 2b is a predetermined or greater acceleration.
[0137] Therefore, when there is a failure in the acceleration sensor 2b, there is an increase in energy consumption due to the sampling period being defined as shorter. [Second embodiment]
[0138] In the first embodiment, the sampling period is defined as shorter as the centrifugal acceleration detected by the acceleration sensor 2b becomes longer. In contrast, in the second embodiment, an impact sensor 21 is used to detect the rotation period of the wheel 1, and is configured to define the sampling period as shorter as the rotation period becomes more short.
[0139] We will now describe the second embodiment below. Note that the same reference numbers are assigned to the same configurations as those of the first embodiment, and therefore their description is omitted. [TPMS sensor configuration]
[0140] As shown in FIG. 2, the TPMS sensor 2 is installed on each wheel 1, and more specifically mounted in the position of a tire air valve on the outer periphery of the wheel 1.
[0141] FIG. 13 is a configuration diagram of the TPMS sensor 2. The TPMS sensor 2 is provided with a pressure sensor 2a, an impact sensor 21, a sensor control unit 2c, a transmitter 2d and a button battery.
[0142] Pressure sensor 2a detects an air pressure in the tire. The 2f impact sensor detects a change in the load acting on the TPMS sensor when the tire surface from the position in which the TPMS sensor is installed comes into contact with a road surface. The sensor control unit 2c operates on the energy supplied by the button battery 2e, and receives pneumatic air pressure information from pressure sensor 2a and load information from impact sensor 2f. In addition, the TPMS data containing the tire air pressure information and a sensor ID (the identification information) that is defined previously and is unique to each TPMS 2 sensor is sent in a wireless signal from the 2d transmitter. . In the second embodiment, the sensor IDs are defined by 1 to 4 associated with each of the TPMS 2 sensors.
[0143] The sensor control unit 2c compares the change in load detected by the impact sensor 21 with a predefined threshold for determining a vehicle's operating status. When the amount of change in the load is less than the operating determination threshold, a determination is made that the vehicle is being stopped or is immobile, so that the transmission of the TPMS data is interrupted. On the other hand, when the amount of change in the load exceeds the operating determination threshold, a determination is made that the vehicle is operating, and that the TPMS data will be transmitted at a prescribed time. [TPMS Sensor Control]
[0144] When the vehicle stop determination time is equal to or greater than 15 minutes, the TPMS 2 sensor determines that the tire may have rotated.
[0145] When the vehicle stop determination time is less than 15 minutes, it is determined that no update of the 4d memory is required and a “fixed time transmission mode” is selected. When the vehicle stop determination time is equal to or greater than 15 minutes, it is determined that updating the 4d memory is necessary and a “fixed position transmission mode” will be selected.
[0146] Note that the general lines of "fixed time transmission mode" and "fixed position transmission mode" are the same as in the first embodiment. Thus, descriptions are omitted here. First, we will describe the “fixed position detection control” to be performed during the “fixed position transmission mode” and the “variable sampling period control”. [Fixed Position Detection Control]
[0147] The sensor control unit 2c transmits, as described above, TPMS data when the TPMS sensor 2 has reached a fixed rotation position (for example, when the tire surface contacts the road surface). The impact sensor 2f detects that the TPMS sensor 2 has reached a predetermined fixed rotation position through the impact sensor 2f. Impact sensor 21 assumes its peak in load when the rotation position of the TPMS sensor reaches a position where a tire surface comes into contact with a road surface. When transmitting the TPM data in this position, the TPMS 2 sensor can emit the TPMS data in a constant rotation position. [Variable Control of the Sampling Period]
[0148] FIG. 14 is a diagram illustrating the change in load according to the speed of the wheel. In FIG. 14, the speed of the wheel is represented as changing from a low value to a high value when advancing from the top to the bottom of the figure. As shown in FIG. 14, since the rotation period of the wheel 1 becomes shorter as the speed of the wheel increases, the period of the load change frequency will be longer.
[0149] Although the sensor control unit 2c monitors the load value at each prescribed sampling rate or period, in order to improve the peak load detection accuracy, it is necessary to ensure a certain number of sampling within a cycle or period of load change. On the other hand, the increase in the number of samples will lead to higher energy consumption, so the long life of the 2e button battery would not be guaranteed.
[0150] In other words, it is necessary to suppress energy consumption by extending the sampling period when the wheel speed is low. In addition, it is necessary to increase the detection accuracy of the gravitational acceleration component by shortening the sampling period when the wheel speed is high.
[0151] FIG. 15 is a diagram for defining the sampling period cor-responding to the frequency of load change detected by impact sensor 2f. The 2f impact sensor detects the higher load change frequency as the wheel speed (wheel rotation frequency 1) becomes higher.
[0152] Thus, as shown in FIG. 15, by defining the sampling period to be shorter as the frequency of load change becomes greater, an appropriate definition of the sampling period is possible and both the suppression of energy consumption and the detection accuracy in the gravitational acceleration component will be improved.
[0153] In addition, when the detected load value of impact sensor 21 exceeds a predetermined load, peak load monitoring will be interrupted. The predetermined load is defined for such a load that would not occur during the movement of the vehicle, and when the detected load value of the impact sensor 2f exceeds the predetermined value, it is configured so that the determination of the fixation occurrence abnormal impact sensor 2f or similar can be performed.
[0154] This is to prevent energy consumption from being increased with the sampling period being set to a shorter value when an abnormality in the 2f impact sensor. [Effects]
[0155] Now, the effects will be described.
[0156] In the TPMS 2 sensor according to the second embodiment, the following effects can be presented.
[0157] In a TPMS 2 sensor (pneumatic air pressure transmission device) installed on the outer periphery of a wheel 1 to transmit tire air pressure information from wheel 1, an impact sensor 2f (protection mechanism) is provided rotation frequency detection) that detects a rotation frequency of wheel 1; a sensor control unit 2c (rotation position detection mechanism) that defines a sampling period based on the rotation frequency and detects the rotation position of the wheel in each defined sampling period, and a 2d transmitter (transmission mechanism ) that transmits the tire air pressure information into a wireless signal when the rotation position of the wheel has reached a predetermined position.
[0158] Therefore, the sampling period can be set appropriately, and both the suppression of energy consumption and the improvement of detection accuracy in the gravitational acceleration component can be achieved.
[0159] (8) The sensor control unit 2c is configured to define the shortest sampling period as the rotation frequency of wheel 1 is greater.
[0160] Therefore, when the wheel speed is low, energy consumption can be suppressed by increasing the sampling period whereas, when the wheel speed is high, the detection accuracy in the gravitational acceleration component can be improved by shortening the sample-sampling period.
[0161] (9) the sensor control unit 2c is configured to interrupt the detection of the wheel rotation frequency when the value of the centrifugal steering load detected by the impact sensor 2f exceeds a predetermined load.
[0162] Therefore, when a 2f impact sensor failure occurs, there is an increase in energy consumption due to the sampling period being defined as shorter.
[0163] In addition, in the pressure monitoring system of 13 in the second concretization, the following effects can be achieved;
[0164] (10) In an air pressure monitoring system 13 with a TPMS sensor 2 (tire air pressure transmission unit) installed on the outer periphery of a wheel 1 to transmit tire air pressure information from wheel 1 by means of a wireless signal and a main part TMS 14 (main part of tire air pressure monitoring) installed in a vehicle body to receive the wireless signal and monitor the tire air pressure of each wheel , the TPMS 2 sensor is provided with a pressure sensor 2a (tire air pressure detection mechanism) that detects the tire air pressure, a 2f impact sensor (rotation frequency detection mechanism) that detects a rotation frequency of wheel 1; a sensor control unit 2c (rotation position detection mechanism) that defines a sampling period based on the rotation frequency and detects the rotation position of wheel 1 in each defined sampling period, and a transmitter 2d (rotation mechanism) transmission) that transmits the tire air pressure information in a wireless signal, in which the main part TPMS 14 is provided with a receiver 3 (receiving mechanism) that receives the tire air pressure information transmitted by the transmitter 2d of each TPMS sensor 2, an ABS control unit 6 (rotation position detection mechanism) that detects the position and rotation position of each wheel 1, and a TPMS control unit 4 (wheel position determination mechanism) which determines the wheel position in which the TPMS sensor 2 is installed based on the rotation position of each wheel detected by the wheel speed sensor 8 when the gravitational acceleration component of the centrifugal acceleration The TPMS 2 sensor with specific identification information has reached a predetermined value.
[0165] Therefore, the sampling period can be set appropriately, and both the suppression of energy consumption and the improvement of detection accuracy in the gravitational acceleration component can be achieved.
[0166] (11) The sensor control unit 2c is configured to define the shortest sampling period as the rotation frequency of wheel 1 is greater.
[0167] Therefore, when the wheel speed is low, energy consumption can be suppressed by increasing the sampling period while, and when the wheel speed is high, the detection accuracy of the gravitational acceleration component will be improved.
[0168] (12) The sensor control unit 2c is configured to interrupt the detection of the rotation frequency value when centrifugal acceleration detected by the impact sensor 2f is a predetermined or greater load.
[0169] Therefore, when there is a failure in the acceleration sensor 2b, there is an increase in energy consumption due to the sampling period being defined as shorter. [Third embodiment]
[0170] Although the gravitational acceleration component is constantly monitored in the first embodiment, in a third embodiment, an intermittent monitoring is performed.
[0171] A description of the third embodiment is made, since settings other than “TPMS sensor control” are the same, the same reference numbers are connected and corresponding explanations are omitted. [TPMS Sensor Control]
[0172] The TPMS 2 sensor determines that the tire rotation may have been carried out when the time to determine the vehicle's stop is equal to or greater than 15 minutes.
[0173] When the vehicle stop determination time is less than 15 minutes, it is determined that updating the 4d memory is not necessary and a “fixed time transmission mode” is selected. When the time for determining the stop of the vehicle is 15 min. or more, the 4d memory update is determined to be performed and the “fixed position transmission mode” will be selected.
[0174] Note that, since the general lines of "fixed time transmission mode" and "fixed position transmission mode" are the same as those of the first embodiment, their explanation is omitted. The following is a primary description of a “partial monitoring control”, a “variable sampling period control” and a “gravitational acceleration component monitoring control process”. [Partial Monitoring Control]
[0175] Although the sensor control unit 2c is monitoring the value of the gravitational acceleration component in each predetermined sampling period or period, in order to improve the detection accuracy of the peak of the gravitational acceleration component, the sampling period needs to be shortened.
[0176] On the other hand, since the energy consumption is increased with the sampling period being more short, a long life of the button battery 2e may not be expected.
[0177] FIG. 16 is a diagram that illustrates a condition for monitoring the gravitational acceleration component. As shown in FIG. 16, in the sensor control unit 2c, the monitoring of the value of the gravitational acceleration component is performed only 16 sec. after the transmission of the previous TPMS. Thus, during the 16 sec. of time elapsed after the transmission of the TPMS data, the monitoring of the gravitational acceleration component is interrupted.
[0178] Therefore, since the value of the gravitational acceleration component is monitored immediately before the transmission of the TPMS data, the sampling number will be kept small as a whole even if a shorter sampling period is used. Thus, the accuracy of detecting the peak of the gravitational acceleration component will be increased and energy consumption can be suppressed. [Variable Control of the Sampling Period]
[0179] FIG. 17 is a diagram illustrating changes in the gravitational acceleration component according to the speed of the wheel. In FIG. 17, the wheel speed is represented as changing from a low value to a high value when advancing from the top to the bottom of the figure. As shown in FIG. 17, since the rotation period of the wheel 1 becomes shorter as the speed of the wheel increases, the period of gravitational acceleration will be similarly shorter.
[0180] In order to improve the accuracy of detecting the peak of the gravitational acceleration component, it is necessary to ensure a certain number of samples within a cycle or period of the gravitational acceleration component. On the other hand, an increase in the number of samples will lead to greater energy consumption, so the long life of the 2e button battery would not be guaranteed.
[0181] In other words, it is necessary to suppress energy consumption by extending the sampling period when the wheel speed is low. In addition, it is necessary to increase the detection accuracy of the gravitational acceleration component by shortening the sampling period when the wheel speed is high.
[0182] FIG. 18 is a diagram for defining the sampling cycle corresponding to the magnitude of the centrifugal force component. As mentioned above, the centrifugal force component varies in order to follow the wheel speed illustrated in FIG. 4 (a) as an entire centrifugal force component as shown in FIG. 4 (d). Therefore, as shown in FIG. 18, by defining the shortest sampling period as the centrifugal force component is longer, it is possible to properly define the sampling period and the improvement of the detection accuracy of the gravitational acceleration component, as well as the suppression of consumption of energy, can be obtained.
[0183] In addition, the sensor control unit 2c is capable of determining the period of the gravitational acceleration component based on the gravitational acceleration component monitored in the sampling period that is defined based on the magnitude of the centrifugal force component.
[0184] FIG. 19 is a diagram for defining the sampling period or cycle according to the period of the gravitational acceleration component. When defining the longest sampling period as the period of the gravitational acceleration component is longer, as shown in FIG. 19, it is possible to properly define the sampling period in order to improve the detection accuracy of the gravitational acceleration component and suppress energy consumption.
[0185] As shown in FIG. 16, in the first cycle immediately after the sense control unit 2c has started monitoring, monitoring is carried out in a sampling period T1, T'1 defined according to the centrifugal force component. In addition, in the second cycle and in the subsequent cycles after the first cycle or period, monitoring is carried out in a sample period T2, T'2 defined according to the period of the gravitational acceleration component obtained in the first cycle. [Gravitational Acceleration Component Monitoring Control Process]
[0186] FIG. 20 is a flowchart illustrating the flow of the monitoring control process of the gravitational acceleration component performed on the sensor control unit 2c. Following is a description of each step.
[0187] In step R1, it is determined whether 16 sec elapsed or not. after the transmission of the TPMS data. The process proceeds to step R2, in the case of YES, and ends the process in the case of NO.
[0188] In step R2, centrifugal acceleration is received from acceleration sensor 2b to determine the magnitude of the centrifugal force component.
[0189] In step R3, the sampling period is defined based on the magnitude of the centrifugal force component.
[0190] In step R4, the gravitational acceleration component is monitored in each sampling period defined in step R3.
[0191] In step R5, the period of the gravitational acceleration component is obtained from the results of monitoring the gravitational acceleration component.
[0192] In step R6, the sampling period is defined from the period of the gravitational acceleration component.
[0193] In step R7, the gravitational acceleration component is monitored in each sampling period defined in step R6.
[0194] In step R8, TPMS data is sent at the peak of the gravitational acceleration component.
[0195] In step R9, the monitoring of the gravitational acceleration component is stopped, and the process ends. [Operation] (Effect of Suppression of Energy Consumption by Partial Monitoring)
[0196] Although the sensor control unit 2c is monitoring the value of the gravitational acceleration component in each predetermined sampling cycle, in order to improve the detection accuracy of the peak of the gravitational acceleration component, it is necessary to shorten the period sampling. Meanwhile, since the power consumption is increased as the sampling period becomes shorter, it is not possible to expect a long service life of the 2e button battery.
[0197] Thus, in the tire pressure monitoring system 13 of the first embodiment, in the sensor control unit 2c, the value of the gravitational acceleration component is monitored only after 16 seconds of elapsed time after the transmission of previous TPMS data and the monitoring during the 16 seconds of time after the transmission of the TPMS data, the monitoring of the value of the gravitational acceleration component.
[0198] Therefore, since the value of the gravitational acceleration component is monitored immediately before the transmission of only the TPMS data, the number of samples can be kept small as a whole despite the shortened sampling period. Consequently, it is possible to improve the detection accuracy of the gravitational acceleration component and to suppress energy consumption. [Effect of Suppression of Energy Consumption by Variable Control of the Sampling Period]
[0199] In order to improve the accuracy of detecting the peak of the gravitational acceleration component, it is necessary to ensure a certain number of samples within a cycle or period of the gravitational acceleration component. On the other hand, an increase in the number of samples will lead to greater energy consumption, so the long life of the 2e button battery would not be guaranteed.
[0200] Therefore, in the pneumatic pressure monitoring system 13 of the first embodiment, the sensor control unit 2c is configured to define the shortest sampling period as the centrifugal force component is greater.
[0201] Thus, the sampling period can be appropriately defined in order to suppress energy consumption and improve the detection accuracy in the gravitational acceleration component.
[0202] In addition, the sensor control unit 2c obtains the period of the gravitational acceleration component based on the monitored gravitational acceleration component according to a set of sampling period based on the centrifugal force component and defines the sampling period mis short as the period of gravitational acceleration component is shorter.
[0203] Therefore, in order to obtain the sampling period that can ensure the peak detection accuracy in the gravitational acceleration component, using the period of the directly affected gravitational acceleration component, it is possible to define a more suitable sampling period so that suppression of energy consumption, as well as an increase in detection accuracy in the gravitational acceleration component, can be achieved. [Effects]
[0204] A description of the effects is now carried out.
[0205] In the TPMS 2 sensor according to the third embodiment, the following effects can be presented.
[0206] (13) In a TPMS sensor 2 (tire air pressure transmission device) installed on the outer periphery of a wheel 1 to transmit tire air pressure information from wheel 1, an acceleration sensor 2b is provided (acceleration detection mechanism) that detects centrifugal acceleration while wheel 1 rotates; a 2d transmitter (transmission mechanism) that transmits tire air pressure information in a wireless signal when the value of the centrifugal acceleration gravitational acceleration component has reached a predetermined value; and a sensor control unit 2c (gravitational acceleration component detection mechanism) that starts detecting the gravitational acceleration component of the centrifugal acceleration before transmitting the wireless signal from the 2d transmitter and stops detecting the value of the acceleration component gravitational centrifugal acceleration after wireless signal transmission from the 2d transmitter.
[0207] Therefore, since the value of the gravitational acceleration component is monitored immediately before just the transmission of TPMS data, the number of samplings can be kept small despite the shortening of the sampling period, so that the detection accuracy in the peak of the gravitational acceleration component, as well as the suppression of energy consumption, can be achieved.
[0208] (14) The sensor control unit 2c is configured to define the shortest sampling period as the centrifugal force component of the centrifugal acceleration is greater.
[0209] Therefore, when the wheel speed is low, energy consumption can be suppressed by increasing the sampling period and, when the wheel speed is high, the detection accuracy in the gravitational acceleration component will be improved by shortening the sampling period.
[0210] (15) After starting to detect the value of the gravitational acceleration component of the centrifugal acceleration, the sensor control unit 2c detects the gravitational acceleration component in each defined sampling period shorter as the centrifugal force component of centrifugal acceleration is greater in the first period or cycle of the gravitational acceleration component, and, in the second and subsequent cycles, the gravitational acceleration component is detected in each sampling period defined shorter according to the period of the gravitational acceleration component detected in the first period is shorter.
[0211] Therefore, in order to obtain the sampling period that can ensure the peak detection accuracy in the gravitational acceleration component, using the period of the directly affected gravitational acceleration component, it is possible to define a more appropriate sampling period so that the suppression of energy consumption and detection accuracy in the gravitational acceleration component can be achieved.
[0212] In addition, in the pressure monitoring system of 13 in the second concretization, the following effects can be achieved;
[0213] (16) In a tire air pressure monitoring system 13 with a TPMS 2 sensor (pneumatic tire pressure transmission unit) installed on the outer periphery of each wheel 1 to transmit pressure information of tire air from wheel 1 by means of the wireless signal and a main part TPMS 14 (main part of pneumatic air pressure monitoring) installed in a vehicle body to receive the wireless signal and monitor the pressure of the tire air from each wheel 1, the TPMS sensor 2 is fitted with a pressure sensor 2a (tire air pressure detection mechanism) that detects the tire air pressure, an acceleration sensor (acceleration detection mechanism) ) that detects centrifugal acceleration while wheel 1 is spinning, and a transmitter (transmission unit) that transmits tire air pressure information in a wireless signal when the value of the gravitational acceleration component of the cent acceleration has reached a predetermined value, and a sensor control unit 2c (gravitational acceleration component detection mechanism) that detects a centrifugal acceleration gravitational acceleration component in each defined sampling period, starts detecting the gravitational acceleration of centrifugal acceleration before transmitting the wireless signal from the 2d transmitter, and stops detecting the gravitational acceleration component of the centrifugal acceleration after transmitting the wireless signal from the 2d transmitter, where the main part TPMS 14 it is provided with a receiver 3 (receiving mechanism) that receives the tire air pressure information transmitted by the transmitter 2d of each TPMS sensor 2, an ABS control unit 6 (rotation position detection mechanism) that detects the rotation position of each wheel 1, and a TPMS control unit 4 (wheel position determination mechanism) that determines the wheel position n which the TPMS 2 sensor is installed based on the rotation position each wheel detected by the wheel speed sensor 8 when the gravitational acceleration component of the centrifugal acceleration of the TPMS 2 sensor with specific identification information has reached a predetermined value .
[0214] Therefore, since the gravitational acceleration component is monitored only immediately before the sampling period can be properly defined, both the suppression of energy consumption and the improvement of detection accuracy in the gravitational acceleration component can be achieved.
[0215] (17) The sensor control unit 2c is configured to define the shortest sampling period as the centrifugal force component of the centrifugal acceleration is greater.
[0216] Therefore, energy consumption can be suppressed when the wheel speed is low by increasing the sampling period while the detection accuracy in the gravitational acceleration component will be improved when the wheel speed is high by shortening of the sample period.
[0217] (18) The sensor control unit 2c is configured to detect, after detecting the value of the gravitational acceleration component of the centrifugal acceleration, the gravitational acceleration component in each sampling period defined as the shortest component centrifugal force of centrifugal acceleration during the first period of the gravitational acceleration component, and, in the first period and in subsequent periods, to detect the gravitational acceleration component in each sampling period defined shorter according to the period of the gravitational acceleration component detected in the first period is shorter.
[0218] Therefore, in order to obtain the sampling period that can ensure the peak detection accuracy in the gravitational acceleration component, using the period of the directly affected gravitational acceleration component, it is possible to define a more suitable sampling period so that suppression of energy consumption, as well as an increase in detection accuracy in the gravitational acceleration component, can be achieved. [Other Achievements]
[0219] Although the best embodiments have been described to implement the present invention, the specific configuration is not limited to these embodiments. Instead, design changes or alterations that do not differ from the essence of the present invention can be included in the present invention.
[0220] For example, an example of the wheel speed sensor is illustrated as the rotation position detection mechanism in embodiments, in a vehicle that is provided with an engine inside the wheel as a power source, an engine resolver can be used to detect the rotation angle.

权利要求:
Claims (12)
[0001]
1. Tire air pressure transmission device (13) installed on the outer periphery of a wheel to transmit tire air pressure information from the wheel (1), comprising: a tire air pressure detection mechanism (2a ) adapted to detect a tire air pressure in the wheel (1); an acceleration detection mechanism (2b) adapted to detect centrifugal acceleration while the wheel (1) rotates, CHARACTERIZED by the fact that said tire air pressure transmission device (13) additionally comprises: a detection mechanism ( 2c) of gravitational acceleration component (4c) adapted to define sampling periods based on centrifugal acceleration and adapted to detect a value of a gravitational acceleration component of centrifugal acceleration in each sampling period, in which the pressure information of the Detected tire air is transmitted in a wireless signal when the gravitational acceleration component reaches a predetermined value.
[0002]
2. Pneumatic air pressure transmission device according to claim 1, CHARACTERIZED by the fact that the detection mechanism (2c) of gravitational acceleration component is configured to define the shortest sampling period as the centrifugal acceleration is greater.
[0003]
3. Pneumatic air pressure transmission device according to claim 1 or 2, CHARACTERIZED by the fact that the detection mechanism (2c) of the gravitational acceleration component is configured to interrupt the detection of the value of the acceleration component gravitational acceleration of the centrifugal acceleration when the centrifugal acceleration detected by the acceleration detection mechanism (2b) is a predetermined or greater acceleration.
[0004]
4. Pneumatic air pressure transmission device installed on a wheel, according to claim 1, CHARACTERIZED by the fact that the gravitational acceleration component detection mechanism is adapted to detect the gravitational acceleration component in each first period sampling rate defined based on centrifugal acceleration during a first period of the gravitational acceleration component, and second and subsequent periods after the first period, by detecting the gravitational acceleration component in each second sampling period defined based on the component of gravitational acceleration detected in the first period, and, after the wireless signal transmission, interrupt the detection of the value of the gravitational acceleration component, where, when the value of the gravitational acceleration component of the centrifugal acceleration reaches a predetermined value, the information of tire air pressure detected is transmitted in a signal if m wire.
[0005]
5. Pneumatic air pressure transmission device, according to claim 4, CHARACTERIZED by the fact that the gravitational acceleration detection mechanism rotates is configured to define the shortest sampling period as the force component of the centrifugal acceleration is greater.
[0006]
6. Pneumatic air transmission device according to claim 4 or 5, CHARACTERIZED by the fact that the gravitational acceleration detection mechanism is configured to adjust the shortest sampling period as the component period of gravitational acceleration detected in the first period is shorter.
[0007]
7. Tire air pressure monitoring system to monitor a tire air pressure for each wheel (1) comprising the tire air pressure transmission device as defined in claim 1, FEATURED for comprising: a detection mechanism (2a) tire air pressure installed in the tire of each wheel (1) to detect the tire air pressure; an acceleration detection mechanism (2b) installed on each wheel to detect centrifugal acceleration as the respective wheel (1) is rotating; a gravitational acceleration component detection mechanism that defines a sampling period based on centrifugal acceleration and detects a gravitational acceleration component value of the centrifugal acceleration in each defined sampling period a tire air pressure transmission mechanism is installed on the outer periphery of each wheel (1) in the form of a transmitter (2d) associated with each tire air pressure detection mechanism (2a), which is adapted to transmit the tire air pressure information detected in a signal wireless with unique identification information for each transmitter (2d) when the value of the gravitational acceleration component of the centrifugal acceleration reaches a predetermined value; a receiver (3) installed in a vehicle body to receive the wireless signal from the transmission mechanism; a rotation position detection mechanism (6) installed in the vehicle body corresponding to each wheel (1) to detect the rotation position of each wheel (1); and a wheel position determination mechanism (4) that determines the position of the wheel (1) in which the transmitter is installed based on the rotation position of each wheel (1), detected by the wheel position detection mechanism when the gravitational acceleration component of the centrifugal acceleration of the pneumatic air pressure transmission mechanism with a specific identification information reaches a predetermined value, at the moment the wireless signal including the specific identification information is transmitted.
[0008]
8. Tire air pressure monitoring system according to claim 7, CHARACTERIZED by the fact that the gravitational acceleration component detection mechanism is configured to define shorter sampling periods as the centrifugal acceleration is greater .
[0009]
9. Tire air pressure monitoring system, according to claim 7 or 8, CHARACTERIZED by the fact that the gravitational acceleration component detection mechanism is configured to interrupt the detection of the gravitational acceleration component value when the centrifugal acceleration detected by the acceleration detection mechanism (2b) is a predetermined or greater acceleration.
[0010]
10. Tire air pressure monitoring system, according to claim 7, CHARACTERIZED by the fact that the gravitational acceleration detection mechanism is adapted to detect a gravitational acceleration component in each first sampling period defined based on the centrifugal acceleration during a first period of the gravitational acceleration component, while in the second and subsequent periods after the first period, by detecting the gravitational acceleration component in each second sampling period defined based on the gravitational acceleration component detected in the first period, and, after the wireless signal transmission, interrupt the detection of the value of the gravitational acceleration component, where, when the value of the gravitational acceleration component of the centrifugal acceleration reaches a predetermined value.
[0011]
11. Tire air pressure monitoring system, according to claim 10, CHARACTERIZED by the fact that the gravitational acceleration detection mechanism is configured to define the first shortest sampling period as the force component of the centrifugation acceleration is greater.
[0012]
12. Tire air pressure monitoring system, according to claim 10 or 11, CHARACTERIZED by the fact that the gravitational acceleration detection mechanism is configured to define the shortest sampling period in the second and subsequent periods as the period of the gravitational acceleration component detected in the first period is shorter.

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法律状态:
2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

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2019-11-19| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

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2020-11-17| B09A| Decision: intention to grant|

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2021-01-19| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 20/02/2012, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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JP2011-096949|2011-04-25|

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JP2011-096948|2011-04-25|

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JP2011096948|2011-04-25|

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JP2011096949|2011-04-25|

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PCT/JP2012/053973|WO2012147396A1|2011-04-25|2012-02-20|Tire air pressure transmission device and tire air pressure monitor system|

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