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    • 专利摘要:
    summary “air pressure transmitting device and tire air pressure monitoring system” means a tire air pressure transmitting device configured to determine the rotational position of the tire based air pressure transmitting device a gravitational acceleration component of a centrifugal acceleration at the moment of transmission of tire air pressure information; and transmit on a wireless signal and on a prescribed cycle, tire air pressure information and rotational position information of the tire air pressure transmitting device.
    公开号:BR112013028589B1
    申请号:R112013028589-3
    申请日:2012-02-20
    公开日:2018-03-06
    发明作者:Shima Takashi；Sakaguchi Kazuo；Terada Syoji
    申请人:Nissan Motor Co., Ltd.；
    IPC主号:
    专利说明:

    (54) Title: AIR PRESSURE TRANSMISSION DEVICE AND TIRE AIR PRESSURE MONITORING SYSTEM (73) Owner: NISSAN MOTOR CO., LTD .. Address: 2, Takara-cho, Kanagawa-ku, Yokohama-shi , JAPAN (JP), 2210023 (72) Inventor: TAKASHI SHIMA; KAZUO SAKAGUCHI; SYOJI TERADA
    Validity Term: 20 (twenty) years from 02/20/2012, subject to legal conditions
    Issued on: 03/06/2018
    Digitally signed by:
    Júlio César Castelo Branco Reis Moreira
    Patent Director
    1/19 “TIRE AIR PRESSURE MONITORING SYSTEM”
    TECHNICAL FIELD
    The present invention relates to a tire air pressure monitoring system.
    Background
    In a pneumatic or tire air pressure monitoring device described in patent document 1, for transmitting data from TPMS (tire pressure monitoring system) at a time when an acceleration in a rotational direction of an installed TPMS sensor each wheel reaches 1 [G] or “-Γ [G] so that a TPMS sensor transmits TPMS data at a constant rotational position of a wheel. A TPMSECU installed on one side of the vehicle chassis determines a wheel position of the TPMS sensor based on the number of teeth that are acquired from a wheel speed pulse chain detected by a wheel speed sensor at a time at which TPMS data was received.
    Prior art documents
    Patent Document
    Patent document 1: publication of Japanese patent application no. 201 ΟΙ 22023
    Summary of the invention
    Problem to be solved by the invention
    However, in the conventional technique described above, to detect that the TPMS sensor has reached a predetermined rotational position, it is necessary to shorten the sampling period or cycle. Thus, there was a problem of difficulty in extending the life of a battery of the TPMS sensor (tire air pressure transmission device).
    The aim of the present invention is to provide a tire air pressure monitoring system that can suppress the energy consumption of the tire air pressure transmission device.
    Mechanism to solve the problem
    To achieve the objective, according to the present invention, a rotational position of the tire air pressure transmission device is determined based on a gravitational acceleration component of a centrifugal acceleration when tire air pressure information is obtained. transmitted, and in a predetermined period or cycle, both the tire air pressure information and the rotational position information are configured to be transmitted in a wireless signal.
    2/19
    Effect of the invention
    Consequently, according to the present invention, the energy consumption of the tire air pressure transmission device can be suppressed.
    Brief description of the drawings
    Figure 1 is a configuration diagram that illustrates a configuration of the tire air pressure monitoring device in a first mode.
    Figure 2 is a schematic diagram showing a wheel in the first embodiment.
    Figure 3 is a diagram of the configuration of a TPMS sensor in the first mode;
    Figure 4 shows graphs that illustrate changes in wheel speed and centrifugal acceleration in the first mode;
    Figure 5 is a diagram illustrating zoning of the gravitational acceleration component in the first modality;
    Figure 6 is a diagram that illustrates the information content of the gravitational acceleration component according to the gravitational acceleration component at the moment of transmission in the first mode;
    Figure 7 is a control block diagram of a TPMS control unit in the first embodiment;
    Figure 8 is a diagram illustrating a method of calculating the rotational position of each wheel in the first mode;
    Figure 9 is a diagram illustrating a method of calculating the dispersion characteristic value;
    Figure 10 is a flow chart that illustrates a process for controlling the determination of wheel position in the first mode; and
    Figure 11 is a diagram that illustrates a relationship between the rotational positions of each wheel and the number of TPMS data received.
    Description of the reference signals wheel TPMS sensor (air pressure transmission device, tire air pressure transmission mechanism) to pressure sensor (air pressure detection mechanism)
    2b acceleration sensor (acceleration detection mechanism)
    2c sensor control unit (position determination mechanism)
    2d transmitter (transmission mechanism) receiver (receiving mechanism) TPMS control unit (wheel position determination mechanism)
    3/19 ABS control unit (rotational position detection mechanism) tire air pressure monitoring system part or main TPMS unit (main part of tire air pressure monitor)
    Modalities for implementing the invention
    First modality
    General configuration
    Figure 1 is a configuration diagram that illustrates a pneumatic or tire air pressure monitoring system 13 in a first mode. In this figure, the final letters attached to each reference sign are intended to indicate as follows: 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.
    The tire air pressure monitoring device 13 in the first mode is equipped with a TPMS sensor (Tire pressure monitoring system) 2 and a main unit of TPMS 14. The main unit of TPMS 14 is equipped with a receiver 3 , a TPMS control unit 4, a display 5, and an ABS (anti-lock brake system) control unit 6, and a wheel speed sensor 8.
    TPMS sensor configuration
    Figure 2 shows a wheel 1. As shown in figure 1, the TPMS sensor 2 is installed on each of the wheels 1 in an air valve position close to the outer circumferential side of the wheel 1.
    Figure 3 is a configuration diagram of the TPMS sensor 2. The TPMS sensor 2 comprises a pressure sensor 2 a, an acceleration sensor 2b, a sensor control unit 2c, a transmitter 2d, and a button battery 2e.
    Pressure sensor 2 a detects tire air pressure. 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 power supplied from the button battery 2e, and receives tire air pressure information from pressure sensor 2 a 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 previously defined and unique for each TPMS 2 sensor is sent in a wireless signal from the 2d transmitter. In the first mode, the sensor Ids are defined by 1 to 4 associated with each of the TPMS 2 sensors.
    The sensor control unit 2c compares the acceleration in the 4/19 centrifugal direction detected by the acceleration sensor 2b with a pre-established limit for determining the vehicle's running state. When the centrifugal acceleration is less than the run-in limit, a determination is made that the vehicle is being stopped or stationary, so that the transmission of the TPMS data is stopped. On the other hand, when the centrifugal acceleration exceeds the driving limit, a determination is made that the vehicle is running, and the TPMS data will be transmitted at a specified time.
    Wheel speed sensor configuration
    The wheel speed sensor 8 is composed of a rotor 11 and a perception part 12. As shown in figure 2, the rotor 11 is formed in a gear shape and is fixed coaxially to the center of rotation of the wheel 1 to be rotatable fully. Faced on the protruding surface of the rotor 11, the perception part 12 is provided. Perception part 12 is made up of a permanent magnet and a coil. As the rotor rotates the bulge or concave-convex surface of the rotor it 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 voltage variation is transmitted as the wheel speed pulse signal to the ABS 6 control unit.
    The rotor 11 is composed of 48 teeth so that the perception part 12 is configured to transmit a pulse current 48 times each time the wheel 1 turns once.
    ABS control unit configuration
    The ABS control unit 6 receives a change in 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 at 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 retaining a wheel cylinder pressure on that wheel to suppress the locking tendency by operating a driver ABS not shown. In addition, the ABS 61 control unit transmits a wheel speed pulse count value to a CAN 7 communication line at a constant interval (for example, every 20 [ms]).
    Receiver configuration
    Receiver 3 receives a wireless signal transmitted from each TPMS sensor to decode and transmit the TPMS control unit 4.
    TPMS control unit configuration.
    The TPMS control unit 4 receives TPMS data from each decoded TPMS sensor at receiver 3. The TPMS control unit 4 stores a 5/19 response ratio between each sensor ID and each wheel position in a non-volatile memory 4d (see figure 7) and with reference to the correspondence relationship that stores 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 shown on display 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 color of the display, flashing indication or alarm sound.
    As described above, based on the correspondence relationship 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 is rotated while the vehicle stops, the matching relationship between the sensor ID and the wheel position stored in memory 4d does not match the actual matching relationship, and it is impossible to find out which the TPMS data runs so that it cannot be said which TPMS data is associated with. Here, “tire rotation” refers to the operation of changing tire wheel installation positions to ensure uniform tire tread wear and thereby prolong service life (service life) tread). For example, for a passenger car, front / rear wheel tires are usually changed while left / right wheel tires are changed.
    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, since 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 tire pressure monitoring system in the first mode, a 4d memory protocol in the update is previously defined.
    The control description of the TPMS 4 control unit is now described.
    When the vehicle stop determination time is equal to or greater than 15 minutes, the TPMS sensor 2 determines that the tire may have rotated.
    When the vehicle stop determination time is less than 15 minutes, it is determined that no 4d memory update is required and a “normal 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 “position transmission mode” will be selected.
    Fixed-time transmission mode
    First, a description of a TPMS 2 sensor control is made in the normal transmission mode.
    The sensor control unit 2 determines a vehicle stop when the ace6 / 19 centrifugal readout detected by the acceleration sensor 3b is less than a vehicle run-out threshold value and stops transmitting the TPMS data. On the other hand, when the centrifugal acceleration is less than the vehicle's running limit value, the vehicle's running state is determined and TPMS data will be transmitted over a constant period (each [min.], For example).
    Position transmission mode
    A TPMS 2 sensor control is now described during the position transmission mode.
    In position transmission mode, with a shorter interval (with an interval of 10 [s], for example) than the transmission period of a fixed position transmission mode and when the TPMS sensor 2 reaches a fixed rotational position ( an upper wheel position 1). TPMS data is transmitted with a gravitational acceleration component at the time of the added transmission process.
    The position transmission mode is executed until the transmission number of the TPMS data reaches a prescribed number of times (for example, 40 strokes). When the number of times the transmission reaches 40 times, the position transmission mode shifts 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 TPMS data will be continued after restart. When the vehicle stop determination time is equal to or greater than 15 [min.] After restart, the TPMS data count before the vehicle stops is reset and the transmission count is performed.
    Gravitation acceleration component
    The TPMS sensor transmits, as described above, TPMS data with the gravitational acceleration component added to the TPMS data.
    Figure 4 is a graph showing changes in both wheel speed and centrifugal acceleration detected by acceleration sensor 2b. Figure 4 (a) shows a wheel speed, figure 4 (b) shows a centrifugal acceleration, figure 4 (c) shows a gravitational acceleration component of the centrifugal acceleration, and figure 4 (d) shows a graph that illustrates a centrifugal component of centrifugal acceleration, respectively.
    The centrifugal acceleration can be divided into a centrifugal component that it generates due to a centrifugal force produced according to the rotation of the wheel 1 and a gravitational acceleration component that it generates due to a gravitational acceleration.
    The centrifugal acceleration has a wavy profile, but changes in order to follow the speed of the wheel as shown in figure 4 (a) as a whole. As shown in figure 4 (d) the centrifugal force component develops substantially in synchronization with the speed of the wheel. On the other hand, the gravitational acceleration component is
    7/19 makes a sine wave that moves back and forth between -1 [G] and +1 [G] as shown in figure 4 (c), the period of the same becomes shorter as the speed of the wheel increases. This is because when the TPMS 2 sensor reaches the top of the wheel, the gravitational acceleration component reaches +1 [G], and when it reaches the lower or lower point, the direction of the TPMS 2 sensor is opposite from that at the upper point with “-1 [G]” being detected. In a 90 degree position with respect to the upper and lower points, it becomes “0” [G]. In other words, the rotational position of the TPMS 2 sensor can be acquired based on the gravitational acceleration component.
    Control of adding position information
    To transmit TPMS data when the TPMS 2 sensor has reached a prescribed position, the gravitational acceleration component must be sampled on a continuous basis. In addition, to increase positional accuracy, the sampling period must be shortened. This will increase energy consumption so that the extended battery life cannot be achieved.
    Thus, in the first mode, in a position transmission mode, the TPMS data is added with position information at the time of the transmission process. The position information is such information that indicates which of the eight zones the TPMS sensor belongs to when a single rotation is divided into eight zones. More specifically, a sinusoidal curve of the gravitational acceleration component is divided into eight zones and positional information is acquired by identifying the zone in which a detected gravitational acceleration component is positioned.
    Figure 5 is a diagram that describes the zoning operation of the gravitational acceleration component. As shown in figure 5, depending on the magnitude of the gravitational acceleration component, four zones are created. Specifically, zone 1 is adjusted where the gravitational acceleration component varies between +0.5 [G] and 1 [G], zone 2 is adjusted where the gravitational acceleration component is between ± 0 [G] and less than + 0.5 [G], zone 3 with a range between -0.5 [G] and ± 0 [G], zone 4 with a range greater than -1 [G] and less than -0.5 [G], respectively. In addition, the range where the gravitational acceleration component decreases is defined as a subzone 1 whereas the range where the gravitational acceleration component increases is defined as a subzone 2. For example, the point P1 in figure 5 is represented by the zone 1-1, point P2 is represented by zone 4-2 respectively.
    Figure 6 shows a sample content of the gravitational acceleration component information according to the gravitational acceleration component at the time of transmission. Figure 6 indicates a gradual increase in wheel speed as well as a shortening of the period of the gravitational acceleration component according to the increase in wheel speed. Thus, the rotational position of the TPMS sensor at ca8 / 19 of 10 [s] is not constant.
    The sensor control unit 2c starts sampling the gravitational acceleration component just before the 10 [s] period, after the previous transmission. Sampling is done four times in a sufficiently short period or cycle. By sampling immediately before transmission, both the magnitude of the gravitational acceleration component and the range of change (increase / decrease) at the moment of transmission can be acquired and the zone is thus defined.
    For example, at points P3, P4 in figure 6, the magnitude of the gravitational acceleration component is discerned to be in zone 1 from the sampling immediately before transmission and is positioned in a subzone 2 because it is positioned in the zone of increase, so that the gravitational acceleration information will be sent as zone 1-2. On the other hand, at point P5, since the magnitude of the gravitational acceleration component is classified in zone 2, and due to the fact that it is positioned in the decrease range, the gravitational acceleration information will be transmitted as zone 2-1. Furthermore, at point P6, once the magnitude of the gravitational acceleration component is classified in zone 4 and as it is placed in the magnification range, sub-area 2 is decided.
    In this way, the monitoring is performed only immediately before the transmission of the TPMS data, despite the shortening of the sampling period, the number of samplings can be kept small as a whole so that energy consumption can be suppressed while increasing the accuracy of detection of the gravitational acceleration component.
    Control of the TPMS control unit
    The TPMS 4 control unit determines that there is a possibility that the tire rotation is performed when the vehicle 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.] Below 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
    The following describes a control of the TPMS control unit during the monitoring mode.
    During the monitoring mode, the TPMS control unit 4 receives a sensor ID from the TPMS data entered from the receiver 3, and with reference to a correspondence relationship between each sensor ID and each wheel position stored in the non-volatile memory 4d, determines which wheel position data the TPMS data belongs to. THE
    9/19 below, the tire air pressure contained in the TPMS data will be shown on the display 5 as the air pressure of the wheel 1. In addition, when the tire air pressure drops below a lower limit, a driver is warned of a decrease in tire air pressure, a driver is informed of a decrease in air pressure by changing the color of the display, flashing display and alarm sound.
    Learning mode
    A control of the TPMS 4 control unit is now described during a learning mode.
    The learning mode continues to run until the determination is made to which wheel position each TPMS 2 sensor belongs or, a cumulative travel time (for example, 8 minutes) from the start of the learning mode has elapsed. After finishing the learning mode, the control transfers to a monitoring mode.
    Note that even in the middle of the learning mode, since the TPMS data will be entered from time to time, an air pressure display and thus an alert for a decrease in air pressure will be made based on the correspondence ratio before the update between each sensor ID and each wheel position stored in 4d memory.
    In the learning mode, the rotational position of each wheel is acquired at the moment the position of the TPMS 2 sensor that transmitted the TPMS data including a specific sensor ID based on the count value of the wheel speed pulses from the drive unit. ABS 6 control and the time in which the TPMS data including the specific sensor ID is received.
    In position transmission mode, the TPMS 2 sensor transmits the TPMS data with the added gravitational acceleration component information. For example, although the rotational position of wheel 1 in which the TPMS sensor 2 with ID1 agrees with the gravitational acceleration component information sent from the TPMS sensor, the rotational position of the other wheel 1 and the gravitational acceleration component information of the TPMS 2 sensor with ID1 do not match.
    This is because, when the vehicle travels or runs, the rotation speed of each wheel 1 may be different from each other due to the difference in tracks between the external and internal wheels, the locking and sliding of the wheels 1, and the difference in pressure of tire air. Even when the vehicle is rotating straight, as the driver can still make minor corrections to the steering wheel and there is some difference in the road surface between the left and right sides, the difference in rotation speed still develops between the front and rear wheels, and between the left and right wheels.
    A detailed description of a position determination control is now made.
    10/19 wheel that occurs during the learning mode by the TPMS 4 control unit. For simplicity of description, only the process for determining the wheel position of the TPMS sensor 2 with ID1 is described, the process of determining the wheel position of the another TPMS 2 sensor is performed in the same way.
    Figure 7 is a control block diagram of the TPMS control unit 4 for carrying out wheel position determination control. The TPMS control unit 4 has a rotational position calculation unit 4 a , a dispersion calculation section 4b, a wheel position determination unit (the wheel position determination mechanism) 4c, and a memory 4d.
    Rotational position calculation control
    The rotational position calculation unit 4a receives the TPMS data after being decoded to be transmitted from the receiver 3 and the count value of the wheel speed pulses transmitted from the ABS control unit 6 to calculate a rotational position for each wheel when the rotational position of the TPMS sensor with ID1 sent the TPMS data.
    As described above, rotor 11 has 48 teeth. However, the ABS 6 control unit only rotates the wheel speed pulses, and is not in a position to identify each tooth. Thus, by hypothetically allocating a tooth number for each of the 48 teeth by the rotational position calculation unit 4a and determining the rotational position of the wheel 1 based on the number of tooth allocated. After learning mode starts, the rotational position calculation unit 4a accumulates and stores the count value of the wheel speed pulses entered from the ABS control unit 6. The tooth number can be acquired by adding 1 to a remaining after dividing the cumulative value of the wheel speed pulses by the number of teeth 48.
    A time delay occurs between the time in which the TPMS sensor 2 with ID1 transmits the TPMS data and the time in which the receiver 3 receives the TPMS data. In addition, a time delay also occurs between the TPMS 2 sensor with ID1 initiated a process of transmitting the TPMS data and the time in which the TPMS data is effectively transmitted.
    Since the TPMS 6 control unit may not directly recognize the time at which the TPMS sensor initiated transmission, the time at which TPMS sensor 2 initiated transmission is estimated by calculating back from the time when receiver 3 received the TPMS data and it is necessary to calculate the rotational position of each wheel at that time.
    In addition, the wheel speed pulse count value will only be received from the ABS 6 control unit every 20 [ms]. In other words, since the count value on each single pulse is not entered, it is necessary to calculate the tooth number when the TPMS 2 sensor with ID1 has reached the top or highest point.
    11/19
    Figure 8 is a diagram describing a calculation method for obtaining the tooth number (rotational position of the wheel 1) of the rotor 11 when the TPMS sensor 2 transmitted the TPMS data.
    In figure 8, t1 represents the time when the wheel speed pulse count value is entered; t2 represents the time when the rotational position of the TPMS 2 sensor with ID1 starts the process of transmitting the TPMS data; t3 represents the time when the TPMS 2 sensor with ID1 effectively initiates 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 the wheel speed pulse count value is entered. The TPMS 6 control unit knows the time t1, t4 and t5 directly. Time t3 can be calculated by subtracting the data length (nominal value, for example, approximately 10 ms) from the TPMS data from time t4; and t2 can be calculated by subtracting a time delay (previously available through the experiment and similar) in the transmission. At 20 [ms] the change in wheel speed is small enough so that a constant speed is assumed.
    Assuming the number of tooth n1 at time t1, the number of tooth n2 at time n2, and n5 at time t5, respectively, (t2 -11) / (t5 —11) = (n2 - n1) / (n5 - n1 )
    It is established. Thus
    N2 - n1 = (n5 - n1) * (t2 -11) / (t5 -11)
    The number of tooth n2 at time t2 at which the rotational 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
    The dispersion calculation unit 4b accumulates the tooth number of each wheel 1 calculated by the rotational position calculation unit 4a at time t2 in which the TPMS sensor 2 with ID1 initiated the transmission of TPMS data, and calculates the degree of dispersion in the rotational data for each wheel as the dispersion characteristic value.
    Since the TPMS 2 sensor transmits TPMS data at a fixed time, the rotational position at the beginning of the transmission process can vary each time. Thus, if the rotational position data of each wheel 1 is used as such, that is, without correction, it is difficult to identify the wheel position of the TPMS sensor 2 with ID1 from the dispersion characteristic value.
    Therefore, the wheel tooth number 1 thus obtained will be subject to correction.
    The correction of the rotational position of wheel 1 is done by adjusting or allocating a correction value in each of the zones of the gravitational acceleration component information.
    12/19
    The respective correction values are defined as mentioned below:
    Zone 1 -1: correction value 0
    Zone 2-1: correction value +42
    Zone 3-1: correction value +36
    Zone 4-1: correction value +30
    Zone 4-2: correction value +24
    Zone 3-2: correction value +18
    Zone 2-1: correction value +12
    Zone 1 -2: correction value +6
    When corrections are made using these correction values, when the gravitational acceleration component information of the TPMS data transmitted by the TPMS sensor 2 with ID1 indicates zone 2-2, and the wheel tooth number 1 that is acquired is 13, then the tooth number after correction will be 25. When the tooth number exceeds 48, the remainder obtained by dividing by 48 will be adjusted as the tooth number.
    Figure 9 is a diagram illustrating a method for calculating the dispersion characteristic value. According to the first modality, a unit circle (a circle with a radius of 1) with the origin (0, 0) in the two-dimensional plane is assumed, and the rotational position Θ [deg] (= 360 x the number of rotor teeth / 48) of each wheel 1 is converted to the circumferential coordinates (cos Θ, sin Θ) in the unit circle. More specifically, the rotational 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 of 1, the mean vectors (ave_cos Θ, ave_sin Θ) of each vector of the same rotational position data are obtained, and the scalar quantity of the mean vector is calculated as the value of the X dispersion characteristic of the rotational position data:
    (cos Θ, sin 0) = (cos ((n2 + 1) * 2n / 48), sin ((n2 + 1) * 2n / 48))
    Consequently, suppose that the number of times the TPMS data is received with respect to the identical sensor ID as N (N is a positive integer), the mean vectors (ave_cos Θ, ave_sin Θ) are expressed as follows:
    (ave_cos Θ, ave_sin 9) = ((Z (cos 9)) / N, (Z (sin θ)) / Ν)
    The value of the dispersion characteristic X can thus be represented as follows:
    X = ave_cos 0 2 + ave_sin O 2
    Control of the wheel position determination unit
    The wheel position determination unit 4c works as follows. Scatter characteristic values X or rotational position data for each wheel are compared to each other, and when the highest value of scatter characteristic values X is greater than a first limit (for example, 0.57) and the 3 characteristic values of disper13 / 19 are remaining X are all less than a second limit (for example, 0.37), a determination is made that wheel 1 corresponding to the maximum value of dispersion characteristic X is installed with the sensor TPMS 2 with ID1, and the correspondence relationship between the TPMS sensor with ID1 and the position of wheel 1 is updated in memory 4d.
    Wheel position determination control process
    Figure 10 is a flow chart illustrating the flow of the wheel position determination control process. In the following, respective steps of operation will be described. In the following description, the case of the sensor ID being “1” is assumed. However, for the other Ids (ID = 2, 3, 4), the wheel position determination control process is also carried out in parallel.
    In step S1, the rotational position calculation unit 4a receives the TPMS data with the sensor ID being 1.
    In step S2, the rotational position calculation unit 4a calculates the rotational position of each wheel 1.
    In step S3, the dispersion calculation unit 4b calculates the dispersion characteristic values X from the rotational position data of each wheel 1.
    In step S4, a determination is made as to whether TPMS data with sensor ID 1 is received for a prescribed number of times (for example, 10 times) or more. If the determination result is YES, the operation goes to step S5. If the determination is NO, the operation returns to step S1.
    In step S5, the wheel position determination section 4c determines whether the greater or maximum value of the scatter characteristic value is above the first limit of 0.57, and whether the value of the remaining scatter characteristic values is less than than the second limit 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.
    In step S6, the wheel position determination section 4c determines the wheel position of the rotational position data corresponding to the maximum or highest dispersion characteristic value as the wheel position of the sensor ID1. Then, the learning mode ends.
    In step S7, the wheel position determination section 4c determines whether a predetermined cumulative or accumulated run time (for example, 8 min.) Has elapsed from the start of the learning mode. If the determination result is YES, the learning mode ends. If the determination result is NO, the operation returns to step S1.
    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 zeroed14 / 19 in 4d memory for registration. On the other hand, when it was 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 4d memory continues to be used.
    Operation
    A description is now made assuming that the wheel position of the TPMS sensor 2 with ID1 has been adjusted to the left front wheel 1FL as a result of the tire rotation.
    Determination of wheel position
    Each TPMS 2 sensor works as follows: when the vehicle stop determination time immediately before the vehicle starts to run is 15 min or more, a determination is made that there is a possibility that the tire has been rotated, and the operation goes from the normal mode to the position transmission mode. In deposition transmission mode, each TPMS 2 sensor transmits the TPMS data with the gravitational acceleration component information added every 10 [s].
    On the other hand, when the vehicle stop determination time is 15 min. Or more, the PPMS 4 control unit goes from monitoring mode to learning mode. In learning mode, each time TPMS data is received from each TPMS sensor 2, the TPMS control unit 4 calculates the rotational position (the number of rotor teeth) of each wheel 1 when the rotational position of the TPMS sensor 2 has reached the upper point every time the TPMS data is received from the TPMS sensor 2, based on the input time of the wheel speed pulse count value, the end time of receiving the TPMS data and the like. This is done repeatedly for 10 or more times and accumulated as the rotational position data. Among the rotational position data, the wheel position for which the rotational position data with the least degree of dispersion is determined as the wheel position of that TPMS 2 sensor.
    As described above, when the vehicle travels or rotates, the rotation speed of each wheel 1 can be different from each other due to the difference in tracks between the external and internal wheels, the locking and sliding of wheels 1. Thus, for example, although the rotational position of wheel 1 on which the TPMS sensor with ID1 is installed agrees with the gravitational acceleration component sent from the TPMS sensor with ID1, the rotational position of the other wheel 1 does not match the gravitational acceleration component sent from of the TPMS sensor with ID1.
    Thus, when correcting the rotational position of wheel 1 in which the TPMS sensor 2 with ID1 is made based on the gravitational acceleration component information sent from the TPMS sensor 2 with ID1, it is true that the dispersion between the position data rotational will be small, however, when the correction is made in the rotational position of other wheels 1 based on the gravitational acceleration component adjusted from the
    15/19 TPMS 2 sensor with IF1, the dispersion of the rotational position data will be greater. By observing the degree of dispersion of the rotational position of each wheel 1, the wheel position of each TPMS sensor 2 can be precisely determined.
    Figure 11 illustrates the relationship between the rotational positions (the number of rotor teeth 11) of the 1FL, 1 FR, 1 RL and 1 RR wheels when the rotational position of the TPMS 2 sensor with ID reaches the upper point and the number of times reception of TPMS data. Here, figure 11 (a) corresponds to the 8FL wheel speed sensor on the left front wheel 1 FL, figure 11 (b) corresponds to the 8FR wheel speed sensor on the right front wheel 1 FR, figure 11 (c) corresponds to the wheel speed sensor 8RL of the left rear wheel 1 RL, and figure 11 (d) corresponds to the wheel speed sensor 8RR of the right rear wheel 1 RR.
    As will be evident from figure 11, although the degrees of dispersion are high in the rotational positions (the number of rotor teeth 11) obtained from the wheel speed sensors 8FR, 8RL and 8RR with respect to the right front wheel 1 FR , the left rear wheel 1 RL, and the right rear wheel 1 RR, the degree of dispersion of the wheel position obtained from the wheel speed sensor 8FL with respect to the left front wheel 1 FL is less or minimum, so that it is confirmed that the transmission period of the TPMS data with ID1 and the rotation period of the rotor 11 are substantially in synchronization. In this way, it can be determined that the position of the TPMS sensor 2 with ID1 is installed on the left front wheel 1 FL.
    Determination of degree of dispersion based on value of dispersion characteristic
    The dispersion is generically defined by the mean of the "square" of the difference from the mean. However, since the rotational position of wheel 1 is indicated by the angle data periodically, the degree of dispersion of the rotational position cannot be determined using the general dispersion.
    Thus, in the first embodiment, the dispersion calculation unit 4b works as follows. The rotational position Θ of each wheel 1 obtained from each wheel speed sensor 8 is converted into the circumferential coordinates (cos Θ, sin Θ) of a unit circle having the origin (0, 0) in the center. The coordinates (cos Θ, sin Θ) are taken as vectors, the mean vectors (ave_cos0, ave_sin Θ) of the vectors of the same rotational position data are acquired, and the scalar quantity of the mean vector is calculated as the value of the dispersion characteristic. X. As a result, it is possible to avoid periodicity when determining the degree of dispersion of the rotational position.
    Figure 12 shows a diagram illustrating a change in the dispersion characteristic value X according to the number of TPMS data received for ID1. In figure 12, a dashed line indicates the dispersion characteristic X value of the left front wheel 16/19 1FL while a solid line indicates the dispersion characteristic X value of the rotational position for the right front wheel 1FR, left rear wheel 1RL, right rear wheel 1 RR.
    As shown in figure 12, as the number of receiving TPMS data for sensor ID1 increases, such a trend is indicated in which the dispersion characteristic X in the rotational position of the left front wheel 1 FL approaches “1” while the dispersion characteristic values X for the front right wheel 1 FR, the rear left wheel 1 RL, and the rear right wheel 1 RR 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 (approximately ten times). However, since it is impossible to inform the driver of accurate tire status information during the wheel position determination period of the TPMS 2 sensor, extended determination time is not preferable. On the other hand, in the insufficient number of receipts (as several times), no difference in the value of dispersion characteristic X is noticeable, which would lead to a decrease in determination accuracy.
    Thus, in the tire air pressure monitoring system according to the first modality, the wheel position determination unit 4c compares, when the TPMS data for the same sensor ID ten or more times, the characteristic values scatter X of the rotational position data for each wheel when the specific sensor ID was transmitted. The wheel position determination unit 4c further detects that the maximum value of the scatter characteristic values X exceeds a first limit value 0.57 while the remaining three scatter characteristic values fall below a second limit value 0.37, then the wheel position of the rotational position data corresponding to the maximum dispersion characteristic value X will be identified as the wheel position of the TPMS sensor 2 with the sensor ID.
    Not only by selecting the maximum value of the dispersion characteristic values, by comparing the maximum value with the first limit value (0.57), a certain degree of accuracy of determination can be ensured. In addition, by comparing the dispersion characteristic values other than the maximum value with the second limit value (0.37), a predetermined difference (of 0.2 or more) can be confirmed, which further increases the determination accuracy. Therefore, in a relatively small number of receipts such as ten times, both determination accuracy and shortening determination time can be obtained.
    Suppression of energy consumption due to mandatory change
    After transmitting TPMS data forty (40) times during the constant position transmission mode, the TPMS sensor 2 transfers 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
    17/19 button 2e battery life will be shorter as the constant position transmission mode continues.
    Thus, when each wheel position may not be determined despite sufficient cumulative travel time, the constant position transmission mode will be terminated to transfer to normal mode, which can suppress the decrease in battery life. .
    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 end and the process will transition for monitoring mode. The total number of TPMS data is thirty (30) times or less when the cumulative travel time has passed eight minutes, the self-learning mode can be ended substantially in synchronization with the completion of the TPMS 2 constant position transmission mode .
    Suppression of energy consumption by partial monitoring
    To transmit the TPMS data after the TPMS sensor reaches a prescribed position, the gravitational acceleration component is subjected to a continuous sampling operation. In addition, to improve position accuracy, the sampling period has to be shortened. In this way, energy consumption will increase and long operating life cannot be achieved.
    Thus, in the first mode, the TPMS 2 sensor is configured to detect a gravitational acceleration component at the time of TPMS data transmission every 10 seconds to thereby acquire the rotational position of the TPMS sensor 2 from the acceleration component. gravitational for transmission as position information to be added to the TPMS data.
    Therefore, since the TPMS 2 sensor monitors only the value of the gravitational acceleration component only at the time of transmitting TPMS data, the number of sampling operations will be kept small to thereby reduce energy consumption.
    Higher accuracy of position information
    Since the gravitational acceleration component changes in a sine waveform, based only on the magnitude of the gravitational acceleration, it is sometimes impossible to identify the position information of the TPMS 2 sensor.
    Thus, in the first modality, the TPMS 2 sensor is configured to detect the gravitational acceleration component in a predetermined sampling period immediately before the transmission of the TPMS data. In this way, the direction of change (increase or decrease) in the gravitational acceleration component can be obtained to determine the position of the TPMS 2 sensor based on the magnitude and direction of change18 / 19 of the gravitational acceleration component.
    Therefore, the rotational position of the TPMS 2 sensor can be specified precisely.
    Effects
    The effects are now described.
    In the TPMS 2 sensor according to the first mode, the following effects can be displayed.
    (1) In a TPMS sensor 2 (tire air pressure transmission device) installed on the outer periphery of a wheel 2 to transmit tire air pressure information from wheel 1, a pressure sensor (detection mechanism is provided) tire air pressure) that detects tire air pressure, an acceleration sensor 2b (acceleration detection mechanism) that detects centrifugal acceleration while wheel 1 rotates; a sensor control unit 2c (gravitational acceleration component detection mechanism) that determines a rotational position of a TPMS (tire air pressure transmission device) sensor based on a gravitational acceleration component at the moment of transmission of the tire air pressure information, and a 2d transmitter (transmission mechanism) that transmits both the tire air pressure information and the rotational position information of the TPMS 2 sensor in a wireless signal.
    Therefore, since the TPMS 2 sensor monitors the value of the gravitational acceleration component only when transmitting TPMS data, the number of samples can be kept small, the peak detection accuracy of the gravitational acceleration component is increased, and energy consumption can be suppressed.
    (2) The sensor control unit 2c is configured to detect a gravitational acceleration component of the centrifugal acceleration in each sampling period before the wireless signal is transmitted by the 2d transmitter to thereby determine the rotational position of the TPMS 2 sensor based on the magnitude and direction of change in the gravitational acceleration component.
    In addition, in the tire pressure monitoring system 13 in the first mode, the following effects can be obtained:
    (3) In a tire 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 the tire's air pressure information wheel 1 through a wireless signal and a TPMS 14 main part (main tire air pressure monitoring part) installed in a vehicle chassis 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 (air pressure detection mechanism) that detects the air pressure of the
    19/19 tire, an acceleration sensor 2b (acceleration detection mechanism) that detects centrifugal acceleration while wheel 1 turns; a sensor control unit 2c (position determination mechanism) that determines the rotational position of the TPMS sensor 2, and a transmitter 2d (transmission mechanism) that transmits the tire air pressure information and the rotational position information of the TPMS 2 sensor together with unique identification information of each TPMS sensor 2 in a wireless signal, in which the main TPMS part (the main part of air pressure monitoring) is provided with a receiver 3 (receiving mechanism) that receives the tire air pressure information sent from the 2d transmitter of each TPMS 2 sensor and the rotational position information of the TPMS 2 sensor, an ABS 6 control unit (rotational position detection mechanism), and a control unit TPMS 4 (wheel position determination mechanism) which determines the position of wheel 1 in which the TPMS sensor 2 is installed based on the rotational position of each wheel 1 and the rotational position information of the TPMS 2 sensor.
    Therefore, since the TPMS 2 sensor monitors the value of the gravitational acceleration component only at the time of transmission of TPMS data, the number of samplings can be kept small, the detection accuracy of the gravitational acceleration component's foot can be increased, and energy consumption can be suppressed.
    (4) The sensor control unit 2c is configured to detect the gravitational acceleration component of the centrifugal acceleration in each sampling period defined before the wireless signal is transmitted by the 2d transmitter and to determine the rotational position of the TPMS sensor 2 based on the magnitude and direction of change of the gravitational acceleration component.
    Therefore, the rotational position of the TPMS 2 sensor can be precisely specified.
    Other modalities
    Although the best modalities have been described for implementing the present invention, the specific configuration is not limited to those modalities. Instead, design changes or changes that do not depart from the essence of the present invention can be included in the present invention.
    For example, an example of the wheel speed sensor is shown as the rotational position detection mechanism in modalities, in a vehicle that is equipped with a motor on the wheel as a power source, a motor generator can be used to detect the rotational angle.
    1/2
    权利要求:
    Claims (4)
    [1]
    1. Tire air pressure monitoring system to monitor the air pressure of each tire, FEATURED by the fact that it comprises:
    a tire air pressure sensing mechanism for a one wheel tire to be equipped to detect the tire air pressure;
    an acceleration detection mechanism installed on each wheel that detects centrifugal acceleration while the wheel rotates;
    a position determination mechanism that detects a position in a single period of the gravitational acceleration component of the centrifugal acceleration subject to periodic change together with the rotation of the wheel;
    a transmitter installed on each wheel that transmits the detected tire air pressure information, the position of the gravitational acceleration component when transmitting a wireless signal, and unique identification information to each transmitter via the wireless signal;
    a receiver installed in a vehicle chassis to receive the wireless signal; a rotational position detection mechanism installed on the vehicle chassis in correspondence with each wheel to detect the rotational position of the wheel, and send a rotational position information from said wheel to a communication line for a predetermined period of time; determination of wheel position that corrects the rotational position of each wheel at the time of transmission of the wireless signal including specific identification information by a correction value adjusted according to the positional information of the gravitational acceleration component superimposed on the wireless signal containing the identification information to thereby determine the wheel position of the wheel in which the transmitter is installed based on the corrected rotational position of each wheel;
    a position estimation mechanism that, based on the reception of the information transmitted through said wireless signal from the transmitter, and the rotational position information of the wheel received through the communication line, assumes a rotational position at the moment of transmission of the information by the transmitter; and a position evaluation device that evaluates a position of a wheel where the transmitter is provided based on an assumed rotational position and said identification information is included in said wireless signal.
    [2]
    2. Tire air pressure monitoring system according to claim 1, CHARACTERIZED by the fact that the rotational position of said wheel is sent through said communication line, respectively before a start of receiving said wireless signal of said transmitter, and immediately after the reception is completed, a tire pressure monitoring device being based on a
    2/2 sending a position of rotation of the wheel, and said moment of beginning to receive a position of rotation of the wheel, and said receiving of the moment of beginning or said moment of completion of reception, and assuming a position of rotation when transmitting said transmitter.
    5
    [3]
    3. Tire air pressure monitoring system according to claim 1 or 2, CHARACTERIZED by the fact that a tire pressure monitoring device transmits said signal wirelessly as a plurality of duplicate frames, based on the estimate of rotational position in receiving information that is received between said plurality of frames, and presumes a rotational position in the
    10 moment of transmission of said transmitter.
    [4]
    4. Tire air pressure monitoring system according to any one of claims 1 to 3, CHARACTERIZED by the fact that the rotational position estimation device corrects the transmission delay contained in the receipt information of said wireless signal from the pressure monitoring system.
    1/9
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    同族专利:
    公开号 | 公开日
    US20140150543A1|2014-06-05|
    WO2012157307A1|2012-11-22|
    KR20130136583A|2013-12-12|
    MX345621B|2017-02-08|
    US9823167B2|2017-11-21|
    BR112013028589A2|2017-12-05|
    CN103534108A|2014-01-22|
    EP2708384A1|2014-03-19|
    CN103534108B|2016-05-04|
    EP2708384B1|2017-01-18|
    RU2554164C1|2015-06-27|
    JP2012236556A|2012-12-06|
    KR101550124B1|2015-09-03|
    MX2013012563A|2013-11-21|
    EP2708384A4|2015-04-01|
    JP5736948B2|2015-06-17|
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    法律状态:
    2018-01-30| B09A| Decision: intention to grant|
    2018-03-06| B16A| Patent or certificate of addition of invention granted|
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    JP2011-108053|2011-05-13|
    PCT/JP2012/053975|WO2012157307A1|2011-05-13|2012-02-20|Tire air pressure transmission device and tire air pressure monitor system|
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