JP2006111204A - Wheel information processing system, wheel side wheel information processing device, and vehicle body side wheel information processing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel information processing system capable of easily recognizing the corresponding of a wheel to the wheel fitting position without providing any new sensor or the like even after the rearrangement or replacement by purchase of the wheel is performed. <P>SOLUTION: The direction of deformation of a diaphragm of a pneumatic sensor is directed toward the wheel width direction. The diaphragm is deformed under the working force when a vehicle 10 makes a turn, and the detected pressure is drifted. When the pneumatic sensor is arranged at the same position of the structure of a wheel 14, the drift increasing/decreasing direction of the detected pressure becomes opposite between the right and left wheels 14 by the turn of the vehicle 10. Since the steering angle is present during the turn of the vehicle, the drift of the front wheel 14 is smaller than the drift of the rear wheel 14. An ECU 42 compares the detected pressure provided from each wheel 14 and recognizes the fitting position of the wheels 14 after the running state of the vehicle 10 recognizes the turning direction of the vehicle 10. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a wheel information processing system, a wheel side wheel information processing apparatus, and a vehicle body side wheel information processing apparatus, and more particularly to an improvement in technology for easily performing individual recognition of a wheel mounted on a vehicle body.

  If the vehicle is run for a long time with the wheels at low pressure or high temperature, the reliability of the wheels may be impaired. Therefore, a technique for appropriately monitoring the air pressure, temperature and other conditions of each wheel is desired. The monitoring result of the state of each wheel is considered to be applied to the anti-lock brake optimum control and the wheel type identification, etc. in addition to the prediction of reliability degradation, wheel replacement, and wheel rotation timing.

  In order to know the state of each wheel, a technique is known in which a sensor and a transmitter are provided in each wheel, and information such as air pressure detected by the sensor is transmitted to the receiver on the vehicle body side by the transmitter. An ID, which is identification information, is assigned in advance to the transmitter provided on each wheel. On the basis of the ID, the wheel that transmitted the information on the vehicle body side is the left front wheel, the right front wheel, the left rear wheel, and the right rear. It is possible to specify which of the rings. In order to specify this position, the ID of each wheel and the positional relationship between the wheels are correctly associated when the vehicle is shipped from the factory. For example, Patent Document 1 discloses a registration support technique capable of efficiently registering wheel IDs with vehicle bodies at the time of factory shipment.

  However, after the vehicle is sold, if the user rotates the wheel or replaces the wheel, the correspondence between the ID and the wheel position is lost. As a result, there is a problem that information transmitted from the transmitter of the wheel cannot be identified from which wheel, and management of each wheel cannot be performed. If you want to manage the wheel continuously after wheel rotation or replacement, you must bring the vehicle to the factory or dealer again and register the ID of the newly installed wheel according to the wheel mounting position. It was. There is a problem that this registration work is troublesome and imposes a burden on the user.

Therefore, a technique has been proposed in which an acceleration sensor is provided on each wheel, and a wheel mounting position is determined based on a detected value of the acceleration sensor during steering (for example, Patent Document 2).
JP 2004-106570 A JP-T-2002-531319

  However, although the technique of the above-mentioned patent document 2 is an effective technique for solving the drawbacks in patent document 1, on the other hand, it is necessary to arrange an acceleration sensor on each wheel only for identifying the mounting position of the wheel. There is a problem that the wheel cost increases.

  Therefore, the present invention has been made in view of the above-described circumstances, and can easily recognize the correspondence between a wheel and a wheel mounting position without providing a new sensor or the like even after wheel rotation or replacement. An object is to provide a wheel information processing system that can be used. Moreover, it aims at providing the vehicle body side wheel information processing apparatus and wheel side wheel information processing apparatus which can be utilized for this wheel information processing system.

  The present invention relates to a wheel information processing system for recognizing a mounting position for each wheel based on information provided from the wheel side device arranged on each wheel to the vehicle body side device, and is included in each wheel side device, A sensor that detects the air pressure of an air chamber that is disposed at the same position and is formed by a tire and a wheel rim, in which the pressure detection value drifts according to the running state of the vehicle, and the pressure detection value detected by the air pressure sensor An information providing unit that provides information based on the information to the vehicle body side device, an information acquisition unit that is included in the vehicle body side device and acquires information provided from each information providing unit, and information acquired by the information acquisition unit A wheel position identification unit that identifies a wheel position of the wheel side device in the vehicle body based on the drift of the detected pressure value and the traveling state of the vehicle.

  Here, the wheel mounting position may be only the left and right of the front wheels and the left and right of the rear wheels, and may further include a spare wheel storage part. The air pressure sensor is a sensor that detects the air pressure of the air chamber formed by the wheel tire and the wheel rim, and the pressure detection value is determined by the acting force generated on the wheel according to the running state of the vehicle. This air pressure sensor can drift within the allowable air pressure range. This air pressure sensor can be disposed, for example, in the vicinity of a valve for taking in and out air. Further, the information providing unit can also be arranged, for example, in the valve portion. When the air pressure sensor is located at the same position with respect to the wheel structure, when mounting the wheel on the left and right sides of the vehicle body, the position of the air pressure sensor becomes the left and right target position, and when the pressure detection value drifts, Drift will occur. Further, since turning is performed on the front wheels when turning, different turning accelerations are shown on the front wheels and the rear wheels. As a result, the acting force generated at the front wheel is smaller than the acting force generated at the rear wheel, and a different drift is generated. The right and left wheels and the front and rear wheels can be identified by recognizing the pressure detection value in consideration of the change in the drift amount.

  According to this aspect, it is possible to determine the mounting position of the wheel using the sensor that detects the air pressure of the air chamber of the wheel, and without increasing the type or number of sensors, the ID for identification can be determined. It is possible to recognize the mounting position of the wheel without giving such as.

  In the above aspect, it is preferable that the air pressure sensor drifts due to acceleration generated when the vehicle turns.

  When the vehicle turns while traveling, the turning acceleration generated during turning is generated in the same direction with respect to the left and right wheels. However, as described above, since the arrangement of the air pressure sensors is the target position on the left and right wheels, the drift generated by each air pressure sensor during turning is in the opposite direction. As a result, the left and right wheels can be clearly identified when the vehicle turns. In addition, the front and rear wheels also steer, whereas the rear wheels do not steer, so the amount of drift is clearly different when turning. As a result, the front, rear, left and right wheels can be identified.

  Moreover, in the said aspect, it is preferable that an air pressure sensor is a diaphragm type and the deformation direction of a diaphragm is a wheel width direction.

  The diaphragm type air pressure sensor easily reacts to a change in acting force caused by a change in the running state of the vehicle and generates a drift. Further, by making the deformation direction of the diaphragm the wheel width direction, it is possible to react to changes in the running state of the vehicle while eliminating the influence of the centrifugal force generated when the wheels rotate. In particular, when the vehicle is turning, the deformation direction of the diaphragm is set to the wheel width direction, so that the generation of a slight acting force generated by the acceleration of the turning can be reflected sensitively to the deformation of the diaphragm.

  In the above aspect, the air pressure sensor preferably has an amplifying means for amplifying the drift amount. The drift amount amplification means may be, for example, a device that amplifies a minute drift amount electrically or a device that mechanically amplifies the amount of drift. In the case of mechanical amplification, for example, by attaching a weight to the deformed portion of the sensor, the action force generated by the turning acceleration can be increased, and the occurrence of drift for each wheel can be clarified. In addition, when weight is added, there is an advantage that sensitivity can be easily adjusted as necessary.

  Further, in the present invention, the vehicle body side wheel information processing device is a sensor that detects an air pressure of an air chamber that is disposed at the same structural position on a wheel and is formed by a tire and a wheel rim, and is a pressure detection value when the vehicle turns. An air pressure sensor, and an information providing unit for providing information based on a pressure detection value detected by the air pressure sensor to a vehicle body side device, the air pressure sensor amplifying a drift amount when the vehicle turns It is good also as what has.

  In the present invention, the wheel-side wheel information processing apparatus includes an information acquisition unit that acquires information from an air pressure sensor in which a pressure detection value drifts when the vehicle turns, and a pressure that is recognized by information acquired by the information acquisition unit. A wheel position identification unit that identifies a wheel position of the wheel side device in the vehicle body based on the drift of the detected value and the traveling state of the vehicle may be included.

  In addition, what combined each element mentioned above suitably, what was rearranged, and what represented this invention in different expression forms, such as a method, can also be contained in the range of the invention which requires protection by a patent by this patent application.

  According to the present invention, it is easy to associate a wheel with a wheel mounting position even after a wheel rotation or replacement by using an existing sensor without adding a new wheel identification sensor to the wheel. It is possible to provide a system and apparatus for recognizing in

  Hereinafter, an embodiment of the present invention (hereinafter referred to as an embodiment) will be described with reference to the drawings.

  FIG. 1 is a conceptual explanatory diagram of a vehicle 10 including the wheel information processing system of the present embodiment. The vehicle 10 includes a vehicle body 12, a wheel 14 a provided on the right front side (FR) of the vehicle body 12, a wheel 14 b provided on the right rear side (RR) of the vehicle body 12, and a wheel 14 c provided on the left front side (FL) of the vehicle body 12. A wheel 14d provided on the left rear (RL) of the vehicle body 12, and a spare wheel 14e loaded in the rear housing portion (SP) of the vehicle body 12. Hereinafter, the right front wheel 14a, the right rear wheel 14b, the left front wheel 14c, the left rear wheel 14d, and the spare wheel 14e are collectively referred to as “wheel 14” as necessary. Moreover, it may only call the wheels 14a, 14b, 14c, 14d, and 14e.

  In the front wheels 14a and 14c, the steering operation of the steering wheel 18 constituting the steering device 16 is transmitted via the steering shaft 20 and the gear box 22, and is controlled to be steered in a desired direction.

  Each wheel 14 is provided with wheel side devices 24a, 24b, 24c, 24d, and 24e, respectively. Hereinafter, when referring to an arbitrary wheel side device, it is referred to as a wheel side device 24. As shown in detail in FIG. 2, the wheel side device 24 includes a pressure sensor 28 for detecting the pressure in the wheel on the circuit board 26, that is, the air pressure of the air chamber formed by the tire and the wheel rim, and the temperature in the wheel. Sensors such as a temperature sensor 30 to be detected, an information processing unit 32 that processes information acquired by these sensors as needed, and information output from the information processing unit 32 as wheel information on the vehicle body 12 side An information transmission unit 34 that functions as an information providing unit for transmission is mounted. The information processing unit 32 has information such as wheel size, wheel ID, and wheel mounting timing, which is unique information of the wheel 14, and information acquired by the air pressure sensor 28 and the like is transmitted via the information transmission unit 34. It can be included when transmitting to the vehicle body 12 side.

  In addition, this wheel side apparatus 24 can be arrange | positioned in the part of the valve | bulb 36 provided in the wheel 14, as shown in FIG.

  On the other hand, as shown in FIG. 1, the vehicle body 12 is provided with an information receiving unit 40 that functions as an information acquisition unit of the vehicle body side device 38 and receives wheel information transmitted from the wheel side information transmitting unit 34. The reception information is provided to an electronic control unit (ECU) 42 that is included in the vehicle body side device 38 and functions as a wheel position recognition unit. The ECU 42 acquires the mounting position of the wheel 14 and information related to the wheel 14 based on the acquired information. Moreover, you may make it perform control regarding various wheels 14 as needed. Further, the ECU 42 is provided with various information indicating the traveling state of the vehicle 10. For example, a steering angle signal that is disposed inside the steering column 44 and that indicates the steering angle of the steering wheel 18 is input. Further, information from the acceleration sensor 46 disposed at an arbitrary position of the vehicle body 12 may be input.

  As shown in FIG. 2, the air pressure sensor 28 in the present embodiment is a diaphragm sensor, and the diaphragm 28a is exposed on the pressure space side in the wheel 14, that is, on the air chamber side formed by the tire and the wheel rim. . The deformation direction of the diaphragm 28a is arranged, for example, at a right angle to the circuit board 26 so as to face the wheel width direction. The diaphragm type air pressure sensor 28 according to the present embodiment includes a diaphragm 28a and a base 28b facing each other through a slight gap, and electrodes are provided on opposing surfaces of the diaphragm 28a and the base 28b. Here, when the diaphragm 28a is deformed, the potential between the electrodes changes. Therefore, based on the change in potential, the deformation of the diaphragm 28a, that is, the pressure change in the air chamber of the wheel 14 can be detected. Specifically, when the air pressure in the air chamber of the wheel 14 exceeds a predetermined value, for example, 200 kPa, the diaphragm 28a is concavely deformed. Further, when the air pressure in the air chamber of the wheel 14 falls below a predetermined value, for example, 200 kPa, the diaphragm 28a is convexly deformed. The information processing unit 32 recognizes the state of air pressure in the air chamber in the wheel 14 based on the change in the potential between the electrodes, and transmits it to the vehicle body side device 38.

  By the way, when the wheel 14 rotates at high speed as the vehicle travels, a centrifugal force is generated in the wheel 14 in the radial direction of the wheel 14, but the direction of deformation of the diaphragm 28a is the direction along the wheel width direction as described above. Therefore, the deformation of the diaphragm 28a due to the centrifugal force generated when the wheel 14 is rotated can be suppressed, and the detection accuracy of the air pressure sensor 28 can be prevented from being lowered.

  In the present embodiment, the wheel information processing system can recognize the position of the wheel 14 where the air pressure sensor 28 is arranged based on the pressure detection value of the air pressure sensor 28. Hereinafter, a specific recognition method will be described.

  The vehicle 10 is accelerated by a change in traveling state. For example, turning acceleration is generated by turning right or left during traveling. This turning acceleration also acts on the air pressure sensor 28 arranged on each wheel 14 so that the deformation direction is directed in the wheel width direction. Normally, the valve 36 of the wheel 14 is arranged so as to face the outside of the wheel 14, and therefore, in the case of FIG. 2, the wheel side device 24 arranged on the right wheel is illustrated. When the vehicle 10 that has been traveling straight ahead starts turning right and a turning acceleration occurs, a leftward acting force is generated on the diaphragm 28a according to its mass. As a result, the diaphragm 28a is deformed to the convex deformation side, and the pressure detection value of the air pressure sensor 28 becomes small. On the contrary, when the vehicle 10 turns left, the diaphragm 28a receives the acting force in the right direction in FIG. 2 and deforms to the concave deformation side, and the pressure detection value of the air pressure sensor 28 increases. That is, the detected pressure value drifts as the vehicle 10 turns despite the fact that the air pressure in the wheel 14 has not changed. In particular, by disposing the air pressure sensor 28 at the same structural position in the vehicle 10, the pressure detection value of the right wheel 14 decreases and the pressure detection value of the left wheel 14 increases when turning right. When turning left, the pressure detection values of the left and right wheels 14 drift in reverse. This drift phenomenon also occurs on the left and right of the rear wheels. Therefore, for example, when the ECU 42 recognizes the turning direction of the vehicle 10 based on information obtained from a steering angle sensor or the like, the ID indicating the wheel mounting position to the wheel side device 24 that has transmitted the information of the pressure detection value. Even when the wheel 14 is not attached, or when the mounting position of the wheel 14 is rotated or newly mounted, it is possible to recognize at least the right wheel of the vehicle 10 by recognizing the drift state of the current pressure detection value. It is possible to determine whether the information is transmitted from 14 or the information transmitted from the left wheel 14.

  4A to 4C are explanatory views conceptually showing changes in the pressure detection value of the air pressure sensor 28. FIG. FIG. 4A shows a pressure detection value of the air pressure sensor 28 when the vehicle 10 is in a stopped state or traveling forward or backward. As described above, in the present embodiment, the air pressure sensor 28 is arranged so that the deformation direction of the diaphragm 28a faces the vehicle width direction. Therefore, when the vehicle 10 travels straight, no turning acceleration occurs. The air pressure sensors 28 output pressure detection values of the wheels 14a to 14e without drift. In the present embodiment, for simplification of description, the air pressures of the front and rear wheels 14 are assumed to be uniform and stable. In general, the air pressure of the spare wheel 14e is set to be higher than that of the normally mounted wheels 14a to 14d. In the present embodiment, the air pressure of the spare wheel 14e will be described as the same air pressure as the wheels 14a to 14d.

  As shown in FIG. 4A, when the vehicle 10 is in a stopped state or traveling straight forward or backward, no turning acceleration is generated. Therefore, each air pressure sensor 28 has no drift of each of the wheels 14a to 14e. Outputs the pressure detection value indicating the air pressure.

  FIG. 4B shows a state in which the vehicle 10 makes a right turn and the pressure detection value of the air pressure sensor 28 is drifting. The spare wheel 14e laid in the storage section at the bottom of the trunk room is not affected by the turning acceleration because the deformation direction of the diaphragm 28a is directed vertically with respect to the vehicle body 12. Therefore, no drift occurs and the detected pressure value of the spare wheel 14e does not change. On the other hand, as described above, the right and left wheels 14a and 14b receive a leftward acting force due to the influence of the turning acceleration, and the diaphragm 28a is convexly deformed, so that the pressure detection value decreases.

  Here, the drift amount of the pressure detection value of the right front wheel 14a is smaller than the pressure detection value of the right rear wheel 14b. This is because the right front wheel 14a is steered for turning and has a steering angle, so that the turning acceleration is smaller than that of the right rear wheel 14b.

  On the other hand, in the left front wheel 14c and the left rear wheel 14d in which the air pressure sensor 28 is in the opposite positional relationship to the right front wheel 14a and the right rear wheel 14b, the pressure detection value drifts in an increasing direction due to the right turn. Also in this case, there is a difference in drift amount depending on the steering angle between the front wheels and the rear wheels. That is, when the vehicle 10 is making a right turn, the detected pressure values of the wheels 14a to 14e show different drifts.

  FIG. 4C shows a drift state of the detected pressure value when the vehicle 10 makes a left turn. In this case, since the direction of turning acceleration is opposite to that when turning right, the pressure detection values of the right front wheel 14a and the right rear wheel 14b drift to the increasing side, and the left front wheel 14c and the left rear wheel 14d. The detected pressure value drifts to the decreasing side. Also in this case, the drift amount of the front wheel side wheel 14a and the wheel 14c is smaller than that of the rear wheel side wheel 14b and the wheel 14d.

  In the present embodiment, as shown in FIGS. 4A to 4C, the case where the air pressures of the wheels 14a to 14e are equal has been described as an example, but even when the air pressures of the individual wheels 14a to 14e are different, The pressure detection value is compared before and after the start of turning, and if it is not drifting before and after turning, it is determined as a spare wheel 14e. For example, a wheel drifting in a decreasing direction before and after turning right is The right wheel can be determined. Furthermore, it can be determined that the one with the small drift amount is the right front wheel 14a and the one with the large drift amount is the right rear wheel 14b. The same applies to the left wheels 14c and 14d.

  Thus, in the present embodiment, the ECU 42 of the vehicle body side device 38 is provided from the wheel side device 24 of each wheel 14 after recognizing whether the traveling state of the vehicle 10 is turning right or turning left. By comparing the detected pressure values, it is possible to determine and recognize which mounting position the wheel side device 24 that has transmitted the detected pressure value is. In the above description, an example in which the turning direction of the vehicle 10 is determined based on information from the steering angle sensor has been described. However, if the turning direction can be recognized, the recognition method is arbitrary. For example, the vehicle 10 may be used for other purposes. Even if the turning direction of the vehicle 10 is acquired based on information from a mounted acceleration sensor or the like, the same effect as in the present embodiment can be obtained. Moreover, although the example which uses a diaphragm type sensor as the air pressure sensor 28 was demonstrated, as long as it is a sensor which a pressure detection value drifts according to the driving | running | working state of a vehicle, especially a turning state, it uses other types of air pressure sensors. The same effect as this embodiment can be obtained.

  That is, it is possible to easily determine the mounting position of the wheel 14 using an existing air pressure sensor without providing a new sensor. In the above description, the example in which the diaphragm 28a is arranged at right angles to the circuit board 26 has been described. However, if the deformation direction of the diaphragm 28a is the wheel width direction, the arrangement posture is arbitrary and the same detection is performed. Can do.

  By the way, the turning acceleration generated during turning is not so large. Furthermore, a normal air pressure sensor is reduced in weight so as not to be affected by external force as much as possible. Therefore, the acting force acting on the air pressure sensor 28 at the time of turning is small, and the accompanying drift is very small. Therefore, when determining the wheel mounting position based on the drift amount as in this embodiment, it is preferable to have an amplifying means for amplifying the drift amount. This amplifying means may amplify the pressure detection value electrically by a signal amplifier or the like, but the drift amount can be easily amplified by attaching a weight 48 to the diaphragm 28a as shown in FIG. The weight 48 can exert an influence on the turning acceleration without greatly affecting the detection of the air pressure of the wheel 14. That is, when the mass of the diaphragm 28a is increased, the acting force when the turning acceleration is generated is increased, and as a result, the drift amount can be increased. The weight 48 can arbitrarily select a mass, and can appropriately select a mounting mass in accordance with the characteristics of the wheel 14 to adjust a drift amount, that is, a sensitivity adjustment of wheel mounting position recognition. Can do.

  Further, when designing the air pressure sensor 28, the same effect as the state in which the weight 48 is attached can be obtained by appropriately selecting the thickness and material of the diaphragm 28a itself.

Note that the air pressure sensor 28 originally provided on the wheel 14 mainly determines whether or not the air pressure of the wheel 14 is an appropriate value, and warns when the air pressure of the wheel 14 falls below an allowable value. Etc. are output. For example, assuming that an alarm is issued when the air pressure drops by 25% from the normal air pressure, that is, the set air pressure, for example, when the normal air pressure is 200 kPa, a decrease of 50 kPa occurs, an air pressure decrease alarm is issued. Become. If the pressure receiving area of the element of the general air pressure sensor 28 is 1.0 × 10 ⁻⁴ m ² , an alarm is issued when a drift equivalent to 5N is detected, but further 600 sec after reaching 50 km / h. If the drift continues during this period, the determination accuracy can be improved by determining that the air pressure is reduced.

  On the other hand, the mass of the weight 48 that generates a drift equivalent to 5N by the turning acceleration is 5N / 9.8 = 0.5 kg. Since the weight 48 actually used can be assumed to be, for example, about 0.5 to 1.0 g, for example, when 1.0 g of the weight 48 is used, the mass of the weight 48 that generates a drift equivalent to 5N is used. There is a two-digit difference. Therefore, it is possible to clearly distinguish a change in the pressure detection value due to a decrease in the air pressure of the wheel 14 from a change in the pressure detection value due to a drift that occurs during turning.

By the way, when the information of the pressure detection value of the air pressure sensor 28 is transmitted from the wheel side device 24 to the vehicle body side device 38 via the information transmitting unit 34, it is performed by a battery built in the wheel side device 24. Since transmission by the information transmission unit 34 consumes a large amount of power, it is preferable to perform transmission work intermittently in a short time by collecting necessary information. Therefore, in this embodiment, as schematically shown in FIG. 5, continuous pressure detection values acquired by the air pressure sensor 28 are cut out at an arbitrary time interval Δt, and the cut-out data is converted into a function using time as a parameter. Yes. For example, in the case of a cubic function, ax ³ + bx ² + cx + d = 0. Then, it transmits the acquisition start time of the extracted data when the t _s, the coefficient of the function of the acquisition start time t _s and time a, b, c, the ECU42 the body-side device 38 as the data of the bunch in combination d I am doing so. In FIG. 5, the pressure detection value is schematically shown by a curve.

  On the other hand, the ECU 42 restores the received data as a function and places it on the time axis. The last measured value of the data to be cut out is matched with the first measured value to be cut out next, and functions based on the data transmitted at intervals of Δt are sequentially added and connected. As a result, the ECU 42 can recognize the continuous pressure detection value acquired by the air pressure sensor 28 in spite of data transmission such as intermittent coefficients. After the function is restored by the ECU 42, the pressure detection values as described with reference to FIGS. 4A to 4C are compared, and the mounting position of the wheel 14 is estimated and recognized. Of course, the ECU 42 monitors the air pressure state of the wheel 14 based on information inherently included in the pressure detection value. Note that the power consumption between Δt is, for example, data transmission: pressure measurement = about 24: 1, and the number of data transmissions is reduced even when the information processing unit 32 of the wheel side device 24 performs functionalization processing. By doing so, a significant power saving effect can be obtained.

  The transmission interval can be set to 1 minute, for example, and the pressure measurement interval can be set to 15 seconds, for example. However, it is desirable to change appropriately in consideration of power consumption and pressure measurement accuracy. In order to obtain more detailed pressure measurement data, the order of the function calculated by the information processing unit 32 of the vehicle body side device 38 may be increased. Conversely, if detailed pressure measurement data is not required, the order of the function may be lowered.

Thus, in terms of the function of the data of the pressure detection value on the transmitting side, and transmits the acquisition start time of the data cut out and the coefficient of the function and t _s to the vehicle side, and the transmission coefficient and t _s By re-functioning on the vehicle side based on the above, sufficient information can be provided to the vehicle body side device 38 while suppressing the power consumption of the wheel side device 24.

  Therefore, according to the wheel information processing system of the present embodiment, the wheel mounting position is recognized using information obtained from the existing air pressure sensor without assigning a dedicated sensor or ID for identifying the wheel mounting position. It can be done easily. Further, at that time, it is possible to suppress an increase in power consumption of the wheel side device 24 by transmitting the coefficient by the function as described above.

  The present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added based on the knowledge of those skilled in the art, and pressure detection can be performed according to the running state of the vehicle. Provide the vehicle side with the information acquired by the air pressure sensor whose value drifts, and have the function of identifying the wheel insertion / removal position in the vehicle body based on the drift of the pressure detection value and the running state of the vehicle on the vehicle side For example, the same effects as those of the present embodiment can be obtained and can be included in the scope of the present invention.

1 is a conceptual explanatory diagram of a vehicle including a wheel information processing system according to an embodiment. It is a composition conceptual diagram of the wheel side device of the wheel information processing system concerning this embodiment. It is explanatory drawing explaining the wheel mounting position of the wheel side apparatus of the wheel information processing system which concerns on this embodiment. In the wheel information processing system concerning this embodiment, it is explanatory drawing explaining the drift state of the pressure detection value of the air pressure sensor accompanying turning of vehicles. In the wheel information processing system concerning this embodiment, it is an explanatory view explaining the example of cutting out the data when providing the pressure detection value of an air pressure sensor to the body side device.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle, 12 Vehicle body, 14, 14a, 14b, 14c, 14d, 14e Wheel, 16 Steering device, 24, 24a, 24b, 24c, 24d, 24e Wheel side device, 26 Circuit board, 28 Air pressure sensor, 28a Diaphragm, 30 Temperature sensor, 32 information processing unit, 34 information transmission unit, 36 valve, 38 vehicle body side device, 40 information reception unit, 48 weight.

Claims (6)

In the wheel information processing system for recognizing the mounting position of each wheel based on information provided to the vehicle body side device from the wheel side device arranged on each wheel,
Included in each wheel side device,
A sensor that detects the air pressure of an air chamber that is arranged at the same structural position in the wheel and is formed by a tire and a wheel rim, and a pressure sensor whose pressure detection value drifts according to the running state of the vehicle;
An information providing unit for providing information to the vehicle body side device based on the pressure detection value detected by the air pressure sensor;
Included in the vehicle body side device,
An information acquisition unit for acquiring information provided from each of the information providing units;
A wheel position identification unit for identifying a wheel position of a wheel side device in a vehicle body based on a drift of a pressure detection value recognized by information acquired by the information acquisition unit and a running state of the vehicle;
A wheel information processing system comprising:   The wheel information processing system according to claim 1, wherein the air pressure sensor drifts due to acceleration generated when the vehicle turns.   The wheel information processing system according to claim 1, wherein the air pressure sensor is a diaphragm type, and a deformation direction of the diaphragm is a wheel width direction.   The wheel information processing system according to any one of claims 1 to 3, wherein the air pressure sensor includes an amplifying unit that amplifies a drift amount. A sensor that detects the air pressure of an air chamber that is disposed at the same structural position in the wheel and is formed by a tire and a wheel rim, and in which a pressure detection value drifts when the vehicle turns,
An information providing unit for providing information to the vehicle body side device based on the pressure detection value detected by the air pressure sensor;
Including
The wheel side wheel information processing apparatus, wherein the air pressure sensor has an amplifying means for amplifying a drift amount when the vehicle turns. An information acquisition unit for acquiring information from an air pressure sensor in which a pressure detection value drifts when the vehicle turns;
A wheel position identification unit for identifying a wheel position of a wheel side device in a vehicle body based on a drift of a pressure detection value recognized by information acquired by the information acquisition unit and a running state of the vehicle;
The vehicle body side wheel information processing apparatus characterized by including.

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