JP2003237329A - Pneumatic pressure warning device of automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To register tire identification information for each tire position while suppressing any complicated registration. <P>SOLUTION: A control unit 20 to give a warning of the tire pneumatic pressure state is provided on a warning device 30, and the control unit 20 comprises a specified condition detecting means to detect a specified condition that the tire speed is different between the tires, a tire position identification means to identify at which tire position a transmitter to transmit tire speed information is located based on the relationship between the specified condition and tire speed information, and a tire position identification information registration means which registers tire identification information transmitted from the transmitter at the identified tire position as the tire identification information of the identified tire position. The tire position is identified based on the relationship between the specified condition and tire speed information, and tire identification information transmitted from the transmitter at the identified tire position is registered as tire identification information at the identified tire position. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile air pressure alarm device, and more particularly to an automobile air pressure alarm device capable of registering tire identification information for each tire position.

[0002]

2. Description of the Related Art Conventionally, it is known to detect the air pressure of each tire of a vehicle and to alert the user of the detected tire air pressure as a tire air pressure state. For example, an air pressure sensor provided in each tire performs wireless transmission of a tire air pressure detection signal detected by a control unit for alarm control including a receiver, and the control unit transmits the wirelessly transmitted tire air pressure detection signal. Is received, an insufficient tire air pressure state is determined based on the deviation between the received tire air pressure detection signal and the previously stored proper air pressure, and an alarm is issued. By the way, in the tire pressure warning, in order to improve the maintainability after the warning, in order to clarify specifically which tire position is abnormal,
It is necessary to alarm the tire position as well as the air pressure condition. Therefore, in Japanese Patent No. 3061047, a user operates a registration switch provided in a vehicle compartment to set a registration mode, and in a state of the registration mode, a predetermined order (for example, left front wheel, right front wheel, It is disclosed that the tire identification code ID is registered in the order of the left rear wheel, the right rear wheel, and the spare tire).

[0003]

However, in the prior art as described above, it is necessary to perform a registration operation by a person, and these operations must be performed every time tire rotation, tire replacement, etc. are performed. There is a problem that the registration operation becomes very complicated. By the way, in a specific state of an automobile, a tire speed state may differ between tires corresponding to the specific state. For example, at the time of turning, a difference in the tire speed change delay time occurs between the front and rear wheels due to the steering change of the steering wheel, and the direction of change of the tire speed is reversed due to the minimum turning radius difference between the left and right wheels. . Also,
Equipped with a braking device that can control braking independently for each tire,
When only a specific tire is braked according to the slip state of the vehicle, only the specific tire position has a different tire speed than the other tires. As described above, in the specific state of the vehicle in which the tire speed states differ between the tires, the tire position can be identified based on the relationship between the specific state and the tire speed of each tire.

The present invention has been made in consideration of the above circumstances, and an object of the present invention is to provide a vehicle in which tire identification information can be registered for each tire position while suppressing complication of registration operation. An object is to provide an air pressure alarm device.

[0005]

In order to achieve the above object, the present invention has the following means for solving the problem. That is, in the first configuration of the present invention, an air pressure sensor that is mounted on each tire of an automobile and detects tire pressure information, a tire speed sensor that is mounted on each tire and detects tire speed information, and each tire described above. Mounted on, a transmitter that transmits tire identification information set so that the tire pressure information detected by the air pressure sensor and the tire speed information detected by the tire speed sensor are not the same code between the tires, An alarm device for alarming the tire air pressure condition, and a signal from the transmitter, including a control unit for alarming the tire pressure condition to the alarm device, wherein the control unit comprises: Specific state detection means for detecting a specific state of the vehicle in which a difference in tire speed state occurs between the tires, and the specific state When a specific state of the vehicle is detected by the state detection means, based on the relationship between the specific state and the tire speed information detected by the tire speed sensor, the transmitter that is transmitting the tire speed information is Tire position determination means for determining which of the tire positions the tire is mounted on, tire identification information transmitted from the transmitter of the tire position determined by the tire position determination means, the determined tire position And tire position identification information registration means for registering the tire identification information as the tire identification information. According to the first configuration of the present invention, which one of the tires is the transmitter that transmits the tire speed information based on the relationship between the specific state of the automobile and the tire speed information detected by the tire speed sensor. It is determined whether or not the transmitter mounted on the tire position, tire identification information transmitted from the transmitter of the determined tire position is registered as the tire identification information of the determined tire position, It is possible to register the tire identification information of each tire position without performing a complicated registration operation.

In the second configuration of the present invention, the specific state detecting means is composed of steering state detecting means for detecting the steering state of the steering wheel, and the tire position determining means is the steering state detecting means for the automobile. When the turning state of the vehicle is detected, a first identifying means for determining which of the front and rear wheels the tire position is based on the tire speed change delay time difference of each tire with respect to the steering state change is configured. is there. According to the second configuration of the present invention, it is possible to determine whether the tire position is the front wheel or the rear wheel based on the tire speed change delay time difference of each tire with respect to the steering steering angle change when the vehicle turns.

In the third structure of the present invention, the tire position identifying means determines whether the tire position is the left or right wheel based on the relationship between the steering direction detected by the steering state detecting means and the changing direction of the tire speed. It is configured to include a second identifying means for determining whether there is any. Third of the present invention
According to the configuration, it is possible to determine which of the left and right wheels the tire position is based on the difference in the tire speed change direction of the left and right wheels with respect to the steering direction during turning of the vehicle.

In the fourth structure of the present invention, the vehicle is provided with a braking device capable of independently braking each tire, while the specific state detecting means detects a braking state by the braking device. Comprised of braking state detection means, the tire position determination means, when the execution of the braking control for a specific tire is detected by the braking state detection means, among the tire speed information transmitted from the transmitter, It is configured to determine that the transmitter transmitting the lowest tire speed information is the transmitter mounted on the specific tire. According to the fourth configuration of the present invention, when the braking control is executed only for the specific tire,
Since the tire speed of the specific tire under braking is lower than the tire speed of other tires, it is determined that the tire equipped with the transmitter transmitting the lowest tire speed is the specific tire. be able to.

In a fifth configuration of the present invention, the vehicle is provided with a braking device capable of independently braking each tire, while the specific state detecting means detects a braking state by the braking device. Comprised of braking state detection means, the tire position identification means, when the execution of the braking control for the specific tire is detected by the braking state detection means, among the tire speed information transmitted from the transmitter, It is configured to determine that the transmitter that is transmitting the tire speed information having the shortest tire speed change delay time with respect to the braking control is the transmitter mounted on the specific tire. According to the fifth configuration of the present invention, when the braking control is performed only on the specific tire, the specific tire on which the braking is being performed changes its tire speed in the decreasing direction earliest with respect to the other tires. Since the delay time from the start of braking control to the start of tire speed change is the shortest,
It can be determined that the tire equipped with the transmitter that transmits the tire speed information with the shortest tire speed change delay time is the specific tire.

In a sixth structure of the present invention, the tire speed sensor is composed of an acceleration sensor capable of detecting acceleration in multiple stages. According to the sixth configuration of the present invention, it is possible to identify the tire position based on the relationship between the acceleration and the specific state of the vehicle.

In a seventh aspect of the present invention, the transmitter mounted in each tire registers tire pressure information, tire speed information and tire identification information for the control unit when registering the tire identification information by the control unit. It is configured to increase the transmission rate of information. Usually, the transmitter is driven by a battery built in the tire, and therefore there is a demand to lower the transmission rate in order to minimize battery consumption. On the other hand, the period in which the vehicle specific state as described above continuously occurs is relatively short,
If the transmission rate is low, the number of samples of tire speed information is small, and it is not possible to perform the tire position determination that can ensure reliability. According to the seventh configuration of the present invention, when registering the tire identification information, the transmission rate of various information from the transmitter of the tire is increased, so that the number of samples of the tire speed information can be secured and the tire position identification accuracy can be improved. Can be improved.

[0012]

According to the present invention, the tire identification information can be registered for each tire position while suppressing the complexity of the registration operation.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an overall configuration diagram according to the first embodiment. In FIG. 1, the automobile 1 is equipped with tires 2 to 5, and each tire 2 to 5 is equipped with air pressure sensors 6 to 9, respectively. A common antenna 10 is provided for each of the air pressure sensors 6 to 9, and various detected information is supplied to the control unit 20 for alarming a tire air pressure condition.
It is designed to output to. When the control unit 20 determines that the tire pressures of the tires 2 to 5 are abnormal, the control unit 20 causes the alarm device 30 to warn of the abnormal state.

FIG. 2 is a control block diagram relating to the first embodiment. The air pressure sensors 6 to 9 include pressure detection units 6a to 9a for detecting tire air pressures of the tires 2 to 5, and tire temperature detection. Temperature detectors 6b to 9b and acceleration detectors 6c to 9 for detecting the acceleration of the automobile 1.
c and storage units 6d to 9 for storing the tire identification information of the own vehicle
d, transmitters 6e to 9e for wirelessly transmitting the information detected by each of the detection units and the tire identification information of the own vehicle to the control unit 20, and central processing units 6f to 9f.
A receiver 6g-9g is provided. The acceleration detectors 6c to 9c are configured to linearly detect acceleration. Further, the control unit 20 includes a receiver 20a for receiving various kinds of information wirelessly transmitted from the air pressure sensors 6 to 9, and various kinds of information received by the receiver 20a and other various sensors 40. A central processing unit 20b that performs various processes such as a process of alerting the tire pressure state to the alarm device 30 based on the information, a storage unit 20c for storing the tire identification information of the own vehicle and the proper air pressure,
A transmitter 20d for wirelessly transmitting signals to the air pressure sensors 6 to 9 is provided.

(Embodiment 1) FIG. 3 is a control block diagram showing the details of the control unit 20 according to Embodiment 1. The central processing unit 20b and the storage unit 20c of the control unit 20 have an appropriate air pressure corresponding to the tire temperature. The appropriate air pressure storage means 20e storing therein, and the excess / deficiency amount calculation means for calculating the excess / deficiency amount based on the difference between the actually measured air pressure detected by the air pressure sensors 6 to 9 and the appropriate air pressure stored in the appropriate air pressure storage means 20e. 20f and excess / deficiency amount calculation means 20
determination means 20g for determining an excess / deficiency state of tire air pressure based on the excess / deficiency amount calculated by f;
When the tire air pressure is determined to be excessive or deficient by g, the alarm control means 20h for outputting to the alarm device 30 to warn the excess or deficiency amount and the tire identification information received by the receiver 20a have a high reception frequency. Top 4 (number corresponding to the number of tires)
Own vehicle tire identification information determination means 20i for determining the tire identification information of the vehicle as the tire identification information of the own vehicle, and the steering angle sensor 4
Turning determination means 20 for determining a turning state in which the steering angle is a predetermined value or more based on the steering angle of the steering wheel detected by 0a.
j and a delay time for measuring the time for the acceleration of each tire to rise to the first set value or to fall to the second set value from the time when the turning state is determined by the turn determination means 20i for each of the air pressure sensors 6-9. Of the delay time measured by the delay time measuring means 20k, the measuring means 20k transmits the upper two accelerations having shorter delay times to the front wheel and the lower two accelerations having longer delay times, respectively. First transmitter 20l for determining that each of the transmitters is mounted on the rear wheels, and turning determination means 2
Whether the acceleration of the tire has risen to the first set value or has dropped to the second set value from the time when the turning state is determined by 0i, the acceleration change detecting means 20m for detecting the direction of change of the acceleration, and the acceleration change detecting means 20m. The second determination unit 20n and the first determination unit 20l that determine which of the left and right wheels each of the tires 2 to 5 is based on the correspondence between the change direction of the acceleration detected by the above and the steering angle direction of the steering wheel.
And tire position identification information registration means 20p for registering in the tire identification information storage means 20o the tire identification information transmitted from the transmitters 6e to 9e corresponding to each tire position finally determined by the second determination means. Is provided. Further, the alarm device 30 can be displayed by using, for example, the display screen of the navigation system or by providing a dedicated display device on the instrument panel. For example, as shown in FIGS. 4 and 5. You can Figure 4
Shows an example in which a dedicated display is provided on the instrument panel to display, and for a tire in which the tire pressure is excessive or insufficient, an appropriate air pressure (for example, 275K
Pa), an actually measured air pressure (for example, 250 KPa), and an excess / deficiency amount (for example, -30 KPa) of the tire air pressure are displayed. Further, FIG. 5 shows an example in which the display screen of the navigation system is used to display, and the measured air pressure of each wheel with respect to the appropriate air pressure band is displayed. The amount is displayed. Note that FIG. 5 shows an example in which the right rear wheel is insufficient by 30 KPa with respect to the proper air pressure.

Next, the air pressure sensor 6 according to the first embodiment
Specific control contents by the central processing units 6e to 9e of 9 to 9 will be described based on the flowchart of FIG. In step S1 of FIG. 6, the actually measured air pressure Po, the tire temperature T, and the acceleration G detected by the detection units 6a to 9a, 6b to 9b, and 6c to 9c of the air pressure sensors 6 to 9 are read. Subsequently, in step S2, it is determined whether or not the change in the actually measured air pressure Po is equal to or more than a predetermined value in an abnormal depressurized state. When it is determined to be YES in step S2, that is, when it is determined that the tire pressure is abnormally reduced due to a flat tire or the like, the latest tire pressure needs to be transmitted to the control unit 20 every moment, and thus step S3 is performed. To the control unit 20, at the shortest cycle t1, tire pressure,
The tire temperature and the acceleration are detected, and the detected actually measured air pressure Po, the tire temperature T, and the acceleration G are transmitted to the control unit 20. If NO is determined in step S2, the process proceeds to step S4, and it is determined whether a registration condition described later is established. When YES is determined in the step S4 and it is determined that the registration mode is set, the acceleration G is momentarily controlled to identify the tire position.
Since it needs to be transmitted to 0, the process proceeds to step S5, in which the tire pressure, the tire temperature, and the acceleration are detected at the shortest cycle t1 similar to the abnormal pressure reducing mode, and the detected measured air pressure Po, the tire temperature T, and the acceleration G are detected. To the control unit 20. Further, when NO is determined in step S4, the process proceeds to step S6, and it is determined based on the detected acceleration G whether the vehicle is in the traveling state. If YES is determined in the step S6 and it is determined that the vehicle is in the traveling mode, the process proceeds to a step S7, and the tire air pressure state during traveling is determined by the transmission cycle t
The tire pressure, the tire temperature, and the acceleration are detected at a cycle t2 that is longer than 1, and the detected actual pressure P is detected.
o, the tire temperature T and the acceleration G are transmitted to the control unit 20. Here, the reason why the detection / transmission cycle is set longer for the abnormal depressurization mode when the vehicle is in the traveling mode is that, in the normal traveling mode, the tire pressure detection urgency is low. This is to extend the battery life of the sensors 6 to 9. When it is determined NO in step S6 and the vehicle stop mode is determined, step S8 is performed.
The tire pressure, the tire temperature, and the acceleration are detected at a cycle t3 longer than the cycle t1 of the abnormal pressure reduction mode and the registration mode and the cycle t2 of the traveling mode, and the detected actual measurement air pressure Po, the tire temperature T, and the acceleration G are detected. To the control unit 20. Here, the longest detection in the stop mode, the reason for setting the transmission cycle, even if there is a change in the tire pressure, if the vehicle is in the stopped state, even if the notification of the state is delayed a little, there is little effect, detection,
This is for extending the battery life of the air pressure sensors 6 to 9 by lengthening the transmission cycle.

Next, the control unit 2 according to the first embodiment
Specific control contents by the central processing unit 20b of 0 will be described based on the flowchart of FIG. In step S10 in FIG. 7, in addition to the actually measured air pressure Po, the tire temperature T, the acceleration G, and the own vehicle tire identification information detected by the detection units 6a to 9a, 6b to 9b, and 6c to 9c of the air pressure sensors 6 to 9, Vehicle speed signal, ignition switch signal, various navigation system signals, steering angle sensor 4
The steering angle Θ detected by 0a and the identification information registration switch (not shown) signal operated by the user are read. In a succeeding step S11, it is determined whether or not a registration mode in which tire identification information of the own vehicle, which will be described later, is registered for each tire position. If YES in step S11, step S12
Proceed to and register the tire identification information. The details of registration of the tire identification information will be described later. Step S13
Then, in step S10, the proper air pressure Pb stored in the proper air pressure storage means 20e is set as the proper air pressure Pb. As the proper air pressure Pb stored in the proper air pressure storage means 20e, as shown in FIG. 5, the proper air pressure Pb corresponding to the tire temperature T is stored. In step S14, the excess / deficiency ΔP is calculated based on the deviation between the appropriate air pressure Pb set in step S13 and the actually measured air pressure Po read in step S10. Step S
At 15, it is determined whether the excess / deficiency amount ΔP calculated at step S14 is equal to or more than a predetermined value. When the determination is YES, the process proceeds to step S16, and the measured air pressure Po read at step S10 is set at step S13. Appropriate air pressure Pb
And the excess / deficiency amount ΔP calculated in step S14 is displayed on the alarm device 30. If NO in step S15, the tire pressure is normal, so the process of step S16 is bypassed and the process returns.

Next, steps S11 and S1 in FIG.
Details of the tire identification information registration processing of No. 2 will be described based on the flowchart of FIG. 8. Step S20 of FIG.
In, the respective detection units 6a to 9a of the air pressure sensors 6 to 9,
Measured air pressure P detected by 6b to 9b and 6c to 9c
Other than o, tire temperature T, acceleration G, and own vehicle tire identification information, vehicle speed signal, ignition switch signal, various signals of navigation system, steering angle Θ detected by steering angle sensor 40a, identification information registration switch operated by user (Not shown) Read signal. Continue to step S21
Through the determinations in S23 to S23, the specific determination shown in step S11 of FIG. 7 is executed. That is, first, in step S21
Then, it is determined whether or not the identification information registration switch is turned on. When YES is determined in the step S21,
In step S22, it is determined whether or not all the tire identification information of the own vehicle is registered. If NO is determined in the step S22, it means that the identification information registration switch has been turned ON and the registration has not been completed for all the tires. Therefore, the process proceeds to a step S24 and the air pressure sensors 6 to 9 are operated. The transmitter 20d of the control unit 20 transmits to the receivers 6g to 9g of the air pressure sensors 6 to 9 so that the transmission rate of the control unit 20 becomes high. Further, when it is determined as NO in step S21 or when YES is determined in step S22, step S2 is performed.
In step 3, it is determined whether or not the tire identification information different from the already registered tire identification information is received by the receiver 20a. When YES is determined in the step S23, that is,
Although the tire identification information is already registered or the identification information registration switch is in the OFF state, since there is a possibility that new tire identification information is received due to tire replacement, the process proceeds to step S24, and as described above. The transmitter 20d of the control unit 20 transmits to the receivers 6g to 9g of the air pressure sensors 6 to 9 so that the transmission rate from the air pressure sensors 6 to 9 to the control unit 20 becomes high. In step S25, the tire identification information received by the receiver 20a is accumulated for a predetermined time to calculate the reception frequency for each tire identification information, and in step S26, among the tire identification information received within the predetermined time, The top four tires having the highest reception frequency (the number corresponding to the number of tires), tire identification information, measured air pressure Po, and acceleration G are acquired. In step S27, it is determined whether the vehicle speed is within a predetermined range (for example, 40 to 60 Km / h). Here, at the time of turning, the distinction between the front and rear wheels is suitable at a high vehicle speed where the phase difference between the front and rear wheels becomes large. Further, the left and right wheels are properly distinguished at low speed when the steering angle becomes relatively large. In step S27, the front and rear wheels,
The vehicle speed is set so that both the left and right wheels can be determined at the same time. When YES is determined in the step S27,
In step S28, it is determined whether the steering angle Θ read in step S20 is greater than or equal to a predetermined value α. Step S
If YES is determined in 28, the process proceeds to step S29, and the timers T1 to T4 start counting for each of the four air pressure sensors 6 to 9 having high reception frequency. Subsequently, in step S30, it is determined whether or not the acceleration G detected by the air pressure sensors 6 to 9 of each tire is equal to or larger than the first set value a from the time when the steering angle Θ becomes equal to or larger than the predetermined value α. If YES is determined in the step S30, a step S31 is performed.
In step S29, the counting is ended for the counters whose acceleration G has become equal to or higher than the first set value a among the timers T1 to T4 whose counting is started in step S29. As a result, the time from when the steering angle Θ becomes equal to or larger than the predetermined value α until the acceleration G rises to the first set value a is measured. When NO is determined in step S30, the process proceeds to step S32, and the acceleration G detected by the air pressure sensors 6 to 9 of each tire is the second set value from the time when the steering angle Θ becomes equal to or larger than the predetermined value α. It is determined whether or not b or less. When YES is determined in the step S32, a step S33
In step S29, the counting is ended for the counters whose acceleration G has become equal to or less than the second set value b among the timers T1 to T4 whose counting is started in step S29. As a result, the time from when the steering angle Θ becomes equal to or greater than the predetermined value α until the acceleration G decreases to the second set value b is measured. In step S34, the measured timers T1 to T
Among the four, the upper two timers with smaller timer values, that is, the shorter delay times are determined as the front wheels, and the lower two timers are determined as the rear wheels. In a succeeding step S35, it is determined which of the processing in steps S31 and S33 the counting of the front wheel and the rear wheel in step S34 is ended, and the changing direction of the acceleration G is detected. . In step S36, step S35
It is determined which of the left and right wheels is the right or left wheel depending on whether the changing direction of the acceleration G detected in 1 is the increasing direction or the decreasing direction. For example, when turning left, the acceleration G of the right wheel, which is the outer wheel,
Is increased and the acceleration G of the left wheel is decreased, so that the wheel whose acceleration G is increasing can be determined as the right wheel and the wheel whose acceleration G is decreasing can be determined as the left wheel in step S37.
Then, the four tire positions can be finally determined by both the determinations in steps S34 and S36, and the tire identification information is registered for each of the determined tire positions. When NO is determined in any of steps S27, S28, and S32, the process returns without performing the registration process.

The operation and effect of the first embodiment will be described below with reference to FIG. As shown in FIG. 9, delay times T1 and T3 from when the steering angle Θ becomes equal to or greater than a predetermined value α until the acceleration G reaches the first set value a and a delay time when the acceleration G decreases to the second set value b. Of the T2 and T4, a transmitter that transmits the acceleration G related to the timers T1 and T2 having a short delay time is attached to the front wheel, and the timer T having a long delay time is used.
3, it is determined that the transmitter transmitting the acceleration G related to T4 is mounted on the rear wheel. Next, for each of the determined two timers of the front wheel and the rear wheel, whether the wheel is the left or right wheel based on the relationship between the steering direction and the changing direction of the acceleration G in order to determine which of the left and right wheels. To judge. That is, FIG. 9 shows an example of a left turn, and when turning left, the acceleration G of the left wheel increases to the first set value a, while the acceleration G of the right wheel, conversely, goes to the second set value. Therefore, in FIG. 9, the transmitters transmitting the acceleration G related to the timers T1 and T3 are mounted on the left wheels, respectively, and the acceleration G related to the timers T2 and T4 is It can be determined that the transmitting transmitter is attached to the right wheel. As described above, the tire position can be determined based on the state of acceleration of each wheel when the vehicle turns.

(Embodiment 2) FIG. 10 is an overall configuration diagram relating to Embodiment 2, in which each tire 2 is different from Embodiment 1.
5 is independently provided with a braking control unit 50 for controlling braking independently of each other, and a braking device including braking actuators 51 to 54 provided for each tire 2 to 5 is provided. To do. The braking control unit 5
0 is, for example, when a specific tire slips,
The braking control is executed only for the tire.

FIG. 11 is a control block diagram relating to the second embodiment, which is different from the first embodiment in the braking control unit 5.
The difference is that the information regarding the braking control state from 0 to each tire 2 to 5 is provided to the control unit 20.

FIG. 12 is a control block diagram showing details of the control unit 20 according to the second embodiment.
On the other hand, the turning state determination means 20j to the second determination means 20n
Instead of the above, a braking device operation detecting means 20q, a minimum acceleration detecting means 20r, and a minimum delay time measuring means 20s are provided. The braking device operation detecting means 20q is
It is configured to detect which of the tires 2 to 5 the braking control has been executed based on a signal indicating the execution of braking from the braking control unit 50.
The minimum acceleration detecting means 20r is the operating device detecting means 20q.
Is configured to detect which transmitter is transmitting the lowest acceleration information of the accelerations transmitted from the transmitters 6e to 9e of the pneumatic pressure sensors 6 to 9 after the braking control is executed by Has been done. Minimum delay time measuring means 2
0s is the acceleration information that the acceleration starts to decrease the earliest of the accelerations transmitted from the transmitters 6e to 9e of the pneumatic pressure sensors 6 to 9 after the braking control is executed by the actuating device detection means 20q. Detect which transmitter is transmitting. Then, the tire position identification information registration means 20o has the acceleration information (the acceleration is the lowest or the delay time is the highest associated with the tire for which the braking control detected by the minimum acceleration detection means 20r or the minimum delay time measurement means 20s is being executed. Is registered as the tire identification information transmitted from the transmitter that transmits the shortest).

Next, the control unit 2 according to the second embodiment
The specific control content of 0 will be described based on the flowchart of FIG. In the flowchart of FIG. 13, steps S40 to S46 are steps S30 of FIG.
The description is omitted because it is similar to S36. The processing from step S47 onward will be described below. Step S
At 47, it is determined whether the operation control is being executed for the specific tire. When YES is determined in the step S47, the process proceeds to a step S48, and the air pressure sensors 6 to 6 are connected.
The counter (T1 to T4) starts counting every 9th. Subsequently, in step S49, the acceleration G detected this time.
It is determined whether or not (n) is smaller than the acceleration G (n-1) detected last time, that is, it is determined whether or not the acceleration of each tire 2 to 5 has started to decrease due to braking. Step S4
If YES is determined in step 9, the process proceeds to step S50,
The counter that started counting in step S48 (T1
(-T4) ends counting. Continue to Step S51
Then, which one of the timers (T1 to T4) has the smallest timer value, that is, which is the transmitter that transmits the acceleration G related to the shortest delay time from the start of braking until the acceleration decreases. Determine whether. Step S
At 52, it is determined whether a predetermined time has elapsed since the braking control was started. When YES is determined in the step S52, the process proceeds to a step S53, and the latest accelerations G1 to G4 detected by the air pressure sensors 6 to 9 are detected.
Subsequently, in step S54, it is determined which of the accelerations G1 to G4 detected in step S53 is the transmitter that transmits the minimum acceleration. That is, when a specific tire is braked, the acceleration of all the tires is affected and the acceleration is reduced, but the acceleration of the braked tire is the lowest, so the minimum acceleration is transmitted. It can be identified that the transmitter is a transmitter mounted on a tire for which braking control is being performed. In step S55, the tire position determined by the determination in step S51 or step S54 is registered for each tire position, and the process is repeated until all tires are registered. Incidentally, steps S47 and S4
When NO is determined in either of S9 and S52, the process returns.

The operation and effect of the second embodiment will be described below with reference to FIG.
It will be described based on. The time point t1 in FIG. 14 indicates, for example, the time point when the braking control for the right front wheel is started. The time period from the time point t1 until the acceleration starts decreasing is a short time period up to the time point t2 in the case of the timer T1. On the other hand, the other timers T2 to T4 are set to have a long time until the time point t3.
It can be determined that the transmitter that is transmitting the acceleration associated with is mounted on the right front wheel. Alternatively, at time t when the braking control for the right front wheel is started.
It is determined that the transmitter that transmits the smallest acceleration G1 having the smallest acceleration among the detected accelerations G1 to G4 is mounted on the right front wheel at time t4 after the lapse of a predetermined time from 1. You can For other tires as well, after the time point t4, the tire position is sequentially identified and registered each time the braking control for the other tire is executed, as described above. As described above, during the braking control for the specific tire, the tire position can be determined based on the relationship between the tire being braked and the minimum delay time or the minimum acceleration.

In the present embodiment, an example is shown in which the tire air pressure shortage state is displayed as concrete values of the excess / deficiency amount, the proper air pressure and the actually measured air pressure. However, the excess / deficiency state is not displayed without displaying these values. May be notified by a warning lamp or a warning buzzer. Further, in the first embodiment, the example in which the determination of the front and rear wheels and the determination of the left and right wheels are performed within the same vehicle speed range has been described, but the determination may be performed for each different vehicle speed. Specifically, the front and rear wheels are determined when the vehicle speed at which the phase difference between the front and rear wheels is large is high, and the left and right wheels are determined when the vehicle speed at which the steering angle is relatively large and the lateral difference is large is low. By doing so, the difference between the wheels becomes large, so that the determination accuracy can be further improved.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram according to a first embodiment.

FIG. 2 is a control block diagram according to the first embodiment.

FIG. 3 is a control block diagram showing details of a control unit according to the first embodiment.

FIG. 4 is a diagram showing an example of a tire pressure state alarm related to the first and second embodiments.

FIG. 5 is a diagram showing an example of a tire pressure condition alarm according to the first and second embodiments.

FIG. 6 is a flowchart showing the control contents of the air pressure sensor according to the first embodiment.

FIG. 7 is a flowchart showing the control contents of the control unit according to the first embodiment.

8 is a flowchart showing the control contents related to the tire identification information registration processing of FIG.

FIG. 9 is a time chart according to the first embodiment.

FIG. 10 is an overall configuration diagram according to the second embodiment.

FIG. 11 is a control block diagram according to the second embodiment.

FIG. 12 is a control block diagram showing details of a control unit according to the second embodiment.

FIG. 13 is a flowchart showing the control contents of the control unit according to the second embodiment.

FIG. 14 is a time chart according to the second embodiment.

[Explanation of symbols]

6-9: Air pressure sensor 6a-9a: Pressure detector 6c to 9c: acceleration detection unit 20: Control unit 20h: Alarm control means 20j: Turn determination means (specific state detection means) 20k: delay time measuring means (tire position determining means) 20l: first determining means (tire position determining means) 20 m: acceleration change detection means (tire position determination means) 20n: second determination means (tire position determination means) 20o: tire position identification information registration means 20q: Braking state detecting means 20r: minimum acceleration means (tire position determination means) 20s: minimum delay time measuring means (tire position determining means) 30: Alarm 40a: rudder angle sensor (steering state detection means) 50: Control unit for braking control (braking device) 51 to 54: Braking actuator (braking device)

Continuation of front page (51) Int.Cl. ⁷ identification code FI theme code (reference) G08C 17/02 G08C 17/00 B (72) Inventor Kiyoshi Sakamoto 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation (72) Inventor Atsushi Okamitsu 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. Internal F-term (reference) 2F055 AA12 BB03 CC60 DD20 EE40 FF31 FF34 GG43 2F073 AA02 AA03 AA36 AB01 AB07 BB02 BC02 CC01 CC08 CC12 DD02 GG01 GG04 GG07 GG08 GG09 5C086 AA60 BA22 CA16 DA08

Claims (7)

[Claims] 1. An air pressure sensor attached to each tire of an automobile to detect tire air pressure information, a tire speed sensor attached to each tire to detect tire speed information, and an air pressure sensor attached to each tire to obtain the air pressure. The tire pressure information detected by the sensor and the tire speed information detected by the tire speed sensor together with the transmitter for transmitting the tire identification information set so as not to be the same code among the tires, and the tire air pressure state. An air pressure alarm device comprising an alarm device for alarming, and a control unit for receiving a signal from the transmitter and alarming the tire air pressure state to the alarm device, wherein the control unit includes a tire between the tires. A specific state detecting means for detecting a specific state of the vehicle in which a difference in speed state occurs, When a specific state of is detected, based on the relationship between the specific state and the tire speed information detected by the tire speed sensor, the transmitter that is transmitting the tire speed information has any tire position among the tires. The tire position determining means for determining whether or not the tire is mounted on the tire, and the tire identification information transmitted from the transmitter for the tire position determined by the tire position determining means, as the tire identification information for the determined tire position. An air pressure alarm device for an automobile, comprising: tire position identification information registration means for registration. 2. The specific state detecting means comprises a steering state detecting means for detecting a steering state of the steering wheel, and the tire position determining means detects the turning state of the automobile by the steering state detecting means. The first determination means for determining which of the front and rear wheels the tire position is based on a tire speed change delay time difference of each tire with respect to a steering state change of the steering wheel. Car air pressure alarm system. 3. The tire position determining means determines whether the tire position is the left or right wheel based on the relationship between the steering direction detected by the steering state detecting means and the direction of change of the tire speed. The vehicle air pressure alarm device according to claim 2, further comprising a determination unit. 4. The vehicle is provided with a braking device capable of independently braking each tire, while the specific state detecting means comprises braking state detecting means for detecting a braking state by the braking device. In addition, the tire position determining means, when the execution of the braking control for the specific tire is detected by the braking state detecting means,
Among the tire speed information transmitted from the transmitter, the transmitter that is transmitting the lowest tire speed information is configured to determine that it is the transmitter mounted on the specific tire. An air pressure alarm device for an automobile according to claim 1, wherein 5. The vehicle is provided with a braking device capable of independently braking each tire, while the specific state detecting means comprises braking state detecting means for detecting a braking state by the braking device. In addition, the tire position determining means, when the execution of the braking control for the specific tire is detected by the braking state detecting means,
Among the tire speed information transmitted from the transmitter, the transmitter that transmits the tire speed information with the shortest tire speed change delay time for braking control is the transmitter mounted on the specific tire. The vehicle air pressure alarm device according to claim 1, wherein the air pressure alarm device is configured to make a determination. 6. The vehicle air pressure alarm device according to claim 1, wherein the tire speed sensor comprises an acceleration sensor capable of detecting acceleration in multiple stages. 7. A transmitter mounted in each of the tires, when registering tire identification information by the control unit,
7. The vehicle air pressure alarm device according to claim 1, wherein the transmission rate of the tire pressure information, the tire speed information, and the tire identification information to the control unit is increased.