JP2006001324A - Wheel state acquisition device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel state acquisition device capable of performing the position learning of a wheel by utilizing a tire air pressure control device. <P>SOLUTION: A tire air pressure control device can correspond the position of a wheel to the air pressure. Based on wheel information transmitted from a wheel side device, identification information can be corresponded to the air pressure. Thus, when the air pressures of the wheels are controlled to the values different from each other by the tire air pressure control device, position information can be corresponded to identification information based on the air pressure value included in wheel information transmitted from the wheel side device, and the position learning can be performed thereby. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a wheel state acquisition device that acquires the state of a wheel by wirelessly communicating information between a wheel side device and a vehicle body side device.

Japanese Patent Application Laid-Open No. 2004-151561 discloses a tire pressure sensor that detects an air pressure provided on a tire and a tire pressure that is provided on a vehicle body side and controls the tire air pressure based on a detection value obtained by the air pressure sensor supplied via a control signal line. An air pressure acquisition device including a control device is described.
Japanese Patent Application Laid-Open No. 2005-228561 describes a pneumatic pressure acquisition device including a tire pressure adjusting device that adjusts the tire pressure and a wireless pneumatic supply device that wirelessly supplies the tire pressure to the vehicle body side device.
Patent Document 3 includes a tire air pressure control device that controls the tire air pressure, and an air pressure sensor that is provided on the vehicle body side and that is provided in the middle of a pipe that supplies air pressure to the tire. Based on this, it is described that the tire pressure is controlled.
Japanese Patent Laid-Open No. 2003-326928 JP 2003-94917 A JP-A-7-137515

  An object of the present invention is to associate a wheel position with identification information included in wheel information transmitted wirelessly from a wheel side device using a tire pressure control device in a wheel state acquisition device including a tire pressure control device. Is to be done.

Means and effects for solving the problem

The wheel state acquisition device according to the invention described in claim 1 is configured to receive the wheel information wirelessly transmitted from each of a plurality of wheel side devices provided on each of the plurality of wheels, by receiving the wheel information at the vehicle body side device. A wheel state acquisition device for acquiring the state of each of the wheels, wherein (a) each of the wheel side devices detects an air pressure of a tire of a wheel, and an air pressure detected by the air pressure detection device. A wheel information transmitting device that transmits wheel information including at least one of air pressure information based on itself and identification information representing itself, and (b) the vehicle body side device transmits wheel information transmitted from each of the plurality of wheel side devices. At least one wheel information receiving device for receiving the tire, a tire pressure control device capable of controlling the tire pressure of each of the plurality of wheels, and the vehicle using the tire pressure control device Characterized in that it comprises a position information acquisition unit that acquires position information about the position relative to the vehicle body of the wheel each side apparatus is provided.
In the wheel state acquisition device described in this section, position information regarding the position of each wheel relative to the vehicle body is acquired using a tire pressure control device.
At least one wheel information receiving device (hereinafter abbreviated as a receiving device) is provided in the vehicle body side device. One receiving device includes one antenna and a processing unit that processes information received by the antenna. If the receiving device is associated with the wheel side device (the wheel side device and the receiving device are associated with each other on a one-to-one basis), the receiving device that has received the wheel information can be identified. The device (wheel position) can be specified. However, the number of receiving devices increases and the cost increases. On the other hand, in this vehicle body side device, at least one of at least one receiving device provided in the vehicle body side device does not correspond to the wheel side device in a one-to-one relationship, but from a plurality of wheel side devices. In a state of receiving the wheel information of, i.e., common to a plurality of wheel side devices. As a result, the number of receiving devices can be reduced, and cost increase can be suppressed. However, in this case, even if the receiving device that has received the wheel information can be specified, the wheel position cannot be specified. Therefore, it is necessary to associate the identification information of the wheel side device with the wheel position information in advance. If they are associated with each other, it is possible to identify the wheel information transmitted from the wheel-side device of the wheel at which position by the identification information included in the wheel information. However, it is not indispensable to associate the identification information of the wheel side device with the wheel position information, and it is only necessary to identify the position of the wheel that transmitted the wheel information.
The tire air pressure control device includes an air pressure control actuator capable of controlling the air pressure of each of a plurality of wheels, and an actuator control unit mainly composed of a computer that controls the air pressure control actuator. The actuator control unit may separately control the air pressure of at least one tire among the plurality of wheels, or may control the air pressure of two or more tires in common. For example, the air pressure of the left and right front tires, the right and left rear tires, and the like may be controlled in common. If the left and right front wheels have the same air pressure, the left and right rear wheels have the same air pressure, and the left and right front wheels and the left and right rear wheels have separate air pressure control, the wheel side device is provided on the front wheels. It is possible to acquire position information as to whether it is provided on the rear wheel.

The wheel information is transmitted by a wheel information transmitting device. The wheel information includes at least one of identification information and air pressure information based on air pressure. The air pressure information may be air pressure value information indicating the magnitude of the air pressure, or air pressure change state information indicating the change state of the air pressure. The air pressure change state information can be change amount information indicating the change amount of air pressure, change gradient information indicating a change gradient, or the like. The air pressure change state information can also be information indicating that the air pressure has changed in the set state or more (for example, when the change amount is the set amount or more, or the change gradient is the set gradient or more).
The wheel information may include identification information and no air pressure information, may include air pressure information without including identification information, or may include both identification information and air pressure information.
The wheel information transmitting device shall have a function to transmit wheel information at every set time, or shall have a function to transmit when the air pressure detected by the air pressure detecting device changes in a set state or more, It may be provided with a function of transmitting wheel information in response to reception of wheel information request information transmitted from the vehicle body side device, or may be provided with two or more of these functions. The transmission interval of the wheel information is usually longer than the detection interval by the air pressure detection device, but may be the same.

For example, in the case where the wheel information transmission device has a function of transmitting wheel information when the air pressure detected by the air pressure detection device changes in a set state or more as described above, the tire pressure control device If the tire pressure of the front wheel is changed above the set state and the tire pressure of other wheels is not changed above the set state, the wheel information received by the receiving device is from the wheel side device of the right front wheel. It can be said that it was transmitted. In this case, the identification information included in the wheel information received by the receiving device is associated with the position information that is the right front wheel. The wheel information only needs to include identification information, and may or may not include air pressure information. Thus, associating the identification information with the position information indicating the position of the wheel provided with the wheel side device that transmitted the wheel information including the identification information is simply referred to as associating the identification information with the position information. It is referred to as acquisition of position information, or as position learning is performed.
Further, in the case where the wheel information transmitting device has a function of transmitting wheel information every set time as described above, the tire air pressure control device changes the tire air pressure of the right front wheel by ΔPA, When the air pressure of the front tire is changed by ΔPB and the air pressure of the tires of other wheels is not changed, air pressure information indicating that the tire air pressure has changed by ΔPA is included based on the wheel information received by the receiving device. The identification information included in the wheel information is associated with the position information of the right front wheel, and the identification information included in the wheel information including the air pressure information indicating that the tire air pressure has changed by ΔPB is associated with the position information of the left front wheel. When the air pressure information is information indicating the amount of change in air pressure, the amount of change in air pressure can be found based on the air pressure information. When the air pressure information is information representing the air pressure value, the change amount of the air pressure is obtained based on the air pressure value represented by the air pressure information before and after the change of the tire air pressure by the tire air pressure control device.
As described above, when only the tire pressure of one wheel is changed or when the tire air pressure of a plurality of wheels is changed by different amounts of change, the correspondence between the position information and the identification information is the tire pressure. This is performed based on the control state by the control device and the wheel information received by the receiving device. In the former case, the association is performed based on the control state by the tire pressure control device and the identification information included in the wheel information, and in the latter case, the air pressure information and the identification information included in the control state and the wheel information. And based on.

Furthermore, before the tire rotation is performed, the identification information and the position information are associated with each other, and there is a possibility that the rotation has been performed during the OFF state of the main switch described later. The case where the correspondence between the position information and the identification information is performed after the main switch is switched from the OFF state to the ON state will be described. For example, in the case where the vehicle body side device includes a vehicle body side air pressure value detection device capable of separately detecting the air pressure value of the wheel tire at each position, after the main switch is switched from the ON state to the OFF state, When the air pressure values of a plurality of wheels are controlled at different heights by the tire air pressure control device, the air pressure value (the wheel transmitted from the wheel side device even if it is the value detected by the vehicle body air pressure value detecting device) It may be a value acquired based on the information) and the identification information. Then, after the main switch is switched from the OFF state to the ON state, if the air pressure value of the wheel tire at each position is detected by the vehicle body side air pressure value detecting device, the correspondence between the air pressure value and the wheel position information can be known. Based on these {(correspondence between air pressure value and identification information) and (correspondence between air pressure value and position information)}, it is possible to associate position information and identification information based on the same air pressure value. .
In this case, the vehicle body side air pressure value detection device capable of separately detecting the tire air pressure of the wheel at each position is provided on the vehicle body side, and based on the wheel information received by the receiving device. However, the position information is acquired based on the detection value by the vehicle body side air pressure value detection device and the control state by the tire air pressure control device. It will be.
As described above, the wheel information may not be used when the position information is acquired. However, the identification information is necessary for acquiring the position information, and the identification information is included in the wheel information received by the receiving device. For this reason, the wheel information is always used for obtaining the position information.

In any case, in the tire air pressure control device, the air pressure of at least one tire of the plurality of wheels is controlled based on a command from an actuator control unit provided on the vehicle body side. Therefore, at least one of the position of the wheel to be controlled by the tire pressure control device, the change state of the air pressure of the wheel to be controlled, and the like can be known, and the wheel position can be acquired based on this. The change state of the air pressure corresponds to at least one of a change pattern of the air pressure change amount, change gradient, presence / absence of change, change timing, post-change air pressure value, change time, change frequency, and the like.
The tire pressure control device is often provided on the vehicle body side, but may be provided outside the vehicle. When it is installed outside the vehicle, the actuator control unit is provided on the vehicle body side, or transmission / reception of information between the actuator control unit and the vehicle body side device (communication via a signal line, Wireless communication may be performed).

Patentable invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, or inventions of different concepts) will be illustrated and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

  Of the following items, items (1) and (2) correspond to claims 1 and 2, and items (4), (7) and (10) correspond to claims 3 to 5, respectively. , (18) and (20) correspond to claims 6 and 7, and (22), (27) and (32) correspond to claims 8 to 10, respectively.

(1) A wheel state acquisition device that acquires the state of each of the plurality of wheels by receiving wheel information transmitted wirelessly from each of the plurality of wheel side devices provided on each of the plurality of wheels at the vehicle body side device. Because
Each of the wheel side devices includes the wheel information including at least one of an air pressure detecting device that detects an air pressure of a tire of the wheel, air pressure information based on the air pressure detected by the air pressure detecting device, and identification information representing itself. Including a wheel information transmission device for wireless transmission,
The vehicle body side device receives at least one wheel information receiving device that receives wheel information transmitted from each of the plurality of wheel side devices; a tire pressure control device capable of controlling the tire air pressure of each of the plurality of wheels; A wheel state acquisition device comprising: a position information acquisition device that acquires position information related to a position of each wheel provided with the wheel side device with respect to a vehicle body based on control of the tire pressure control device.
(2) The tire pressure control device is configured to control a pressure control actuator capable of controlling a tire pressure of each of the plurality of wheels, and to control the pressure control actuator of at least one of the plurality of wheels. An actuator control unit that controls air pressure, and the position information acquisition device obtains the position information based on wheel information received by the wheel information reception device at least after starting control of air pressure by the tire air pressure control device. The wheel state acquisition device according to item (1), including an air pressure control position information acquisition unit to acquire.
The air pressure of at least one tire of the plurality of wheels is controlled based on a command from the actuator controller. Since the position, change state, etc. of the wheel whose air pressure is changed by the tire air pressure control device can be known, the identification information and the wheel position information are obtained based on the air pressure information included in the wheel information received by the receiving device after the start of control. Can be associated. The wheel to be controlled by the tire pressure control device when the change state of the air pressure according to the control state by the tire pressure control device is substantially the same as the change state of the air pressure acquired based on the air pressure information included in the wheel information The position information indicating the position of the vehicle can be associated with the identification information included in the wheel information.
The wheel information is information received after the start of air pressure control, and may be wheel information received during the scheduled air pressure control or information received after the end of control.
For example, even if the change amount of the scheduled air pressure is the same, if the air pressure is changed with a different gradient, the change gradient with respect to the time of the air pressure is acquired based on the air pressure information included in the wheel information received during the change. It is desirable. In addition, when the information regarding the time of a pneumatic pressure change is included in wheel information, a reception time is not ask | required. On the other hand, when the air pressure values are controlled to be different from each other, when the air pressure values are controlled to be different from each other, it is desirable to use the wheel information received after the control is completed.
Moreover, even if it matches with position information based on one (one time received) wheel information including the same identification information, it may correspond to position information based on a plurality of wheel information (wheel information received multiple times). Good. When acquiring the position information, it is effective to acquire the position information while confirming it by changing the tire air pressure two or more times.
(3) The wheel state acquisition device according to (2), wherein the actuator control unit includes a change amount control unit that changes the air pressure of two or more tires of the plurality of wheels by different amounts.
(4) The position information acquisition unit at the time of air pressure control is based on the change amount of the air pressure value included in the wheel information received by the wheel information receiving device before and after the change of air pressure by the actuator control unit. The wheel state acquisition device according to item (3), including a change amount corresponding acquisition unit that acquires information.
Based on the wheel information received before and after the change in air pressure, the amount of change in air pressure can be determined. In the wheel state acquisition device described in this section, the wheel side device transmits wheel information including air pressure value information. When the wheel information includes air pressure change amount information, the position information can be acquired based on the wheel information received after the change by the tire air pressure control device.
(5) Any one of the items (2) to (4), wherein the actuator control unit includes an individual control unit that changes the air pressure of two or more tires of the plurality of wheels one by one at different times. The wheel state acquisition device according to one.
Two or more tires may be changed in a predetermined order, changed in a predetermined order each time, or changed in a random order determined based on a random number table or the like.
(6) Item (2) to Item (5), wherein the actuator control unit includes a one-wheel control unit that changes the air pressure of one of the plurality of wheels and does not change the tire air pressure of the other wheels. The wheel state acquisition apparatus as described in any one of these.
(7) The individual control correspondence acquisition in which the position information acquisition unit at the time of air pressure control acquires the position information based on the wheel information received by the wheel information receiving device at least after the control of the air pressure by the actuator control unit is started. The wheel state acquisition device according to (5) or (6).
Since the tire air pressure is changed one by one at different times, if it is detected that the air pressure has changed based on the air pressure information included in the wheel information, the identification information included in the wheel information including the air pressure information Can be associated with the position information of the wheel whose air pressure is controlled by the tire air pressure control device.
(8) The actuator control unit may include a gradient control unit that changes the air pressure of two or more tires of the plurality of wheels with different gradients from each other. The wheel state acquisition device described.
If the change gradient of the air pressure is different, the position information can be acquired based on that.
(9) The actuator control unit includes an air pressure value control unit that controls the tire air pressure of each of the plurality of wheels to be different from each other. (2) to (8) Wheel status acquisition device.
(10) The position information acquisition device at the time of air pressure control acquires the position information based on an air pressure value included in the wheel information received by the wheel information reception device after the air pressure is controlled by the tire pressure control device. The wheel state acquisition device according to item (9), including an air pressure value corresponding acquisition unit.
(11) The tire pressure control device includes a position information acquisition time control unit that controls a tire pressure of each of the plurality of wheels when acquiring the position information. The wheel state acquisition apparatus as described in any one.
In the wheel state acquisition device described in this section, the tire air pressure control device controls the tire air pressure when learning the position information. Control is performed regardless of the running state of the vehicle, the vehicle state, the road state, and the like. Also, when at least one of the vehicle body side device and the wheel side device can be switched to the wheel position learning mode, the air pressure acquisition mode, etc., the control for controlling the air pressure when the wheel position learning mode is set. The unit is a position information acquisition time control unit.
The tire pressure control device corresponds to a position information acquisition time control unit and, as will be described later, a running state for controlling the tire air pressure based on at least one of a vehicle running state, a vehicle state, a road state, etc. It can include at least one of the control unit.

(12) The tire pressure control device is provided between (a) a pneumatic pressure source capable of supplying high-pressure pneumatic pressure, (b) the pneumatic pressure source, the atmosphere, and each of the tires of the plurality of wheels, A pressure-increasing state allowing supply of high-pressure air pressure from the air pressure source to at least one tire of the plurality of wheels; a pressure-reducing state allowing air pressure release from the at least one tire to the atmosphere; and Item (1) includes an electromagnetic control valve device capable of switching to a holding state in which at least one tire is cut off from both the air pressure source and the atmosphere, and (c) an electromagnetic valve control unit that controls the electromagnetic control valve device. Or the wheel state acquisition device according to any one of (11).
An electromagnetic control valve device or the like corresponds to a pneumatic control actuator, and an electromagnetic valve control unit corresponds to an actuator control unit.
(13) The electromagnetic control valve device includes a pressure increasing control valve provided corresponding to the air pressure source, a pressure reducing control valve capable of switching between a state opened to the atmosphere and a state blocked from the atmosphere, and at least one The wheel state acquisition device according to item (12), including an individual control valve provided corresponding to one tire.
The individual control valve may be provided corresponding to each of the plurality of wheel tires or may be provided in common for the plurality of wheel tires. When provided in common, the tire air pressure is controlled in common.
The pressure increase control valve, the pressure reduction control valve, and the individual control valve can be electromagnetic open / close valves or electromagnetic linear control valves. These control valves may be the same as or different from each other.
(14) The tire air pressure control device includes an air pressure state estimating unit that acquires at least one of the air pressure value, the air pressure change amount, and the air pressure change gradient of the tire based on an operating state of the electromagnetic control valve device. The wheel state acquisition device according to (12) or (13).
Based on the operating state of the electromagnetic control valve device, the amount of change in air pressure, the change in air pressure, the air pressure value, etc. of at least one tire can be known.
For example, when the plurality of individual control valves are opened in the closed state of the pressure increase control valve and the pressure reduction control valve, the air pressures of the tires of the plurality of wheels corresponding to the plurality of individual control valves are the same.
Further, if the pressure increase control valve is opened and one individual control valve is opened for a certain period of time, the tire air pressure corresponding to the individual control valve is based on the opening time, the opening of the individual control valve, and the like. Therefore, it can be estimated that the air pressure can be increased by an amount determined in accordance with this, and the amount of increase in air pressure can be estimated. Similarly, if one individual control valve is kept open for a certain period of time in the open state of the pressure reducing control valve, the amount of decrease in the tire pressure of the wheel corresponding to that individual control valve can be estimated. Furthermore, the air pressure change gradient can be estimated based on the opening degree of the individual control valve. If the air pressure value before the start of the change is acquired, the air pressure value after the change or during the change can also be estimated.
(15) The tire pressure control device includes an air pressure state acquisition unit that acquires at least one of an air pressure value, an air pressure change amount, and an air pressure change gradient of at least one tire of the plurality of wheels. Or the wheel state acquisition device according to any one of (14).
The air pressure state acquisition unit may include an air pressure detection device that detects air pressure, or may include an air pressure estimation unit that estimates air pressure.

(16) The tire pressure control device is adapted to a driving state or the like in which the air pressure of at least one of the plurality of wheels is controlled based on at least one of a vehicle running state, a vehicle state, and a road state. The wheel state acquisition device according to any one of (1) to (15), including a control unit.
The air pressure of at least one tire of the plurality of wheels is controlled based on the traveling state of the vehicle, controlled based on the state of the vehicle, or controlled based on the state of the road. The running state can be represented by, for example, the running speed of the vehicle, the running acceleration, etc. The vehicle state is represented by the state of the target air pressure setting device provided in the vehicle, the state of the actual tire pressure of the wheels, etc. The road condition can be expressed by the fact that the road is a highway, the friction coefficient of the road surface is small, the road is bad, and the like.
For example, when the traveling speed is high, the air pressure can be made higher than when the traveling speed is low. When running at high speed with low air pressure, a standing wave phenomenon may occur. Therefore, it is desirable to set the air pressure high so that the tire is difficult to bend. Also, the air pressure can be controlled to the size indicated by the target air pressure setting device, or if there is a tire whose air pressure value is below the abnormal threshold value, the air pressure of that tire can be increased to the reference value. It is desirable to do. Also, if the air pressure is lowered when the road is muddy or snowy, it is effective to escape the muddy. The state of the road can be acquired based on information from the navigation system, acquired based on a detection value by the road surface μ acquisition device, and the like.
The tire air pressure can be controlled according to a request determined in a predetermined order among a control request based on a running state, a control request based on a vehicle state, and a control request based on a road state. For example, the priority of the control request determined based on the operation of the air pressure adjusting operation unit included in the target air pressure setting device by the driver can be made highest, and the priority of the control request based on the running state can be made lowest.
(17) Communication information corresponding to the tire pressure control device controlling the tire pressure of at least one of the plurality of wheels based on the pressure information included in the wheel information received by the wheel information receiving device. The wheel state acquisition device according to any one of (1) to (16), including an actuator control unit.
The tire pressure control device is controlled based on the air pressure value or the change state of the air pressure represented by the air pressure information obtained by the air pressure control actuator including the above-described electromagnetic control valve device and the like by wireless communication. By doing so, it is not essential to provide the tire pressure control device with an air pressure sensor for detecting the tire air pressure, and the cost can be reduced accordingly.
In addition, it is more accurate to directly detect the tire air pressure than to provide an air pressure sensor in the air pressure passage included in the tire air pressure control device and detect the value of the air pressure in the passage.
(18) The position information acquisition device includes an in-control position information acquisition unit that acquires the position information based on the wheel information received by the wheel state reception device during the control by the traveling state and the like control unit. The wheel state acquisition device according to (16) or (17).
In the wheel state acquisition device described in this section, position information is acquired during control by the tire pressure control device. Since the position information is acquired during the control, there is an advantage that it is not necessary to operate the tire pressure control device for learning the position information. In the wheel state acquisition device described in this section, the air pressure information is often included in the wheel information.
(19) A restricted control unit that controls the air pressure by applying a restriction until the tire air pressure control device acquires the position information of the wheel side devices of the plurality of wheels by the position information obtaining device. The wheel state acquisition device according to any one of (16) to (18).
When the switch that allows the vehicle to travel is in the OFF state, there is a high possibility that tire replacement or the like has been performed. For this reason, the period from when the switch is switched from the OFF state to the ON state until the position information is acquired can be referred to as “until the position information is acquired”.
(20) The tire pressure control device is configured so that the change amount of the air pressure does not exceed a set amount until the position information acquisition device acquires the position information of the wheel side devices of the plurality of wheels. The wheel state acquisition device according to any one of (16) to (19), including a control unit with a change amount restriction that controls the air pressure of at least one tire.
In the tire pressure control device, when the tire pressure is controlled based on the pressure information transmitted from the wheel side device by wireless communication, it is difficult to accurately control the pressure while the position information is not acquired. It is. For this reason, it is desirable that the control of the air pressure be restricted before the position information is acquired.
Further, a restriction can be added when the change amount of the air pressure is equal to or larger than the set amount, and no restriction can be made when it is smaller than the set amount. This is because when the change amount of the air pressure is small, the influence on the control is small even if the air pressure value or the like cannot be obtained accurately.
(21) The tire pressure control device includes a division control unit that controls the air pressure in a plurality of times until position information of the wheel side devices of the plurality of wheels is acquired by the position information acquisition device. The wheel state acquisition device according to any one of items (16) to (20).
For example, it is desirable that the control amount determined based on the control target air pressure value or the target air pressure change amount is not changed by one continuous control, but is changed stepwise in a plurality of times. If the wheel information is received after the divided one control is completed and then the next control is performed, the control target value can be reached while learning the wheel position.

(22) a specific wheel control unit that controls a tire pressure of a specific wheel that is a control target wheel determined based on at least one of a vehicle running state, a vehicle state, and a road state; The position information acquisition device includes the position information acquisition unit based on information on the specific wheel and wheel information transmitted from a wheel side device of a wheel whose air pressure is actually controlled by the specific wheel control unit. The wheel state acquisition device according to any one of (1) to (21), including a wheel position information acquisition unit.
(23) The specific wheel position information acquisition unit includes identification information included in wheel information transmitted from a wheel side device of a wheel whose air pressure is actually controlled by the specific wheel control unit, and position information of the specific wheel. The wheel state acquisition device according to item (22), which is associated.
When the air pressure of the specific wheel is controlled by the tire pressure control device, the state of the specific wheel according to the control (for example, the change state of the magnitude of the air pressure, the change amount of the air pressure, the change gradient, etc.) and the specific wheel This is the same as the air pressure state acquired based on the air pressure information included in the wheel information transmitted from the wheel side device.
Therefore, when the state of the air pressure acquired based on the air pressure information included in the wheel information is the same as the state according to the control performed by the tire air pressure control device for the specific wheel, the wheel information is The transmitted wheel can be regarded as a specific wheel, and identification information included in the wheel information can be associated with position information indicating the wheel position of the specific wheel.
The specific wheel may be one wheel or two or more wheels. For example, there are cases where the air pressures of the left and right front tires and the left and right rear wheels are controlled in common, and the air pressures of the front, rear, left and right tires are controlled in common.
(24) The tire pressure control device is adapted to a driving state or the like in which the air pressure of at least one of the plurality of wheels is controlled based on at least one of a vehicle running state, a vehicle state, and a road state. A position for controlling the air pressure of at least one tire of the plurality of wheels when acquiring the position information without being based on any of the control unit, the vehicle running state, the wheel state, and the road state An information acquisition time control unit, and the position information acquisition device acquires the position information corresponding to the driving state acquired during the control by the control unit corresponding to the driving state, and the control during the control by the position information acquisition time control unit. The wheel state acquisition according to any one of (1) to (23), further including a composite position information acquisition unit that acquires position information of each of the plurality of wheels based on the learned position information apparatus.
(25) When the vehicle body side device requires more accurate position information than the corresponding position information acquired during the control by the control unit corresponding to the driving condition, the air pressure is acquired by the position information acquisition control unit. The wheel state acquisition device according to item (24), including a control unit changing unit that controls the motor.
For example, when the control unit corresponding to the running state controls the tire air pressure in common between the left and right front wheels and the left and right rear wheels, the position information is information indicating that it is a front wheel and a rear wheel. When it is required to acquire the position information of the front, rear, left and right wheels, the air pressure can be controlled by the position information acquisition control unit. In this way, it is possible to acquire detailed position information that was not obtained during the control by the corresponding control unit such as the traveling state.
For example, in a case where the tire pressure control device includes a common control unit that controls the air pressure of a plurality of tires in common and an individual control unit that individually controls the air pressure of a plurality of tires, the position is controlled during the control by the common control unit. Although information cannot be acquired accurately, it can be acquired accurately during control by the individual control unit. Therefore, when more accurate position information than the position information acquired during the control by the common control unit is required, the control unit that controls the tire air pressure is changed from the common control unit to the individual control unit. Is desirable. In this sense, the traveling state and the like control unit can be referred to as a common control unit, and the position information acquisition control unit can be referred to as an individual control unit. In many cases, the running state control unit is provided with both a common control unit and an individual control unit, but is changed from the common control unit to the individual control unit in order to acquire position information. It is normal that there is nothing.
In addition, when the set of identification information and position information stored in association with each other is different from the set acquired during the control by the corresponding control unit such as the driving state, accurate position information is required. There can be.
Further, in the case where an operation unit that is operated when the tire is rotated is provided, accurate position information may be requested when the operation unit is operated.
After the control at the time of position information acquisition is performed, the tire air pressure is set to a desired size (for example, the size before the control at the time of position information acquisition is performed or a standard value), or the air pressure of a plurality of wheels Are preferably the same size. For example, by opening an individual control valve included in the pneumatic control actuator, the tire pneumatic pressure of each wheel can be made the same magnitude.

(26) When the tire pressure control device is switched from the OFF state to the ON state when the main switch that can be switched between an ON state that allows the vehicle to travel and an OFF state that prohibits the traveling, and the ON state. A switch switching control unit for controlling the air pressure of at least one tire of the plurality of wheels in at least one of a case where the vehicle is switched to an OFF state from the state (1) to (25) The wheel state acquisition apparatus as described in any one.
(27) The wheel information acquisition according to (26), wherein the position information acquisition device includes a switch information corresponding to a switch switching control that acquires the position information based on at least air pressure control by the switch switching control unit. apparatus.
When the main switch is switched from the ON state to the OFF state, or when the main switch is switched from the OFF state to the ON state, the air pressure is often adjusted. At this time, if the position information is acquired, it is not necessary to operate the air pressure control device for acquiring the position information, and energy consumption can be reduced.
The main switch can be, for example, an ignition switch.
When the switch is switched, there are a case where the air pressure is controlled to acquire position information and a case where the air pressure is controlled to adjust the air pressure before or after traveling.
In addition, the position information acquisition device includes a switch-switching position information acquisition unit that acquires the position information based on the wheel information received by the wheel information reception device after the change of air pressure by the switch-switching actuator control unit is started. Can be included.
(28) The position information acquisition device is switched from the wheel information transmitted from the wheel side device of each of the plurality of wheels when the switch is switched from the OFF state to the ON state, and from the ON state to the OFF state. The wheel state acquisition device according to (27), further including an ON / OFF-time information correspondence acquisition unit that acquires the position information based on at least one of the wheel information transmitted from each of the plurality of wheel side devices in the case of .
(29) When the position information acquisition device is switched from the OFF state to the ON state, the tire pressure values of the plurality of wheels when the switch is switched from the OFF state to the ON state, and the plurality of tires when the switch is switched from the ON state to the OFF state. The wheel state acquisition device according to (27), further including an ON / OFF time information correspondence acquisition unit that acquires the position information based on at least one of the air pressure values of the air pressure value.
When the vehicle body side device is provided with an air pressure detection device that can detect the air pressures of the tires of a plurality of wheels, the position information can be learned using the detection value of the vehicle body side air pressure detection device. it can. On the other hand, when the vehicle body side air pressure detection device is not provided, learning can be performed based on the wheel information transmitted wirelessly from the wheel side device.
(30) When the tire air pressure control device switches from the OFF state to the ON state, the plurality of main switches that can be switched between an ON state that allows the vehicle to travel and an OFF state that prohibits traveling. The position information acquisition device is received by the wheel information receiving device at least after the start of change of air pressure by the actuator control portion when the switch is ON. The wheel state acquisition device according to any one of items (1) to (29), further including a position information acquisition unit when the switch is ON, which acquires the position information based on the wheel information.
Since tire rotation is often performed when the main switch is in the OFF state, it is desirable to acquire position information when the main switch is switched from the OFF state to the ON state.
(31) When the tire pressure control device is switched from the ON state to the OFF state when the main switch that can be switched between the ON state that allows the vehicle to travel and the OFF state that prohibits the traveling, The wheel state acquisition device according to any one of items (1) to (30), including a switch-off-time air pressure value control unit that controls the tire air pressure of each of the wheels to different magnitudes.
(32) The storage unit in which the position information acquisition device stores the air pressure value of the tire after the air pressure value is controlled by the air pressure value control unit when the switch is OFF and the identification information of the wheel of the tire in association with each other; Storing at least one air pressure detecting device capable of detecting tire air pressures of the plurality of wheels, a detected value by the air pressure detecting device when the switch is switched from an OFF state to an ON state, and the storage unit. The wheel state acquisition device according to (31), further comprising: a switch-on-time position information acquisition unit that acquires the position information of each of the plurality of wheel-side devices based on the air pressure value and the identification information.
Based on the detection value by the air pressure detection device and the air pressure value and identification information stored in the storage unit, the wheel position and the identification information can be associated with each other.
In the case where an air pressure detection device is provided for each wheel, position learning can be performed based on the detection value by the air pressure detection device and the air pressure value stored in the storage unit. On the other hand, when the air pressure detection device is provided in the common passage, the individual control valve is switched to the open state by switching the individual control valve provided for each tire from the closed state to the open state. The air pressure value immediately after can be acquired.
There is no need to receive wheel information after the switch is switched to the ON state, and position information can be learned quickly.
(33) When the main switch is switched from the OFF state to the ON state, the tire air pressure control device controls the tire pressure of each of the plurality of wheels one by one so as to be the same. The wheel state acquisition device according to any one of items (26) to (32), including an air pressure value control unit when the switch is ON.
While the vehicle is running, it is desirable that the tires of the plurality of wheels have the same air pressure. Therefore, when the switch is switched to the ON state, it is desirable to control so that the tires of all the wheels have the same size.
When the tire air pressure is controlled to be higher than the standard pressure after the main switch is switched from the ON state to the OFF state, the pressure reduction control is performed when the tire pressure is switched from the OFF state to the ON state.
(34) When the tire air pressure control device is switched from the ON state to the OFF state when the main switch that can be switched between the ON state that allows the vehicle to travel and the OFF state that prohibits the travel, the plurality of When the main switch is switched from the OFF state to the ON state when the main switch is switched from the OFF state to the ON state, the tire pressure of each of the plurality of wheels is controlled. A pneumatic pressure value control unit when the switch is turned on to control the pneumatic pressure to be the same magnitude, and the position information acquisition device has the pneumatic pressure value of the tire after the pneumatic value is controlled by the pneumatic value control unit when the switch is turned off And the storage unit that stores the tire wheel identification information in association with each other, and the air by the switch-on air pressure value control unit After the start of the change, the air pressure change amount for the same tire is determined based on the air pressure value and identification information included in the wheel information received by the wheel information receiving device and the air pressure value and identification information stored in the storage unit, respectively. Acquires the position information of each of the plurality of wheel side devices based on the amount of change in air pressure of each tire and the control state by the air pressure value control unit when the switch is ON. The wheel state acquisition device according to any one of items (1) to (33), including a position information acquisition unit.
Position information is acquired based on the air pressure value when the switch is OFF and the air pressure value after the start of change when the switch is ON. Therefore, even if the tire is rotated in the switch OFF state, the position information can be acquired when the switch is ON.
For example, when the main switch is turned on when the air pressure of the right front wheel, left front wheel, right rear wheel, and left rear wheel is P1, P2, P3, and P4, respectively, when the main switch is in the OFF state. When P0 is set to P0, the air pressure change amounts before and after the air pressure control in the ON state of the switch are ΔP01, ΔP02, ΔP03, and ΔP04. You can see the correspondence.
On the other hand, in the vehicle body side device, the correspondence between the amount of change in air pressure and the position of the wheel is known. Therefore, it is possible to associate the identification information with the position information when the amount of change is the same.

(35) When the tire air pressure control device acquires position information, the tire air pressure control device includes a random control unit that randomly controls the tire air pressure of at least one wheel determined at random from a plurality of wheels (1 The wheel state acquisition device according to any one of items) to (34).
In the case of acquiring the position information, the wheel in which the air pressure is changed, the change state of the air pressure of the tire of the wheel, etc. are not questioned. Even if it is changed according to a predetermined rule, the air pressure of the wheel tire at a position determined based on a random number table or the like can be changed in a manner determined based on the random number table or the like. If the position, change state, etc. of the wheel that changed the air pressure are known on the vehicle body side, it is not necessary to change them according to the rules.
(36) The wheel according to any one of (1) to (35), wherein the position information acquisition device includes an identification information / position information storage unit that stores the identification information and the position information in association with each other. Status acquisition device.

(37) A wheel state acquisition device for acquiring the state of each of the plurality of wheels by receiving wheel information wirelessly transmitted from each of the plurality of wheel side devices provided on each of the plurality of wheels at the vehicle body side device. Because
Each of the wheel side devices includes the wheel information including at least one of an air pressure detecting device that detects an air pressure of a tire of the wheel, air pressure information based on the air pressure detected by the air pressure detecting device, and identification information representing itself. Including a wheel information transmission device for wireless transmission,
The vehicle body side device receives at least one wheel information receiving device that receives wheel information transmitted from each of the plurality of wheel side devices; and a tire pressure control device capable of controlling the tire air pressure of each of the plurality of wheels; A position information acquisition device for acquiring position information relating to the position of each wheel provided with the wheel side device relative to the vehicle body based on the control state of the tire air pressure control device and the tire air pressure state of the plurality of wheels; A wheel state acquisition device comprising:
The air pressure may be acquired based on the wheel information transmitted from the wheel side device, or may be acquired based on the detection value by the air pressure detection device provided on the vehicle body side.
According to the tire pressure control device, the position and air pressure state of one tire can be known, and the wheel information can know the air pressure state and identification information of one tire. Therefore, the identification information and the position can be associated with each other through the air pressure state.
The air pressure state includes the air pressure magnitude, the air pressure change state, and the like. When the air pressure state is the same, the correspondence between the air pressure state and position and the correspondence between the air pressure state and the identification information can be related.
The technical feature described in any one of the items (1) to (36) can be employed in the wheel state acquisition device described in this item.

(38) Wheel state acquisition for acquiring the wheel state of each of the plurality of wheels by receiving the wheel information wirelessly transmitted from each of the plurality of wheel side devices provided on each of the plurality of wheels by the vehicle body side device. A device,
Each of the wheel side devices includes at least one of a wheel state detection device for detecting a wheel state of a wheel, wheel state information based on the wheel state detected by the wheel state detection device, and identification information representing itself. Including a wheel information transmitter for transmitting wheel information wirelessly,
The vehicle body side device receives at least one wheel information receiving device that receives wheel information transmitted from each of the plurality of wheel side devices, and a wheel state control device that can individually control the wheel state of each of the plurality of wheels. A position for acquiring position information regarding the position of each wheel provided with the wheel side device with respect to the vehicle body based on the operating state of the wheel state control device and the wheel information received by the at least one wheel information receiving device; A wheel state acquisition device comprising: an information acquisition device.
The wheel state can be, for example, the tire air pressure. Moreover, it can be set as the force added to a tire, or it can be set as the rotational speed of a wheel. The vertical force applied to the tire can be controlled by controlling a suspension such as a vehicle height adjusting device, and the rotational speed of the wheel can be controlled by controlling a braking device and a driving device provided in the vehicle.
The technical features described in any one of the items (1) to (37) can be employed in the wheel state acquisition device described in this item.

(39) An air pressure acquisition device for acquiring the air pressure of each of the plurality of wheels by receiving wheel information wirelessly transmitted from each of the plurality of wheel side devices provided on each of the plurality of wheels by the vehicle body side device; ,
A pneumatic control actuator capable of controlling the pneumatic pressure of each tire of the plurality of wheels;
The air pressure control actuator is controlled based on at least one of a running state of the vehicle, a vehicle state, and a road state, and air pressure of at least one of the plurality of wheels acquired by the air pressure acquisition device. An air pressure control device including an actuator control unit.
For example, the pneumatic control actuator can perform feedback control using the pneumatic pressure acquired by wireless communication. The actual air pressure value is controlled so as to approach the target value determined based on the running state, the vehicle state, and the road state.
The air control device described in this section can employ the technical features described in any one of the items (1) to (38).

Hereinafter, an air pressure acquisition device as a wheel state acquisition device according to an embodiment of the present invention will be described in detail with reference to the drawings.
As shown in FIG. 1, a left front wheel 10, a right front wheel 12, a left rear wheel 14, and a right rear wheel 16 are mounted on the vehicle body 8. The wheels 10 to 16 include wheels and tires. Wheel side devices 20 to 26 are respectively attached to the wheels 10 to 16, and a vehicle body side device 30 is provided to the vehicle body 8.
As shown in FIG. 2, each of the wheel side devices 20 to 26 includes an air pressure sensor 34 that detects the tire air pressure of the wheels 10 to 16, a transmission / reception antenna 36, and a wheel information creation device 38 that creates a series of wheel information. Including. The wheel information creation device 38 includes a computer, and an air pressure sensor 34 and a transmission / reception antenna 36 are connected to the input / output unit, and the storage unit 40 corresponds to each of the wheel side devices 20 to 26. Identification information, a wheel information creation / transmission program represented by the flowchart of FIG. 4 and the like are stored.

In the wheel side devices 20 to 26, the tire pressure of the wheels 10 to 16 is detected by the air pressure sensor 34, and a series of wheel information including the detected air pressure and the like is created in the wheel information creating device 38, and the transmission / reception antenna 36. A wheel information transmission unit 42 is configured by the transmission / reception antenna 36 and the like.
As shown in FIG. 3, the series of wheel information 50 is information for communication including start information 52, identification information 54 stored in the storage unit 40, air pressure information 56 representing air pressure, end information 58, and the like. The start information 52 includes a synchronization signal and the end information 58 includes a check signal and the like. In the present embodiment, the air pressure information 56 is air pressure value information indicating the size of air pressure (air pressure value), but is not limited thereto, and the air pressure is set even if the air pressure change information indicates the air pressure change amount. Even air pressure sudden change information indicating that the air pressure has changed in a state or more may be information including two or more of these air pressure value information, air pressure change amount information, and air pressure sudden change information.
The wheel information is transmitted when the transmission timing comes. In this embodiment, when a tire is transmitted at a predetermined set time interval, or when the tire air pressure changes suddenly (for example, when the air pressure changes with a change gradient equal to or higher than the set gradient, the set value has changed more than the set value within the set time). Or the like, or when the wheel information request information transmitted from the vehicle body side device 30 is received.

The vehicle body side device 30 includes a wheel information receiving device 60 that receives wheel information transmitted from the wheel side devices 20 to 26, a pneumatic control actuator 72 that can control the air pressure of the tires 64 to 70 of the wheels 10 to 16, and wheel information. A control device 74 mainly including a computer that processes the wheel information received by the receiving device 60 and controls the pneumatic control actuator 72 is included.
The wheel information receiving device 60 includes one transmitting / receiving antenna 76. Two or three transmission / reception antennas 76 (less than the number of wheels that need to learn wheel positions) can be provided. In this embodiment, one transmission / reception antenna 76 includes four wheel-side devices 20. ~ 26 are provided in common.

The pneumatic control actuator 72 includes a high pressure source 80 and a pneumatic control valve device 82. The high pressure source 80 includes a compressor 86, a high pressure tank 88, a dryer 90, and the like. The compressor 86 includes an electric motor, and compresses air by the operation of the electric motor. The high-pressure tank 88 stores air in a pressurized state. The dryer 90 removes moisture from the air supplied from the high-pressure tank 88 or the compressor 86.
The compressor 86 and the high pressure tank 88 are connected to the main passage 91, and a pressure increase control valve 92 is provided between the main passage 91 and the high pressure tank 88. The pressure increase control valve 92 is a normally closed electromagnetic on-off valve.
The main passage 91 is provided with a dryer 90 and a distribution restriction device 96. The flow restriction device 96 includes an orifice 98 and a check valve 100 provided in parallel with each other. The check valve 100 allows the flow of air from the high pressure source 80 toward the tires 64 to 70 but prevents the reverse flow. When the difference between the front and rear becomes equal to or higher than the set pressure of the spring, the high pressure source 80 Allow supply from.

Further, a decompression control valve 102 as an exhaust valve is connected to the upstream side (high pressure side) of the main passage 91 from the flow restriction device 96. The decompression control valve 102 is a normally closed electromagnetic on-off valve, and faces the outside via the silencer 104.
Tires 64 to 70 are connected to the main passage 91 downstream of the flow restriction device 96 via individual passages 110 to 116. Individual control valves 120 to 126 are provided in the individual passages 110 to 116, respectively. The individual control valves 120 to 126 are normally closed electromagnetic on-off valves. Reference numerals 130 to 136 denote air seals, which are kept airtight while allowing the wheels 10 to 16 to rotate by the air seals 130 to 136.
As described above, since the flow restriction device 96 is provided between the tires 64 to 70 and the pressure reduction control valve 102, the rapid air flow from the tires 64 to 70 to the pressure reduction control valve 102 is suppressed, and the tires 64 to 70. A sudden drop in the air pressure of 70 is suppressed.

The control device 74 includes an execution unit 150, a storage unit 152, an input / output unit 154, and the like. Connected to the input / output unit 154 are a wheel information receiving device 60, a vehicle speed sensor 156 for detecting the traveling speed of the vehicle, an ignition switch 158, a target air pressure setting device 160, an air pressure sensor 161 and the like, and a pneumatic control actuator 72 (each electromagnetic Control valves 92, 102, 120-126 solenoids, compressor 86 electric motor, etc.) are connected via a drive circuit. An informing device 162 and the like are also connected.
The ignition switch 158 is an aspect of a main switch that can be switched between an ON state that allows the vehicle to travel and an OFF state that prohibits the vehicle from traveling.
In the present embodiment, the air pressure sensor 161 is provided not on the individual passages 110 to 116 but on the downstream side (tire side) of the flow restriction device 96 in the main passage 91. When the pressure increase control valve 92 and the pressure reduction control valve 102 are closed, one or more of the individual control valves 120 to 126 are opened, and when the remaining individual control valves are closed, the opened state One or more tire pressures corresponding to the individual control valves can be detected.
The air pressure sensor 161 can also be provided on the upstream side (high pressure side) of the main passage distribution control device 96. In this case, it can also be used as an air pressure sensor for controlling the compressor 86.
The storage unit 152 stores a position information table 163, an air pressure control program represented by the flowchart of FIG. In the position information table 163, identification information 54 included in the wheel information 50 supplied from each of the wheel side devices 20 to 26 is stored in association with position information indicating a relative position of each wheel with respect to the vehicle body.

The notification device 162 includes, for example, a display provided on an instrument panel or the like in the passenger compartment. On the display, information indicating the contents of the air pressure information 56 supplied from the wheel side devices 20 to 26 is displayed. The notification device 162 can also emit sound and voice, and can use an audio device and a navigation system.
The target air pressure setting device 160 includes an operation unit 164 that can be operated by a driver or the like. The operation unit 164 may be configured by a part of a display having a touch panel function, or may be a dial type or a push type provided separately from the display.

The operation of the wheel state acquisition device configured as described above will be described.
In the wheel side devices 20 to 26, the wheel information transmission program represented by the flowchart of FIG. 4 is executed at predetermined time intervals. In step 1 (hereinafter abbreviated as S1. The same applies to other steps), it is determined whether or not it is a transmission timing. If it is the transmission timing, the air pressure is acquired in S2, and in S3. The wheel information 50 including the air pressure information 56 and the identification information 54 representing the air pressure value shown in FIG. 3 is created and transmitted from the transmitting / receiving antenna 36.

In the vehicle body side device 30, the air pressure of each of the tires 64 to 70 is performed in accordance with the execution of the air pressure control program represented by the flowchart of FIG.
In S21, it is determined whether or not the ignition switch 158 has been switched from the OFF state to the ON state. In S22, it is determined whether or not the ignition switch 158 has been switched to the ON state. In S23, whether or not the ignition switch 158 has been switched from the ON state to the OFF state. Is determined.
When the ignition switch 160 is switched from the OFF state to the ON state, the air pressure control at the time of IGON is performed in S24. When the ignition switch 160 is in the ON state, the air pressure control at the normal time is performed in S25, and the ignition switch 158 is turned on. When the state is switched to the OFF state, the air pressure control during IGOFF is performed in S26.

In the normal air pressure control, the air pressure control actuator 72 is controlled based on the air pressure value included in the wheel information 50 received by the wheel information receiving device 60. Based on the identification information 52 included in the wheel information 50 and the position information table 163 (information included in the table), the wheel position of the wheel side device to which the wheel information 50 is transmitted is specified, and the wheel tire at that position is identified. The air pressure is acquired. And it controls so that the air pressure of the tire of the wheel of the position approaches a target value.
The target value of the air pressure is a value determined based on the traveling speed of the vehicle, a value set by the target air pressure setting device 160, or a standard value.

The target air pressure is determined as the target value for high speed when the vehicle's travel speed is greater than or equal to the set time and greater than or equal to the set speed on the high speed side. Determined by value. If it is larger than the set speed for low speed and smaller than the set speed for high speed, even if the standard value is intermediate between the target pressure for high speed and the target pressure for low speed, it becomes a dead zone between them, and the target value is at the target value for high speed In this case, the target value is changed to the target value for low speed when the speed is lower than the set speed on the low speed side, and is set to the target value for high speed when the target speed value for the low speed is exceeded. You can also. The target value of the air pressure determined based on the traveling speed is referred to as a traveling speed corresponding target value.
In addition, a target value of air pressure may be set by a driver's operation of the operation unit 164, but this air pressure is set as an operation corresponding target value.
Further, when the tire air pressure is lower than the abnormal threshold, the target value of the tire air pressure is set to a standard value.

In this embodiment, when the target value corresponding to the traveling speed is determined, or when the target value corresponding to the operation is set, the air pressure of all tires of the front wheels and the rear wheels is controlled so as to approach the target value. When a tire lower than the abnormal threshold is detected, only the tire air pressure of the wheel is increased to the standard value.
Further, control is performed until the air pressure of the tires 64 and 66 of the left and right front wheels 10 and 12 approaches the target value, and then the control is performed until the air pressure of the tires 68 and 70 of the left and right rear wheels 14 and 16 approaches the target value. . Furthermore, in the left and right front wheels and the left and right rear wheels, the left and right wheels control the tire pressure of the wheel whose tire pressure is far from the target value first, and then the right and left tire pressure. Are controlled in common. By doing so, it becomes possible to quickly control the air pressures of the left and right tires to reach the target value.

In the present embodiment, when the actual tire air pressure is smaller than the set value by the air pressure target value, it is determined that there is a pressure increase request, and when the actual air pressure is greater than the set value, the pressure reduction request is issued. It is supposed to be. And when there exists both a pressure increase request | requirement and a pressure reduction request | requirement, the pressure increase control according to a pressure increase request | requirement is performed. When there is a pressure reduction request instead of a pressure increase request, a pressure reduction control is performed according to the pressure reduction request. In this embodiment, the pressure increase request has priority over the pressure decrease request, and pressure increase control according to the pressure increase request is performed with priority.
Further, when there is a pressure increase request or a pressure reduction request based on the travel speed corresponding target value or the operation corresponding target value, the request based on the operation corresponding target value is given priority. The air pressure of each of the tires 64 to 70 is controlled so as to approach the operation-corresponding target value. Furthermore, when a tire whose air pressure is equal to or lower than an abnormal threshold is detected, the highest priority is given to increasing the tire air pressure to a standard value.

The normal air pressure control is determined according to the execution of the normal air pressure control program represented by the flowchart of FIG.
In S51, the traveling speed is detected, and a target value of air pressure (target value corresponding to traveling speed) is determined based on the detected traveling speed. In S52, a target value of air pressure (operation corresponding target value) set by the driver's operation is detected. In S53, the air pressure values of the tires 64 to 70 of the wheels 10 to 16 are acquired. In S54 and 55, it is determined whether there is a pressure increase request or a pressure reduction request.
When there is a pressure increase request, pressure increase control is performed in S56 and thereafter. In S56, a specific wheel that is a wheel to be subjected to pressure increase control (which can be referred to as a specific wheel for normal control. The specific wheel for normal control may be one wheel or may be two or more wheels. The same applies to the control), and the target value is determined in S57.
In S58, a pressure increasing process is performed, and in S59, it is determined whether or not the actual air pressure value is substantially equal to the target value. While the pressure increase control valve 92 is opened and the individual control valve corresponding to the specific wheel is opened, the pressure increase control valve 92, the individual control valve until the actual air pressure value reaches the target pressure. Is kept open. Here, even when the air pressure value acquired based on the wheel information 50 received by the wheel information receiving device 60 is acquired as the actual air pressure, the opening time of the individual control valve reaches the set time. The target value may be reached. The post-control air pressure value is acquired from the pre-control air pressure value and the air pressure increase amount. If the open time of the individual control valve reaches the set time, it can be assumed that the air pressure has increased by the target increase amount. This is because when the time during which the pressure increase control valve 92 and the individual control valve are in the open state is long, the amount of increase in air pressure is greater than when the pressure increase control valve 92 and the individual control valve are short.
When the actual air pressure value approaches the target value, the determination in S59 is YES, and in S60, the pressure increase control valve 92 is closed and the individual control valve is closed. Processing is performed.

  When there is no pressure increase request and there is a pressure reduction request, the pressure reduction control is performed after S61. In S61, a specific wheel that is a pressure reduction control target wheel is determined, and in S62, a target value is determined. In the pressure reduction control, as in the pressure increase control, the operation-corresponding target value has priority over the travel speed-corresponding target value. In S63 and 64, the pressure reducing control valve 102 is opened and the individual valves are opened. When the actual air pressure reaches the target value, the decompression control end process is performed in S65. The decompression control valve 102 is closed, and the individual valves are closed.

The tire air pressure is acquired according to the execution of the air pressure acquisition program represented by the flowchart of FIG. This program is executed at predetermined time intervals, and the latest air pressure of each wheel is stored in the storage unit 152 and is read in S53.
In S71, it is determined whether or not the wheel information 50 is received by the transmission / reception antenna 76. If received, the identification information 54 is read from the wheel information 50, and it is determined whether the identification information 54 is included in the position information table 163 stored in the storage unit 152. That is, it is confirmed that the vehicle is mounted on the vehicle. If it is not included, the air pressure value or the like is not acquired because it belongs to another vehicle.
If it is transmitted from the wheel side devices 20 to 26 of the wheels 10 to 16 of the vehicle, the air pressure value is acquired in S73, and the wheel side device position to which the wheel information 50 is transmitted in S74. Is acquired based on the position information table 163.
Thus, in the present embodiment, the air pressure acquired by wireless communication is used for air pressure control.

Next, position learning will be described. The storage unit 152 stores a position information table 163, and stores the identification information 54 and position information representing the relative position of the wheel side device that transmits the wheel information 50 including the identification information 54 with respect to the vehicle body. The However, when tire rotation is performed, the correspondence between the identification information and the position information changes. If these correspondences change, there arises a problem that the tire pressure value of the wheel at a desired position cannot be acquired. On the other hand, tire low tension is normally performed when the ignition switch 158 is OFF.
Therefore, in the present embodiment, when the ignition switch 158 is switched from the OFF state to the ON state, the identification information and the position information are associated with each other. The association between the identification information and the position information may be referred to as position information being acquired, position learning is performed, or a wheel position is specified.

  In the position learning, the tire air pressure is controlled according to the execution of the IGON air pressure control program represented by the flowchart of FIG. 8, and after the completion of this control, the position learning program represented by the flowchart of FIG. 9 is executed. Here, first, the air pressure control when the ignition switch 158 is switched from the ON state to the OFF state will be described.

When the ignition switch 158 is switched from the ON state to the OFF state, the IGOFF air pressure control program represented by the flowchart of FIG. 10 is executed, and the tires 64 to 70 of all the wheels 10 to 16 have the same air pressure. It is assumed.
In S101, the pressure increase control valve 92 and the pressure reduction control valve 102 are closed, and in S102, all the individual control valves 120 to 126 are opened. Thereby, the air pressure of the tires 64 to 70 becomes the same size. In S103, the air pressure values of the wheels 10 to 16 are acquired by communication, and in S104, it is determined whether or not they have the same magnitude. If the air pressure values are the same, all the individual control valves 120 to 126 are closed in S105, and the air pressure values are stored in S106. This air pressure value is referred to as an IGOFF air pressure value or a reference value.

It is assumed that the same pressure is reached after the time (open time) when the individual valves 120 to 126 are opened exceeds the set time, so that all the individual valves 120 to 126 are closed. Alternatively, it may be assumed that the same pressure is reached when the detection value by the air pressure sensor 161 becomes an air pressure value determined by the air pressure value of each wheel 10 to 16 before the start of control.
In addition to the control of the individual control valves 120 to 126, the pressure increase control valve 92, the pressure reduction control valve 102, and the like are also controlled, so that the air pressure value at the time of IGOFF can be controlled to a predetermined magnitude.
Furthermore, it is not essential to store the air pressure value at the time of IGOFF, but the stored value is more than when the same control is performed when the ignition switch 158 is switched from the OFF state to the ON state. The user can shorten the time required for position learning after the ignition switch 158 is switched to the ON state.

When the ignition switch 158 is switched from the OFF state to the ON state, the IGON air pressure control represented by the flowchart of FIG. 8 is performed. In S121, the air pressure value at IGOFF is read, and in S122, a target value of air pressure for each wheel (referred to as a position learning target value) is determined. In the present embodiment, the target change amount from the air pressure value at the time of IGOFF is determined. For example, as shown in FIG. 11, the tires of the right front wheel 12, the left front wheel 10, the right rear wheel 16, and the left rear wheel 14 The target change amounts 66, 64, 70, and 68 are (+ ΔP1, 0, -ΔP2, and -ΔP3), respectively.
These target change amounts ΔP 1, 0, −ΔP 2, and −ΔP 3 are set as predetermined amounts either at random or by the amount of air stored in the high-pressure tank 88 and the target air pressure setting device 160. It may be an amount determined based on a target value or the like. However, the air pressure value of each of the tires 64 to 70 is desirably a value having a difference greater than the detection error by the air pressure sensor 34. Further, it is desirable to make the air pressure value of the right front wheel 12 the highest. This is because the load applied to the wheel 12 by the rider of the driver increases, and the air pressure value is likely to increase.

In S123, the count value of the counter is set to 1. In S124 to 128, control is performed so that the change amount of the tire air pressure of each wheel becomes the above-described target change amount. In this embodiment, the count value 1 represents the position of the right front wheel, and the count value 2 represents the position of the left front wheel. The count values 3 and 4 are determined in advance so as to represent the positions of the right rear wheel and the left rear wheel, respectively.
In S124, the individual control valve and the pressure increase control valve 92 are opened when increasing the air pressure, and the individual control valve and the pressure reducing control valve 102 are opened when decreasing the air pressure. When the time necessary for changing the target change amount has elapsed, the individual control valve or the like is closed in S126, and the count value of the counter is incremented by 1 in S127.
For example, when the air pressure of the tire 66 of the right front wheel 12 corresponding to the count value 1 is controlled, the pressure increase control valve 92 and the individual control valve 122 are opened, but the air pressure increases by ΔP1. After being kept open for the time required for the pressure increase control valve 92 and the individual control valve 122 are switched to the closed state.
If the air pressure has reached the target value for the tires 64 to 70 of all the wheels 10 to 16, the end flag is set in S129. When the air pressures of the tires 64 to 70 of the wheels 10 to 16 reach the target value during position learning, an end flag indicating that the air pressure control for position learning has ended is set. The end flag can also be referred to as a position learning permission flag indicating that the start of position learning is permitted.

The wheel position is learned after the end flag is set. When the end flag is in the reset state, the determination of S151 in FIG. 9 is NO and S152 and subsequent steps are not executed. However, when the end flag is set, the determination is YES and S152 and subsequent steps. Is executed.
In S152, it is determined whether or not the wheel information receiving device 60 has received the wheel information 50. The position learning is performed based on the wheel information 50 received after the end flag is set (after the position learning air pressure control is ended).
When the wheel information 50 is received, the air pressure value and the identification information are read, and in S154 to 157, it is determined whether or not the air pressure value is substantially the same as the target value at each position learning. . If they are substantially the same, it can be seen that the wheel information is wheel information transmitted from the wheel side device of the wheel at the position controlled so that the air pressure value becomes the target value during position learning. For example, when the air pressure value read from the wheel information 50 received by the wheel information receiving device 60 is approximately PA, the wheel information 50 is the wheel information 50 transmitted from the wheel side device 22 of the right front wheel 12. In S158, the identification information IDA included in the wheel information 50 is stored in association with the position information indicating that it is the front right. Hereinafter, when the air pressure values included in the wheel information are PB, PC, and PD, the identification information IDB, IDC, and IDD included in the respective wheel information is the left front, right rear, and left rear in S159 to 161, respectively. It is stored in association with the position information.
When all the identification information is stored in association with the wheel position, it is determined that the learning has ended, the determination in S162 is YES, and the end flag is reset in S163.
In S164 to 166, end processing is performed. After the position learning is completed, all the individual control valves 120 to 126 are opened for a set time and then closed so that the tires 64 to 70 of the front and rear wheels 10 to 16 have the same air pressure. Pressure.

Thus, in the present embodiment, the tire air pressure control device controls the air pressure values of the tires 64 to 70 of the wheels 10 to 16 at the front, rear, left and right positions to be different from each other. I know. Therefore, according to the air pressure value included in the wheel information received after the air pressure control, it is possible to specify which position of the wheel information is transmitted from the wheel side device of the wheel. Can be associated with position information.
Therefore, even if the tire rotation is performed in the OFF state of the ignition switch 158 and the correspondence between the identification information stored in the storage unit 152 and the position information is changed, the correction can be made.
Further, since the difference in the tire air pressure value for each wheel is larger than the detection error by the sensor, the wheel position can be accurately specified based on the difference in the air pressure value.

In the present embodiment, an actuator control unit is constituted by a part for storing the air pressure control program of FIG. A tire air pressure control device is configured by the actuator control unit, the air pressure control actuator 72, and the like. Further, a switch switching time control unit is configured by a portion that stores S24 and S26 of the tire pressure control device, a portion that executes it, and the like. A control unit is configured.
Furthermore, a position information acquisition apparatus is comprised by the part which memorize | stores the position learning program represented by the flowchart of FIG. The position information acquisition device is also a position information acquisition unit during air pressure control, an air pressure value correspondence acquisition unit, and a switch switching control correspondence position information acquisition unit.

In the above embodiment, it is determined whether or not the air pressure value is substantially the same as the target value at the time of position learning. However, the wheel position is specified based on the magnitude of the air pressure value. You can also In the above-described embodiment, the tire 66 of the right front wheel 12 has the highest air pressure. Hereinafter, the tire 64 of the left front wheel 10, the air pressure of the tire 70 of the right rear wheel 16, and the air pressure of the tire 68 of the left rear wheel 14 will be described in this order. Lower. Therefore, the wheel position can be specified by comparing the air pressure values. In this way, the absolute value of the reference value (the set air pressure at IGOFF) becomes unnecessary. In this case, when the ignition switch 158 is switched from the ON state to the OFF state, or when the ignition switch 158 is switched from the OFF state to the ON state, the individual control valves 120 to 126 are kept open for a set time or longer. After making the air pressures of the tires 64 to 70 of the wheels 10 to 16 the same pressure, the control is performed so that the change amounts of the respective air pressures become different target change amounts, and then the position learning is performed. it can.
Also, the amount of change in air pressure value before and after the air pressure control during position learning is acquired, and position learning is performed based on whether the amount of change is the same as the target amount of change determined for each wheel. You can also. Since the air pressure value before starting air pressure control at the time of position learning is the target value (reference value) at IGOFF and is the same for each wheel, the amount of change in air pressure is obtained by subtracting the reference value from the air pressure value after the end of control Can do. In this embodiment, in steps S154 ′ to 157 ′ of the flowchart of FIG. 12, the change amount ΔP of the air pressure is changed to the target change value ΔP (+ ΔP1, 0, −ΔP2, − Whether or not it is substantially the same as ΔP3) is detected. Since the change amount of the air pressure is different from each other, the wheel position can be specified based on the change amount of the air pressure.
In the present embodiment, the change amount control unit is configured by the part that stores S24 and the part that executes S24 of the control device 74, and the part that stores the position learning program represented by the flowchart of FIG. It can also be considered that a change amount correspondence acquisition unit is configured.

Further, in the above embodiment, the same magnitude is set when the ignition switch 158 is in the OFF state, and after the ignition switch 158 is turned on, the air pressures of the tires 64 to 70 of the wheels 10 to 16 are different from each other. It was controlled to be so, but it could be reversed.
When the ignition switch 158 is turned from the ON state to the OFF state, the air pressures of the tires 64 to 70 of the wheels 10 to 16 are controlled to be different from each other, and when the ignition switch 158 is turned from the OFF state to the ON state, the same magnitude To do.

  In the present embodiment, when the ignition switch 158 is switched from the ON state to the OFF state, the IGOFF-time air pressure control represented by the flowchart of FIG. 13 is performed. In S201, the target value of air pressure of the tires 64-70 of each wheel 10-16 (position learning target pressure) is determined. In S202, the air pressure value of the tires 64-70 of each wheel 10-16 is determined in position learning. The target pressure is controlled. For example, by the same execution as S123 to 128 in the flowchart of FIG. In step S <b> 203, the position learning target pressure is associated with the wheel identification information and stored in the storage unit 152. In the present embodiment, the air pressure values of all the wheels are different from each other and higher than the standard value.

When the ignition switch 158 is switched from the OFF state to the ON state, the IGON air pressure control / position learning program represented by the flowchart of FIG. 14 is executed. In the present embodiment, the air pressure values of the tires 66 to 70 of the wheels 10 to 16 are detected by opening any one of the individual control valves 120 to 126, respectively. Since the storage unit 152 stores the identification information and the air pressure value in association with each other, the position information and the air pressure value are detected in association with each other, so that the position information and the identification information can be associated with each other.
In S221, the count value of the counter is set to 1, and in S222 to 227, the air pressure of the tire 66 of the right front wheel 12 corresponding to the count value 1 is reduced.
In S222, the individual control valve 122 corresponding to the right front wheel 12 is opened, and in S223, the air pressure value is acquired by the air pressure sensor 161. When it is the first time that the air pressure value is acquired at the same count value, the air pressure value and position information (corresponding to the count value) are stored in association with each other in S225. In step S226, the decompression control valve 102 is opened, and in step S227, it is determined whether the standard value has been reached. Before reaching the standard value, S222 to S226 are repeatedly executed. In this case, since it is not the first time that the air pressure value has been detected, the determination in S224 is NO and S225 is not executed. When the standard value is reached, the individual control valve 122 and the pressure reduction control valve 102 are closed in S228, and the count value is incremented by 1 in S229.
Next, in S222 to 227, when the individual control valve 120 is opened, the tire air pressure value of the left front wheel 10 is detected, the air pressure value and the position information are stored correspondingly, and the left front wheel The pressure of the 12 tires 64 is reduced until it reaches the standard value.

For all the wheels 10 to 16 on the front, rear, left and right, the air pressure values and position information of the tires 64 to 70 are stored in association with each other, and when the pressure is reduced to the standard value, the data is stored in the storage unit 152 in S231. Based on the correspondence between the air pressure value and the identification information and the correspondence between the air pressure value and the position information stored in S225, the identification information and the position information having the same air pressure value are stored in association with each other.
For example, when the ignition switch 158 is turned off, the air pressure values of the tires 64 to 70 of the wheels 10 to 16 are set to P1, P2, P3, and P4, respectively, and these air pressure values P1, P2, P3, When P4 and identification information ID1, ID2, ID3, ID4 are stored in association with each other, if the air pressure value before the start of pressure reduction of the tire 64 of the left front wheel 10 is P1, the identification information ID1 and the left front Is stored in association with the position information representing the.

As described above, in this embodiment, when the ignition switch 158 is switched from the OFF state to the ON state, the wheel information acquired by wireless communication is not used and the position information is acquired. There is no need to wait for reception, and position learning can be performed promptly after the ignition switch 158 is switched from the OFF state to the ON state.
Further, when the ignition switch 158 is switched to the OFF state, the pressure is higher than the standard pressure, and when the ignition switch 158 is switched to the ON state, the pressure is reduced to the standard pressure. This reduces the time required when the amount of change is the same, and accordingly, the time required to acquire the position information after the ignition switch 158 is switched to the ON state can be further reduced.

In the present embodiment, the switch-off-time air pressure control unit is configured by the part for storing the IGOFF-time air pressure control program in FIG. 13 of the control device 74, the part to be executed, etc., and S225, 231 of the IGON-time position learning program in FIG. The position information acquisition unit at the time of turning on the switch is constituted by a part for storing the information, a part for executing the information, and the like. The switch OFF air pressure control unit is also a switch switching control unit, and the switch ON position information acquisition unit is also a switch switching position information acquisition unit. Further, it can be considered that the air pressure control unit at the time of switching is constituted by a part for storing S222, 223, 226, 228 in the flowchart of FIG.
Further, the air pressure control unit when the switch is OFF is an air pressure value control unit, and the position information acquisition unit when the switch is ON is also an air pressure value correspondence acquisition unit.
In the present embodiment, it can be considered that when the ignition switch 158 is switched from the OFF state to the ON state, the air pressure control is executed, and the position learning is performed based on the air pressure immediately before the control. It is possible to think that position learning is performed while being executed.

In the above embodiment, the air pressure of the tires 64 to 70 of the wheels 10 to 16 is controlled to be reduced in the order determined by the count value of the counter n. However, the order of the reduced pressure control is not limited.
Further, in the above embodiment, when the ignition switch 158 is OFF, the air pressures of the tires 64 to 70 of all the wheels 10 to 16 are controlled to a value higher than the standard pressure. Is not essential. It may be controlled so that the air pressure values of the tires 64 to 70 of all the wheels 10 to 16 are different from each other, and may be higher or lower than the standard pressure.

Further, when the ignition switch 158 is turned on, when the pressure of the tire of the wheel determined for each wheel is controlled to be reduced, the air pressure information 56 included in the wheel information 50 received by the wheel information receiving device 60. When it is acquired that the air pressure value decreases based on the wheel information, the wheel information is transmitted from the wheel side device of the target wheel (specific wheel at the time of position learning) on which the pressure reduction control is performed. Can be identified. For example, when the air pressure of the tire 66 of the right front wheel 12 is controlled to be reduced by opening the individual control valve 122, it is acquired that the air pressure value decreases based on the air pressure information included in the received wheel information. In this case, it can be seen that the wheel information is transmitted from the wheel side device 22 of the right front wheel 12, and based on that, the identification information and the position information indicating the right front can be associated with each other. . This embodiment is effective when the wheel information 50 is transmitted from the wheel side devices 20 to 26 at a relatively short time interval.
In the present embodiment, in S223, the air pressure values are respectively acquired based on the air pressure information 56 included in the wheel information 50 received by the wheel information receiving device 60. In this case, an individual control unit is configured by a part for storing S222, 226 to 230 in the flowchart of FIG. 14 of the control device 74, a part for executing, and the like, and a part for storing S223, 224, 225, 231 is executed. It can also be considered that the individual change acquisition unit is configured by the part or the like.

The position learning can be performed during the normal air pressure control. In the present embodiment, according to the execution of the normal air pressure control position learning program represented by the flowchart of FIG. 15, the wheel position is learned while the tire air pressure is controlled to the travel speed corresponding target value, the operation corresponding target value, and the like. Done. In this embodiment, it is learned whether the wheel position is the front wheel or the rear wheel. Further, it is not necessary to perform the IGON air pressure control and the IGOFF air pressure control as in the above embodiments.
In S51-55, as in the case of the above embodiment, the travel speed corresponding target value and the operation corresponding target value are acquired, and the actual air pressure is acquired, whether there is a pressure increase request or whether there is a pressure decrease request. It is determined whether or not.
If there is a pressure increase request, it is determined in S300 whether or not position learning has been completed after the ignition switch 158 is turned on this time. If position learning has not ended, position learning is performed in S301 and subsequent steps.
In S301, a specific wheel (specific wheel for normal control) that is a target of pressure increase control is determined. The normal control specific wheel is either the left or right front wheel or the left or right rear wheel, and the left and right front wheels and the left and right rear wheels are controlled in common. In S302, the control amount is limited and reduced. For example, a value (ΔP ^* · γ) obtained by multiplying the target increase amount ΔP ^* , which is the difference between the target value and the actual air pressure, by a ratio γ smaller than 1 is set as one control amount. This is because when the actual air pressure value is acquired by wireless communication, the reliability of the acquired air pressure value is low before the end of the position learning, and therefore, control may be erroneously performed. .

In S303, pressure increase control is performed on the specific control specific wheel. The air pressure of the normal control specific wheel is increased by the control amount determined in S302, and the pressure increase control valve 92 and the individual control valve are opened for a set time and then closed.
After the increase control, wheel information is acquired in S304, and in S305, it is determined whether or not the position information about the wheel whose air pressure is actually increased and the position information of the specific control specific wheel match. The When it is detected that the air pressure is increased based on the air pressure information 56 included in the wheel information 50 received by the wheel information receiving device 60, the identification information 54 included in the wheel information 50 and the time point It is determined whether or not the position information determined based on the position information table 170 shown in FIG. 16 stored in the storage unit 152 matches the position information of the specific wheel for normal control. If they match, the determination in S305 is YES.

For example, when the pressure increase control is performed by opening the individual control valves 120 and 122 and the pressure increase control valve 92 to the left and right front wheels 10 and 12, the air pressure has increased based on the wheel information. When detected, when the wheel positions determined based on the identification information 56 included in the wheel information 50 and the position information table 170 are the left front wheel and the right front wheel (when the identification information is ID1 and ID2). , S305 is YES.
In S306, the pressure increase control for the remaining control amount is performed, and in S307, the identification information 56 included in the wheel information 50 transmitted from the wheel that has been actually pressure-intensified is the position information indicating the specific wheel for normal control. Is associated. In S306, the pressure increase control amount can be set to {ΔP ^* · (1−γ)}. The sum of the pressure increase control amount (ΔP ^* · γ) in S304 and the pressure increase control amount in S306 can be set to the target increase amount ΔP ^* . After the pressure increase control, the individual control valve and the pressure increase control valve 92 are closed. In this case, the correspondence between the identification information and the position information in the position information table 170 remains unchanged.
In S308, the identification information and the position information are stored in association with each other for the left and right front wheels and the left and right rear wheels. In S309, the position learning end flag is set. If position learning is performed on one of the left and right front wheels and the left and right rear wheels, the other can also be identified. Therefore, in S308, the wheel position is identified on the front wheel side and the rear wheel side.

Note that the amount of control is limited in S302, but the ratio γ in that case may be ½.
In S302, the control amount is not always reduced, but can be reduced when the target increase amount ΔP ^* is equal to or larger than the set amount, and can be left as it is when it is smaller than the set amount.
Furthermore, in S304, the wheel information is acquired after the wheel information transmitted from the wheel side devices 20 to 26 periodically (at every set interval) is received, or the transmission / reception antenna on the vehicle body side. The wheel information request information can be transmitted from 76, the wheel information can be transmitted from the wheel side devices 20 to 26 accordingly, and the transmitted wheel information can be received.
In S306, the air pressure value included in the wheel information can be controlled to reach the air pressure target value.

On the other hand, if the position information does not match, the determination in S305 is NO. In S310, the pressure increase control is performed on the normal control specific wheel with the remaining control amount, and in S311, the identification information and the normal control specific information on the control wheel that is actually pressure-intensified (the air pressure has increased). The wheel position information is stored in association with each other.
For example, when it is acquired that the air pressure has increased based on the air pressure information 56 included in the wheel information 50 received by the wheel information receiving device 60, the identification information 56 included in the wheel information 50 is the identification information ID1, In the case of ID3, the wheel position determined based on the position information table 170 is different from the wheel position of the normal wheel for normal control. In this case, the identification information ID1, ID3 is stored in association with the position information indicating that it is a front wheel, and the position information table 170 stored in the storage unit 152 is modified as a table 172.
Thus, when the specific wheel for normal control is one of the left and right front wheels and the left and right rear wheels, the identification included in the wheel information transmitted from the wheel side device of the wheel where the tire air pressure is actually increased Based on the information and the data stored in the storage unit 152, when the position information of at least one of the wheels where the air pressure is actually increased is different from at least one of the position information of the specific wheel for normal control, the identification information And the position information of the normal wheel for normal control are stored in association with each other.

In addition, when the normal control specific wheels are the left and right front wheels or the left and right rear wheels, it is also possible to detect one wheel at a time whether the wheel whose air pressure has been increased based on the wheel information is the normal control specific wheels. In this case, instead of the step of S308, it is determined whether or not the position learning has been completed for all the wheels. When the position learning has been completed for all the wheels, the position learning end flag is set in S309. You can make it.
The same applies to the case where the normal control specific wheel is one wheel. When the specific wheel for normal control is one of the left and right front wheels, the identification information about the wheel on which the pressure increase control is actually performed is stored in association with the position information of the front wheel based on the position information table 170. If the position information is determined to match, and the identification information about the wheel for which the pressure increase control is actually performed is stored in association with the position information of the rear wheel, it is determined that they do not match Can be done. In this case, the identification information of the wheel that is actually pressure-intensified is stored in association with the position information of the front wheel.
In the position information table, as shown in FIG. 16, the identification information and the position information of the front and rear wheels are not stored in association with each other, but are stored in front wheels (right front, left front), rear wheels (right rear, It is also possible to make provisional distinction and storage as in (after left).

On the other hand, when the position learning end flag is set, the determination in S300 is YES, the specific wheel for normal control is determined in S312, and the pressure increase control is performed in S313. In this case, the pressure increase control is not limited.
The same applies to the case where pressure reduction control is performed, and in S314 to 327, position learning is performed while pressure reduction control is being performed.

Thus, in the present embodiment, position learning can be performed during execution of normal air pressure control. Further, when the air pressure control is performed based on the air pressure value received by wireless communication, the air pressure value may be acquired differently before the position learning is performed. On the other hand, since the control amount is limited before the position learning is performed, it is possible to reduce an adverse effect when the air pressure is erroneously controlled.
In the present embodiment, a part for storing and executing S51 to 55, S301 to 303, 306, 310, 312, 313, S315 to 317, S320, 324, 326 and 327 in the flowchart of FIG. The specific wheel control unit is configured by S300, 304, 305, 307, 308, 311, S314, 318, 319, 321, 322, 325, and the specific wheel position information acquisition unit is based on the part to be executed, the part to be executed, and the like. Composed. The specific wheel control unit is also a pneumatic control unit corresponding to a traveling state and the like, and the specific wheel position information acquisition unit is also an in-control position information acquisition unit. Furthermore, a limited control part is comprised by the part which memorize | stores S302,303, S316,317, the part to perform among specific wheel control parts.

Next, a case where position learning is performed for each wheel during normal air pressure control will be described.
In this embodiment, the air pressure of the tires 64 to 70 of the front and rear wheels 10 to 16 is controlled one by one. In the position information table 180 shown in the map of FIG. 18, the storage unit 152 stores the identification information and position information representing the positions of the left and right front and rear wheels in association with each other.
In this embodiment, when it is detected that the air pressure is actually controlled based on the position of the wheel whose air pressure is actually controlled by the air pressure control actuator 72 and the wheel information 50, the identification information included in the wheel information 50 is detected. Whether the position of the wheel determined based on 54 and the position information table 180 matches or is different is determined. If they are different, based on these wheel positions, it is detected whether they are likely to be opposite in the front-rear direction or likely to be opposite in the left-right direction, and then based on the result, control is performed for position learning. A target wheel (specific wheel for position learning) is determined. Then, the air pressure of the tire of the specific wheel for position learning is controlled by the air pressure control actuator 72, and the position determined based on the position of the specific wheel for position learning, the identification information 56 included in the wheel information 50, and the position information table 180. Are determined to be the same or different from each other, and similarly, it is determined whether there is a high possibility that they are opposite in the front and back directions or a possibility that they are opposite in the left and right directions, and the next specific wheel for position learning is determined. . Further, each time, the position information of the specific wheel for position learning and the identification information 56 transmitted from the wheel side device of the wheel whose air pressure is actually controlled are stored in association with each other. This is because the position of the wheel where the tire air pressure is actually changed is the position of the specific wheel for position learning.

The normal air pressure control / position learning program shown in the flowchart of FIG. 17 is executed. Here, the case where the pressure increase control is performed will be described, and the description regarding the case where the pressure reduction control is performed will be omitted. .
In S305, it is determined whether or not the position information of the specific control specific wheel matches. If they do not match, in S351 and S352, whether or not there is a high possibility that rotation (replacement) has been performed between the front wheel and the rear wheel, or rotation has been performed between the left wheel and the right wheel It is determined whether or not the property is high.
For example, when the specific wheel for normal control is the right front wheel 12, the identification information 54 included in the wheel information 50 of the wheel whose pressure is actually increased is ID4, and the identification information ID4 and the position information table 180 If it is determined that the vehicle is the right rear wheel, the position information does not match, so the determination in S305 is NO. The right front wheel, which is a specific control wheel, is likely to have been the right rear wheel before the rotation, and it is highly likely that the right front wheel and the right rear wheel have been replaced. It is highly probable that the rotation was done.

As described above, when there is a high possibility that the rotation has been performed before and after, the specific wheel for position learning is determined according to the rule determined accordingly in S353, and the pressure increase control is performed in S354. In this embodiment, the pressure is increased by a predetermined amount. In S355, wheel information 50 is acquired, and in S356, position learning of the position learning specific wheel (described as a control wheel in the figure) is performed.
In S355, it is determined whether or not the air pressure has increased based on the air pressure information 56 included in the wheel information 50. If it is determined that the air pressure has increased, the wheel information 50 is specified for position learning. The information can be transmitted from the wheel side device of the wheel, and the identification information 54 included in the wheel information 50 is associated with the position information of the specific wheel for position learning. In this embodiment, one wheel is determined as the position learning specific wheel in S353, and the air pressure of one tire is not increased, and the air pressure of the other three tires is not increased. When it is detected that the air pressure has increased based on the wheel information 50 received by the information receiving device 60, it can be assumed that the wheel information 50 is transmitted from the specific wheel for position learning. is there.

  In S357, it is determined whether or not the pressure increase control has been performed for the specific wheel for normal control determined in S305. If pressure increase control is not performed on the normal control specific wheel, the process returns to S351. Similarly, it is determined whether there is a high possibility of being the opposite in front and back, or a high possibility of being opposite in the left and right, and if there is a high possibility that the left wheel and the right wheel have been rotated, the same applies in S358 to 361. Control is performed. In this case, the specific wheel for position learning is determined according to a rule when there is a high possibility that the right and left are opposite.

For example, as described above, when the normal control specific wheel is the right front wheel, as shown in FIG. 18, when rotation A is performed, the wheel subjected to pressure increase control is identified by the identification information ID4. And the position information table 180, the right rear wheel is determined, and therefore does not match the position information of the specific wheel for normal control. In addition, since there is a high possibility that the wheel was the right rear wheel before the rotation, the determination in S351 is YES.
In S353, the specific wheel for position learning is the right rear wheel 16. In S354, the pressure increase control is actually performed on the right rear wheel 16 by opening the individual control valve 126. In S355 and 356, the wheel information is acquired, and the identification information ID2 included in the wheel information 50 when it is acquired that the air pressure has actually increased is stored in association with the position information of the right rear wheel. In this case, since the right rear wheel 16 is not a specific wheel for normal control, the determination in S357 is NO.
Since the wheel position corresponding to the identification information ID2 is right front according to the position information table 180, it is determined in S351 that there is a high possibility that rotation has been performed before and after. In S353, the right front wheel 12 is set as a specific wheel for position learning (target wheel for pressure increase control), and in S355, the position of the right front wheel and the identification information ID4 are stored in association with each other. In this case, the position information table is changed like a table 182. Further, since the right front wheel 12 is a normal wheel for normal control, the determination in S357 is YES.

On the other hand, when rotation B is performed, the wheel position of the wheel for which pressure increase control is actually performed is leftward based on the identification information 54 and the position information table 180 included in the wheel information 50. It is said. In this case, it is considered that there is a high possibility that rotation has been performed before and after.
As in the case described above, in S353 to 355, when the pressure increase control is performed by opening the individual control valve 126 for the right rear wheel 16, the position information and the air pressure representing the right rear wheel 16 increase. The identification information ID4 included in the wheel information 50 when determined is associated. The position information corresponding to the identification information ID4 is the right rear wheel based on the position information table 180. The right rear wheel 16 is not a specific wheel for normal control.
As in the previous case, the determination that the possibility that rotation was performed before and after is high is maintained, so the determination in S351 is YES, and in S353, the specific wheel for position learning is set as the left rear wheel 14, and individually When the control valve 124 is opened, pressure increase control of the tire pressure of the left rear wheel 14 is performed. According to the position information table 180, the position information corresponding to the identification information ID2 included in the wheel information 50 transmitted from the left rear wheel 14 is the right front wheel. Further, the identification information ID2 is stored in association with the left rear position information.
The position information corresponding to the identification information ID2 is the right front wheel based on the position information table 180. Accordingly, as in the previous case, it is considered that there is a possibility that the front and rear are opposite, and in S353, the specific wheel for position learning is the right front wheel 12, and pressure increase control is performed on the right front wheel 12 (individually The control valve 122 is opened), and the identification information ID3 is stored in association with the position information representing the right front wheel. In this case, since the pressure increase control has been performed on the specific wheel, the determination in S357 is YES. The position information table 180 is changed as a table 184.

The same applies when rotation C is performed, and pressure increase control is performed in the order of the right rear wheel 16, the left rear wheel 14, and the right front wheel 12 to perform position learning. In this case, the position information table is corrected as shown in the table 186.
When these rotations A, B, and C are performed, the position learning is not performed for all the wheels. Therefore, the determination in S363 is NO, and the position learning end flag is not set.

Similarly, when rotation D is performed, the identification information 54 and the position information included in the wheel information 50 when it is detected that the air pressure has increased while the specific wheel for normal control is the right front wheel. Since the wheel position determined based on the table 180 is the right rear wheel, it is highly likely that rotation has been performed in the front-rear direction.
The specific wheels for position learning are the right rear wheel 16 and the left rear wheel 14, and the identification information ID3 and ID1 are stored in association with the right rear and left rear position information, respectively. However, since the position determined by the identification information and the position information table 180 is not the front right, which is a specific wheel for normal control, it is highly possible that the left and right are reversed. The determination in S351 is NO, the determination in S352 is YES, and in S358 and 359, the position learning specific wheel is set to the left front wheel 10 and pressure-increasing is controlled (the individual control valve 120 is opened), and position learning is performed. Is done.
Further, since the position corresponding to the identification information ID2 of the left front wheel 10 is based on the position information table 180, it is the right front which is the specific control normal wheel, and therefore, in S352, there is a possibility that the left and right wheels are opposite. In step S358, the specific wheel for position learning is the right front wheel 12. Since the right front wheel 12 is a normal wheel for normal control, the determination in S362 is YES. The position information table is corrected as shown in table 188.
In this case, since position learning has been performed for all the wheels, the determination in S363 is YES, and the position learning end flag is set in S364.
Thereafter, in S363 to 365, all the individual control valves 120 to 126 are opened for the set time, and the air pressures of the tires 64 to 70 of the front and rear wheels 10 to 16 are set to the same height.

In addition, by performing pressure increase control for position learning, when pressure increase control is performed on a wheel that does not originally require pressure increase, a pressure reduction request may be generated and pressure reduction control may be performed. . In this case, the position learning may or may not be completed.
On the other hand, in S305, when it is determined that the wheel is not a normal control specific wheel, the position learning is performed while the same control is performed even when it is determined that the left and right may be reversed. The same applies to the case where position learning is performed while pressure reduction control is performed in response to a pressure reduction request.

Thus, in this embodiment, wheel position learning is performed for each wheel. Therefore, position learning can be performed in detail. In addition, when it is determined that the wheel is not a specific wheel for normal control, it is determined whether there is a high possibility that rotation has been performed before and after, or whether rotation has been performed on the left and right, and depending on the determination result, Since the target wheel whose air pressure is controlled for position learning is determined, position learning can be performed quickly. Furthermore, since it is determined and corrected based on the latest (stored at that time) position information table stored in the storage unit 152 as to whether or not the wheel is a specific wheel, the position information table is accurately created. be able to.
In the present embodiment, the in-control position information acquisition unit is configured by a part for storing S305 and S351 to S362 in the flowchart of FIG. In addition, an individual control unit is configured by a part that stores S351, 353, 354, 358, and 539, and a part that executes it, and an individual acquisition unit is configured by a part that stores S355, 356, 360, and 361, and the like. Is done.

In the above embodiment, since S351 is executed before S352, priority is given to the case where there is a possibility of reverse in the front-rear direction, but this is not essential. It is also possible to give priority to the case where there is a possibility that the left and right are opposite. In this case, the order of execution of S351 and 352 may be reversed.
In addition, if the position information of the specific wheel for normal control and the position information of the control wheel for which the air pressure is actually controlled to be increased, the rotation may have been performed before or after the rotation. It is also possible to individually change the air pressure for each wheel without determining whether or not there is a possibility of being performed. In this case, the specific wheels for position learning may be determined in a predetermined order or may be determined each time.
Furthermore, the order of the wheels in which the air pressure control is performed when there is a possibility that the air pressure is reversed is not limited to the above-described aspect. For example, when it is detected that the air pressure has changed when the position information does not match the position information of the specific wheel, the wheel at the position determined based on the identification information included in the wheel information and the position information table is specified for position learning. It can also be made into a ring. For example, when the wheel position controlled by the pneumatic control actuator 72 is different from the wheel position determined by the identification information 54 and the position information table 180, the wheel at the wheel position determined by the identification information 54 and the position information table 180 is changed. The specific wheel for position learning is used so that the air pressure of the tire is actually controlled by the air pressure control actuator 72. In any case, it is desirable that the order of specific wheel position learning be performed as early as possible.

  In addition, when it is initially determined that the position information does not match the position information of the normal control specific wheel, the position learning specific wheel is determined in an order uniquely determined according to the position of the normal control specific wheel. You can also For example, when the specific wheel is the right front wheel, the determination in S305 is YES, and if there is a possibility that the front and rear are opposite, the pressure increase control is performed in the order of the right rear wheel, the left rear wheel, and the left front wheel. Thus, when there is a possibility that the left and right are opposite, the pressure increase control is performed in the order of the left front wheel, the left rear wheel, and the right rear wheel. In this case, if the determination in S357 is NO, the process returns to S353, and if the determination in S362 is NO, the process returns to S358, and pressure increase control is performed according to the determined order. Further, since the pressure increase control is performed last for the normal control specific wheel, when the determination of S357 or S362 is YES, the determination of S308 is also YES, and the position learning end flag is set. Will be set.

Furthermore, the case where the position learning is performed on the front wheel and the rear wheel and the case where the position learning is performed on each of the front, rear, left, and right wheels has been described, but either one of them may be selectively performed. For example, when position learning is sufficient for front wheels and rear wheels, the position learning program shown in the flowchart of FIG. 15 is executed, and when there is a request for position learning for each wheel, FIG. The position learning program represented by the flowchart can be executed.
Further, when the storage unit 152 stores the identification information of each wheel and the front, rear, left, and right position information correspondingly as in the position information table represented by the map of FIG. If the air pressure is commonly controlled by the left and right front wheels and the left and right rear wheels, and the position information and the identification information of the front and rear wheels are associated with each other, the position learning is performed. Whether or not it is correct can be checked, and if it is not correct, position learning can be performed for each wheel.
As shown in FIG. 19, when position learning is not completed in S300 of the program represented by the flowchart of FIG. 15 described above, when position learning is performed after S301 and after, position learning is completed. In S411, the tire air pressure of the specific wheel for position learning check (for example, the right front wheel 12) is increased by a certain amount. In S412, position information is acquired from the identification information 54 of the wheel information 50 received in the wheel information receiving device 60 and the position learning table 192. In S413, the position and position information of the specific wheel for position learning check are obtained. It is determined whether or not the two match. If they match, S312 and subsequent steps in the flowchart of FIG. 15 are executed. If they do not match, S358 and subsequent steps in the flowchart of FIG. 17 are executed, and position information is acquired for each wheel. In this case, since it is determined whether the wheel belongs to the front wheel side or the wheel belonging to the rear wheel side, there is a high possibility that the wheels are opposite to each other, and therefore, S358 and subsequent steps are executed.

For example, when the position information table 190 of FIG. 20 is modified to the table 192 in accordance with the execution of the position learning program represented by the flowchart of FIG. 15, the air pressure increases when the air pressure of the right front wheel 12 is increased. If the identification information 54 included in the wheel information 50 transmitted from the wheel is ID1, the position information is determined to match and S312 and subsequent steps are executed. If it is not ID1, it is determined that they do not match, and S358 Thereafter, the position information is acquired for each wheel.
Further, one specific wheel for position learning check can be determined for each of the front wheel side and the rear wheel side. By doing so, it is possible to check both the right and left position information on the front wheel side and the right and left position information on the rear wheel side.

The air pressure sensor 161 can also be provided on the upstream side of the flow control device 96 in the air passage 94. It can also be provided in each of the individual passages 110 to 116. Furthermore, the air pressure sensor 161 itself is not essential.
Further, the air pressure control actuator 72 can be operated based on the detection value by the air pressure sensor.
Further, in each of the embodiments described above, the air pressure acquisition and the air pressure control / position learning are performed by one computer, but may be performed by separate computers.
Further, it is not essential that the distribution restriction device 96 is provided.
In addition to the above-described embodiments, the present invention can be carried out in various modifications and improvements based on the knowledge of those skilled in the art.

It is a figure showing the whole vehicle provided with the air pressure acquisition device as a wheel state acquisition device which is one example of the present invention. It is a figure which shows the said air pressure acquisition apparatus notionally. It is a figure which shows notionally the wheel information transmitted from the wheel side apparatus of the said air pressure acquisition apparatus. It is a flowchart showing the wheel information creation transmission program memorize | stored in the memory | storage part of the said wheel side apparatus. It is a flowchart showing the air pressure control program memorize | stored in the memory | storage part of the vehicle body side apparatus of the said air pressure acquisition apparatus. It is a flowchart showing a part of said air pressure control program. It is a flowchart showing the air pressure acquisition program memorize | stored in the memory | storage part of the said wheel side apparatus. It is a flowchart showing a part of pneumatic control program of FIG. It is a flowchart showing the position learning program memorize | stored in the memory | storage part of the said vehicle body side apparatus. It is a flowchart showing a part of pneumatic control program of FIG. It is a figure which shows notionally the state of the air pressure of the tire of each wheel controlled according to execution of the said air pressure control program. It is a flowchart showing another position learning program memorize | stored in the memory | storage part of the said vehicle body side apparatus. It is a flowchart showing a part of another pneumatic control program memorize | stored in the memory | storage part of the said vehicle body side apparatus. It is a flowchart showing the air pressure control and position learning program at the time of IGON memorize | stored in the memory | storage part of the said vehicle body side apparatus. It is a flowchart showing another normal time air pressure control and position learning program stored in the storage unit. It is a map showing the positional information table memorize | stored in the said memory | storage part. It is a flowchart showing another normal time air pressure control and position learning program stored in the storage unit. It is a figure which shows notionally the order by which an air pressure is pressure-intensified according to execution of the said program. It is a flowchart showing a part of another normal time air pressure control / position learning program stored in the storage unit. It is a map showing another position learning table memorize | stored in the said memory | storage part.

Explanation of symbols

  20 to 28: Wheel side device 30: Vehicle side device 34: Air pressure sensor 38: Wheel information creation device 64 to 70: Tire 72: Air pressure control actuator 74: Control device 120 to 126: Individual control valve 158: Ignition switch 160: Air pressure Target value setting device 152: storage unit 161: air pressure sensor 170, 172, 180 to 188, 190: position information table

Claims (10)

A wheel state acquisition device that acquires the wheel state of each of the plurality of wheels by receiving wheel information wirelessly transmitted from each of the plurality of wheel side devices provided on each of the plurality of wheels. And
Each of the wheel side devices includes the wheel information including at least one of an air pressure detecting device that detects an air pressure of a tire of the wheel, air pressure information based on the air pressure detected by the air pressure detecting device, and identification information representing itself. Including a wheel information transmission device for wireless transmission,
The vehicle body side device receives at least one wheel information receiving device that receives wheel information transmitted from each of the plurality of wheel side devices; and a tire pressure control device capable of controlling the tire air pressure of each of the plurality of wheels; A wheel state acquisition device comprising: a position information acquisition device for acquiring position information relating to a position of each wheel provided with the wheel side device with respect to a vehicle body using the tire pressure control device.   The tire pressure control device controls the air pressure of at least one of the plurality of wheels by controlling the air pressure control actuator capable of controlling the tire pressure of each of the plurality of wheels and the air pressure control actuator. An air pressure at which the position information acquisition device acquires the position information based on the wheel information received by the wheel information reception device after at least the control of the air pressure by the tire air pressure control device is started. The wheel state acquisition device according to claim 1, comprising a control position information acquisition unit.   The actuator control unit includes a change amount control unit that changes the air pressure of two or more tires of the plurality of wheels by different amounts, and the air pressure control position information acquisition unit is an air pressure by the tire air pressure control device. The wheel state according to claim 2, further comprising: a change amount corresponding acquisition unit that acquires the position information based on a change amount of an air pressure value included in wheel information received by the wheel information receiving device before and after the change of the vehicle wheel. Acquisition device.   The actuator control unit includes an individual control unit that changes the air pressure of two or more tires of the plurality of wheels one by one at different times, and the air pressure control position information acquisition unit includes at least the tire 4. The wheel state acquisition device according to claim 2, further comprising an individual change acquisition unit that acquires the position information based on wheel information received by the wheel information reception device after the start of a change in air pressure by the air pressure control device.   The actuator control unit includes an air pressure value control unit for controlling the tire air pressure of each of the plurality of wheels to be different from each other, and the air pressure control position information acquisition device is configured to control the air pressure by the tire air pressure control device. 5. The air pressure value correspondence acquiring unit according to claim 2, further comprising an air pressure value correspondence acquiring unit that acquires the position information based on an air pressure value included in the wheel information received by the wheel information receiving device after being controlled. Wheel state acquisition device.   The tire pressure control device controls the air pressure of the at least one tire among the plurality of wheels based on at least one of a vehicle running state, a vehicle state, and a road state, etc. The position information acquisition device acquires the position information based on the wheel information received by the wheel information reception device during the control of the air pressure of the at least one tire by the air pressure control unit corresponding to the running state and the like. The wheel state acquisition device according to any one of claims 1 to 5, further comprising a position information acquisition unit during control such as traveling state to be performed.   The air pressure control unit corresponding to the running state or the like controls the air pressure of the at least one tire so that the control amount of the air pressure does not exceed a set amount until the position information is acquired by the position information acquisition device. The wheel state acquisition device according to claim 6, comprising a restricted control unit.   The tire pressure control device includes a specific wheel control unit that controls a tire pressure of a specific wheel that is a control target wheel determined based on at least one of a vehicle running state, a vehicle state, and a road state, Specific wheel position information in which the position information acquisition device acquires the position information based on information on the specific wheel and wheel information transmitted from a wheel side device of a wheel whose air pressure is actually controlled by the specific wheel control unit. The wheel state acquisition device according to any one of claims 1 to 7, including an acquisition unit.   When the tire pressure control device is switched from the OFF state to the ON state, the main switch that can be switched between an ON state that allows the vehicle to travel and an OFF state that prohibits the traveling is switched from the ON state to the OFF state. A switch switching control unit that controls the air pressure of at least one tire of the plurality of wheels in at least one of the case of being switched to a state, and the position information acquisition device is at least when the switch is switched The wheel state acquisition device according to any one of claims 1 to 8, further comprising a switch-switching control-compatible position information acquisition unit that acquires the position information based on control of air pressure by the control unit. Each of the plurality of wheels when the tire pressure control device switches from the ON state to the OFF state when the main switch that can be switched between an ON state that allows the vehicle to travel and an OFF state that prohibits the traveling of the vehicle. A switch OFF-time air pressure value control unit for controlling the tire air pressure to different magnitudes, and the position information acquisition device has the air pressure value controlled by the switch OFF air pressure value control unit. And a storage unit that stores the identification information of the tire wheel in association with each other, at least one vehicle body side air pressure detection device that can detect the air pressure of the plurality of tires, and the switch is switched from an OFF state to an ON state The detected value by the vehicle body side air pressure detecting device and the air pressure value and identification information stored in the storage unit Zui and wheel state obtaining apparatus according to any one of claims 1 to 9 and a position information acquiring unit when the switch is ON for acquiring the position information.

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