JP2006138803A - Apparatus for acquiring wheel condition and method of communicating wheel condition - Google Patents

Apparatus for acquiring wheel condition and method of communicating wheel condition Download PDF

Info

Publication number
JP2006138803A
JP2006138803A JP2004330673A JP2004330673A JP2006138803A JP 2006138803 A JP2006138803 A JP 2006138803A JP 2004330673 A JP2004330673 A JP 2004330673A JP 2004330673 A JP2004330673 A JP 2004330673A JP 2006138803 A JP2006138803 A JP 2006138803A
Authority
JP
Japan
Prior art keywords
wheel
communication device
mounted communication
device
position
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2004330673A
Other languages
Japanese (ja)
Inventor
Atsushi Ogawa
敦司 小川
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2004330673A priority Critical patent/JP2006138803A/en
Publication of JP2006138803A publication Critical patent/JP2006138803A/en
Pending legal-status Critical Current

Links

Images

Abstract

PROBLEM TO BE SOLVED: To propose a wheel state acquisition device for accurately specifying a rotation position when a wheel of a communication device mounted on a wheel is rotated.
In one embodiment of the present invention, a TPMS unit 22 mounted on a wheel 14 includes a wheel-mounted communication device 24 and a G sensor 26. The detection result of the G sensor 26 is notified to the ECU 36 via the wheel-mounted communication device 24 and the vehicle-mounted communication device 34. Further, a pulse signal emitted from the magnetic rotor 30 that rotates in synchronization with the wheel rotation is notified to the ECU 36 via the magnetic pickup 32. The ECU 36 derives the rotational position of the TPMS unit 22 during wheel rotation based on the correspondence between the acceleration in the centrifugal force acting direction detected by the G sensor 26 and the pulse signal detected by the magnetic pickup 32.
[Selection] Figure 1

Description

  The present invention relates to a technique for deriving a rotational position of a wheel-mounted communication device when a wheel rotates.

As represented by TPMS (Tire Pressure Monitoring System), a system that transmits a state quantity such as the internal air pressure of each tire from a communication device mounted on each wheel and is received by the communication device mounted on the vehicle body is provided to the vehicle. It is getting adopted. In such a system, a battery or the like mounted on each wheel is generally used as a power source for the wheel-mounted communication device. Since normal wheels are separable from the vehicle body and have a limited mounting space, the batteries that can be mounted on the wheels are subject to various restrictions. In particular, since there is a certain limit to the amount of energy that can be stored in a battery or the like, a technology that saves the power consumption of the wheel-mounted communication device during communication is very significant. Against such a background, for example, Patent Document 1 proposes a technique for determining the transmission timing of the wireless transmitter provided on the wheel based on the switch state in which ON-OFF is switched depending on whether or not the vehicle is in a traveling state. ing.
Japanese Patent Laid-Open No. 11-20427

  It is advantageous in various aspects to perform the transmission operation of the wheel-mounted communication device at the desired rotational position when the wheel rotates. For example, from the viewpoint of improving communication performance, it is preferable to transmit a radio signal from the wheel-mounted communication device when reaching a rotational position where a good communication state is ensured with the communication device mounted on the vehicle body. When the detection value of the wheel mounted sensor at the desired rotation position is required, it is preferable to transmit the detection value of the wheel mounted sensor at the desired rotation position from the wheel mounted communication device.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to propose a technique for accurately identifying the rotational position of a communication device mounted on a wheel when the wheel rotates. Another object of the present invention is to propose a technique for maintaining a good communication state of a communication system including a wheel-mounted communication device based on the rotational position of the wheel-mounted communication device when the wheel is accurately identified. .

  One aspect of the present invention relates to a wheel state acquisition device. The wheel state acquisition device is provided on a wheel and detects a state amount related to the rotational position of the wheel, and is provided on the wheel and transmits a detection result of the wheel side rotation detection device. A wheel-mounted communication device, a vehicle-mounted communication device that is provided on the vehicle body and that receives a detection result of the wheel-side rotation detection device transmitted by the wheel-mounted communication device, and that is provided on the vehicle body and related to the rotational position of the wheel. A vehicle body side rotation detection device for detecting a state quantity to be performed, and the wheel mounting based on a correspondence relationship between a detection result of the wheel side rotation detection device received by the vehicle body mounting communication device and a detection result of the vehicle body side rotation detection device. And a position information acquisition device for deriving the rotational position of the communication device.

Here, the “rotation position” of the wheel or the wheel-mounted communication device refers to a relative position of the wheel or the wheel-mounted communication device with respect to the vehicle body. For example, when the ground point between the wheel and the road surface is 0 degree, the wheel It can be expressed by an angle of 0 to 360 degrees with respect to the central axis.
According to this wheel state acquisition device, the rotational position of the wheel-mounted communication device can be accurately derived based on the correspondence between the detection result of the wheel side rotation detection device and the detection result of the vehicle body side rotation detection device. Further, by using the rotational position of the wheel-mounted communication device derived by the wheel state acquisition device, it is possible to perform control such that predetermined data is transmitted from the wheel-mounted communication device at a desired rotational position. The “state quantity related to the wheel rotation position” detected by the wheel side rotation detection device and the “state quantity related to the wheel rotation position” detected by the vehicle body side rotation detection device are set to the same state quantity. It is also possible to set different state quantities.

  The wheel-side rotation detection device may be an acceleration detection device that detects acceleration. In general, the acceleration of the wheel is affected by the gravitational acceleration, and the magnitude of the gravitational acceleration varies depending on the rotational position. Therefore, “acceleration of a portion of the wheel where the wheel-side rotation detection device is installed” is preferably used as the state quantity related to the rotation position of the wheel. The “acceleration” here is a concept that may include acceleration in the wheel rotation direction, acceleration in the centrifugal force acting direction during wheel rotation, and the like.

  The vehicle body side rotation detection device may be a sensor that detects a pulse-like signal generated by each of a predetermined number of pulse generation units provided so as to correspond to the rotation position of the wheel. In this case, each of the pulse generators can be associated with the rotational position of the wheel. Therefore, “a pulsed signal generated by each of the pulse generators” is preferably used as a state quantity related to the rotational position of the wheel. It is possible to apply existing devices to the vehicle body side rotation detection device. For example, an existing wheel speed sensor that detects a pulse signal from a magnetic rotor that rotates in synchronization with wheel rotation is applied to the vehicle body side detection device. It is possible.

  The position information acquisition device may derive a rotation position of the wheel-mounted communication device based on a correspondence relationship between a detection result of the wheel side rotation detection device and the vehicle body side rotation detection device at a low vehicle speed. In this case, since the state quantity related to the rotational position of the wheel detected at the low vehicle speed at which the detection error is unlikely to occur is used, the reliability of the derivation result of the rotational position of the wheel-mounted communication device can be improved. The “low vehicle speed” here can be determined individually in consideration of the influence of the force component acting on the wheels and the communication frequency of the wheel-mounted communication device, and may be set to, for example, 10 km / h or less. Is possible.

  Another aspect of the present invention also relates to a wheel state acquisition device. The wheel state acquisition device detects a detection result of a wheel-side rotation detection device that detects a state amount related to the rotational position of the wheel provided on the wheel and a state amount related to the rotational position of the wheel provided on the vehicle body. A position information acquisition device for deriving a rotational position of a wheel-mounted communication device that is provided on the wheel and transmits a detection result of the wheel-side rotation detection device based on a correspondence relationship with a detection result of a vehicle-side rotation detection device that performs It is characterized by providing.

  Another aspect of the present invention also relates to a wheel state acquisition device. The wheel state acquisition device is provided on the wheel and detects the acceleration in the centrifugal force acting direction of the installation location, and the wheel side rotation detection device is provided on the wheel and transmits the detection result of the wheel side rotation detection device. A wheel-mounted communication device, a position information acquisition device for deriving a rotation position of the wheel-mounted communication device based on a detection result of the wheel-side rotation detection device, and a rotation of the wheel-mounted communication device derived by the position information acquisition device And a transmission timing control device that controls the transmission timing of the wheel-mounted communication device based on the position.

  According to the wheel state acquisition device, the rotation position of the wheel-mounted communication device is accurately derived based on the acceleration in the centrifugal force acting direction of the installation location of the wheel-side rotation detection device, and the wheel-mounted communication is based on the rotation position. The transmission timing of the apparatus can be controlled to an appropriate timing. In addition, the wheel state acquisition device refers to not only the detection result of the wheel side rotation detection device but also the other “state quantity related to the wheel rotation position”. Including the case of deriving.

  Another aspect of the present invention also relates to a wheel state acquisition device. This wheel state acquisition device is provided on the wheel, based on the detection result of the wheel side rotation detection device that detects acceleration in the centrifugal force acting direction of the installation location, and the detection result of the wheel side rotation detection device provided on the wheel. The position information acquisition device for deriving the rotational position of the wheel-mounted communication device for transmitting the transmission, and the transmission for controlling the transmission timing of the wheel-mounted communication device based on the rotation position of the wheel-mounted communication device derived by the position information acquisition device And a timing control device.

  Another aspect of the present invention relates to a wheel state communication method. This wheel state communication method obtains position information for deriving the rotational position of the wheel-mounted communication device based on the acceleration in the centrifugal force acting direction of a predetermined portion of the wheel transmitted at a predetermined transmission frequency from the wheel-mounted communication device. Based on the rotation position of the wheel-mounted communication device derived in the step and the position information acquisition step, the rotation position of the wheel-mounted communication device suitable for transmission from the wheel-mounted communication device is derived as a target communication position. A communication frequency specifying step and a transmission frequency suppression step of executing transmission from the wheel-mounted communication device at the target communication position so that transmission from the wheel-mounted communication device is executed at a frequency lower than the predetermined transmission frequency. And.

  According to the wheel state communication method, the rotational position of the wheel suitable for transmission from the wheel-mounted communication device can be accurately derived, and the transmission frequency from the wheel-mounted communication device can be relatively reduced in the transmission frequency suppression step. . Thereby, it is possible to suppress the energy consumption consumed for transmission in a state in which the transmission accuracy from the wheel-mounted communication device is kept good.

  According to the wheel state acquisition device of the present invention, the rotational position of the wheel-mounted communication device can be specified with high accuracy based on the state quantity related to the rotational position of the wheel.

  Moreover, according to the wheel state acquisition apparatus of this invention, a communication state can be kept favorable by making it transmit from a wheel mounting communication apparatus at a desired timing based on the rotation position of the wheel mounting communication apparatus specified with sufficient precision.

  Further, according to the wheel state communication method of the present invention, based on the rotational position of the wheel-mounted communication device at the time of accurately specified wheel rotation, the transmission state from the wheel-mounted communication device is kept good and consumed for transmission. Can be suppressed.

(First embodiment)
FIG. 1 is a diagram showing the configuration of the vehicle body 12 and the wheels 14. FIG. 1 shows a left front wheel among four wheels 14 provided on the right front, left front, right rear, and left rear of the vehicle body 12. The other right front wheel, right rear wheel, and left rear wheel have the same configuration as the left front wheel shown in FIG.

  The wheel 14 includes a tire 16 and a wheel 18 that supports the tire 16, and a tire air injection portion 21 that penetrates the wheel 18 is provided. The tire air injection portion 21 is a portion for injecting air into a tire air chamber formed by the tire 16 and the wheel 18, and a TPMS unit 22 is integrally attached to the tip. The TPMS unit 22 is disposed in the vicinity of the wheel rim portion 20 in the tire air chamber and is disposed in proximity to each other, a wheel-mounted communication device 24, an acceleration sensor 26 (also referred to as “G sensor 26”), and wheels. In-vehicle sensors 28 are included.

FIG. 2 shows a view of the vehicle body 12 and the wheel 14 as viewed from the side, and is a diagram for explaining the rotational position of the TPMS unit 22 during wheel rotation. In this specification, the “rotation position” of a wheel, a wheel-mounted communication device or a TPMS unit refers to a relative position of the wheel, the wheel-mounted communication device or the TPMS unit with respect to the vehicle body. This is a position that can be represented by an angle of 0 to 360 degrees with respect to the central axis of the wheel when the contact point is 0 degree. The TPMS unit 22 rotates with the wheel 14 when the vehicle travels, and the rotational position fluctuates. FIG. 2 illustrates a case where the rotational positions of the TPMS unit 22 are arranged at the uppermost part (U t ), the lowermost part (U b ), the rightmost part (U r ), and the leftmost part (U l ). Yes. The G sensor 26 detects the acceleration in the centrifugal force acting direction (see arrow A in the figure) at the installation location, and approximately detects the acceleration of the TPMS unit 22 in the centrifugal force acting direction. The “centrifugal force acting direction” coincides with the rotational radius direction of the wheel 14 or the TPMS unit 22. The wheel-mounted sensors 28 include all sensors other than the G sensor 26 mounted on the wheel 14 and include, for example, sensors that detect air pressure, air temperature, tire ground contact force, and the like in the tire air chamber. The detection results of the G sensor 26 and the wheel mounted sensors 28 are transmitted to the wheel mounted communication device 24. The wheel-mounted communication device 24 constructs a communication system with a vehicle-mounted communication device 34, which will be described later. For example, the wheel-mounted communication device 24 receives a transmission instruction signal, and the transmission instruction signal triggers the detection result of the G sensor 26 or the wheel mounting. A signal (also referred to as “detection signal”) corresponding to the detection result of the sensors 28 is transmitted to the vehicle-mounted communication device 34. The wheel-mounted communication device 24 according to the present embodiment transmits data detected by the G sensor 26 and the wheel-mounted sensors 28 as a detection signal when the transmission instruction signal is received or immediately before and after the reception.

  A magnetic rotor 30 shown in FIG. 1 is attached to the wheel 14. The magnetic rotor 30 has a gear structure having a predetermined number of rotating teeth 31 provided intermittently, and rotates in synchronization with the rotation of the wheels 14 during traveling of the vehicle. In the present embodiment, 48 rotating teeth 31 arranged at equal intervals are formed on the magnetic rotor 30. Each rotating tooth 31 is magnetized and is disposed so as to correspond to the rotational position of the wheel 14. Therefore, as will be described later, when the wheel 14 rotates, a pulse signal using magnetism is emitted from each of the rotating teeth 31 arranged intermittently.

  In addition, a battery (not shown) serving as an energy source for devices such as the wheel-mounted communication device 24, the G sensor 26, and the wheel-mounted sensors 28 constituting the TPMS unit 22 is mounted on the wheel 14.

  On the other hand, on the vehicle body 12, an electronic control device 36 (also referred to as “ECU 36”), a magnetic pickup 32 connected to the ECU 36, a vehicle-mounted communication device 34, and vehicle-mounted sensors 35 are mounted.

  The magnetic pickup 32 is disposed at a position corresponding to the magnetic rotor 30 that rotates synchronously with the wheel 14 and electromagnetically detects the magnetic force generated by the rotating teeth 31 using a coil or the like. Therefore, the magnetic pickup 32 functions as a sensor that detects a pulse-like magnetic signal emitted by each of the rotating teeth 31 when the magnetic rotor 30 rotates, and transmits a detection result of the pulse signal emitted from the rotating tooth 31 to the ECU 36. Since each rotation tooth 31 is arranged so as to correspond to the rotation position of the wheel 14, the rotation position of the wheel 14 can be specified from the pulse signal detected by the magnetic pickup 32.

  The vehicle-mounted communication device 34 receives the detection results of the G sensor 26 and the wheel-mounted sensors 28 transmitted by the wheel-mounted communication device 24 and transmits them to the ECU 36. The vehicle-mounted communication device 34 is controlled by the ECU 36 and transmits a transmission instruction signal that serves as a trigger signal for detection signal transmission in the wheel-mounted communication device 24. The vehicle-mounted sensors 35 include all sensors mounted on the vehicle body 12, and include, for example, a vehicle speed sensor that detects the vehicle speed.

  The ECU 36 is configured as a microprocessor including a CPU, an arithmetic unit for performing calculations by the microcomputer, a ROM for storing various processing programs, and temporarily storing data and programs for data storage and program execution. It has a RAM used as a work area, a storage device such as a hard disk for storing data, and an input / output port for transmitting and receiving various signals. The ECU 36 is a control unit that controls the vehicle by sending control signals to various vehicle devices based on various data that are sent, and has a functional configuration shown in FIG. 3, for example.

  FIG. 3 is a functional block diagram showing a functional configuration related to derivation of the rotational position of the TPMS unit 22 among the functions of the ECU 36. The ECU 36 includes a unit acceleration analysis unit 102, a pulse signal analysis unit 104, a unit position determination control unit 106, a communication instruction unit 108, and a storage unit 110.

  The unit acceleration analysis unit 102 determines the acceleration state of the TPMS unit 22 in the centrifugal force acting direction based on the detection result of the G sensor 26 transmitted as a detection signal via the wheel-mounted communication device 24 and the vehicle-mounted communication device 34. Is identified. The pulse signal analysis unit 104 specifies the rotation state of the magnetic rotor 30 based on the pulse signal transmitted from the magnetic pickup 32.

  The unit position determination control unit 106 determines the transmission timing of the transmission instruction signal described above by the vehicle-mounted communication device 34 based on the detection value of the vehicle speed sensor included in the vehicle-mounted sensors 35. The unit position determination control unit 106 according to the present embodiment uses the correspondence between the detection result of the G sensor 26 and the detection result of the magnetic pickup 32 at low vehicle speeds to determine whether the wheel-mounted communication device 24 and the vehicle-mounted communication device 34 The rotational position of the TPMS unit 22 suitable for communication between the two is derived. At this time, the unit position determination control unit 106 detects the “acceleration of the TPMS unit 22 in the centrifugal force acting direction” detected by the G sensor 26 and specified by the unit acceleration analysis unit 102, and the pulse signal analysis unit 104 detected by the magnetic pickup 32. The rotational position of the TPMS unit 22 at the time of wheel rotation is derived based on the correspondence relationship with the “rotation state of the magnetic rotor 30” specified in FIG. The unit position determination control unit 106 determines whether the vehicle speed is low or not when the detection value of the vehicle speed sensor is greater than 0 km / h and equal to or less than a predetermined speed. In other cases, it is determined that the vehicle speed is not low. The unit position determination control unit 106 controls the communication instruction unit 108 based on the transmission timing signal transmission timing determination result and the TPMS unit 22 rotation position derivation result.

  The communication instruction unit 108 is controlled by the unit position determination control unit 106 to control communication of the vehicle-mounted communication device 34. For example, “transmission timing of transmission instruction signal from vehicle-mounted communication device 34 to wheel-mounted communication device 24” and “transmission timing of detection signal from wheel-mounted communication device 24 to vehicle-mounted communication device 34” are unit position determination control unit 106. Controlled by. The memory | storage part 110 memorize | stores various data, and memorize | stores the new data transmitted, for example, memorize | stores the target communication position of the TPMS unit 22 previously. Various data stored in the storage unit 110 are appropriately read by each unit of the ECU 36 and other devices and can be used for vehicle control.

  FIG. 4 shows an example of a correspondence relationship between the detected value of the G sensor 26 indicating “acceleration in the direction of centrifugal force applied by the TPMS unit 22” and the pulse signal detected by the magnetic pickup 32 indicating “rotation state of the magnetic rotor 30”. FIG. FIG. 4 shows the case where the wheel 14 is rotating at a constant speed.

Since the acceleration in the centrifugal force acting direction of the TPMS unit 22 detected by the G sensor 26 is affected by the gravitational acceleration G, the detection value of the G sensor 26 varies according to the rotational position of the TPMS unit 22. For example, when the TPMS unit 22 rotates and is disposed at the bottom (see “U b ” in FIG. 2), the acceleration of the TPMS unit 22 in the direction of the centrifugal force that contributes to the centrifugal force (also referred to as “centrifugal force acceleration”). The direction of gravity acceleration G coincides with the direction of gravity acceleration G, and the detected value of the G sensor 26 shows a maximum value (see “G max ” in FIG. 4). When the TPMS unit 22 rotates and is arranged at the uppermost position (see “U t ” in FIG. 2), the direction of centrifugal acceleration of the TPMS unit 22 and the direction of gravity acceleration G are reversed, and the G sensor 26 detects The value indicates a minimum value (see “G min ” in FIG. 4). When the TPMS unit 22 is rotated and arranged at the rightmost part or the leftmost part (see “U r ” and “U l ” in FIG. 2), the direction of centrifugal acceleration and the direction of gravity acceleration G are perpendicular, The detection value of the G sensor 26 is not affected by the gravitational acceleration G and indicates an intermediate value between the maximum value and the minimum value (see “G mid ” in FIG. 4). Thus, the acceleration in the direction of centrifugal force action of the TPMS unit 22 detected by the G sensor 26 periodically fluctuates, and when the wheel 14 rotates at a constant speed, the detected value of the G sensor 26 becomes sine with the progress of time. Wavy. Since one period of the detection value of the G sensor 26 corresponds to one rotation of the wheel 14 or the magnetic rotor 30, the “acceleration of the TPMS unit 22 in the centrifugal force acting direction” and the “rotational position of the TPMS unit 22” are mutually determined. Can be associated.

  On the other hand, the magnetic pickup 32 detects a pulse signal emitted from each rotating tooth 31 of the magnetic rotor 30 that rotates in synchronization with the wheel 14. Therefore, one period in which the magnetic pickup 32 detects 48 pulse signals, which is the total number of the rotating teeth 31, corresponds to one rotation of the wheel 14 and the magnetic rotor 30, and also corresponds to one period of the detection value of the G sensor 26. To do.

  Therefore, in one rotation cycle of the wheel 14 or the magnetic rotor 30, “acceleration in the centrifugal force acting direction of the TPMS unit 22” detected by the G sensor 26 and “pulse signal” detected by the magnetic pickup 32 are temporally reciprocal. Can be associated. For example, in the case shown in FIG. 4, the timing at which the G sensor 26 detects the maximum value corresponds to the timing at which the magnetic pickup 32 detects the nth pulse signal, and the timing at which the G sensor 26 detects the minimum value is determined by the magnetic pickup 32. This corresponds to the timing at which the n + 24th pulse signal is detected. By associating the “acceleration of the TPMS unit 22 in the centrifugal force acting direction” with the “pulse signal”, the rotational position in the wheel of the TPMS unit 22 can be associated with the pulse signal or the rotating tooth 31.

  Next, the operation of this embodiment will be described. The following processes are performed on all wheels 14 in principle.

  FIG. 5 is a flowchart relating to the derivation of the rotational position of the TPMS unit 22 in the first embodiment. In the ECU 36, first, the unit position determination control unit 106 determines whether or not the vehicle speed is a low speed equal to or lower than a predetermined speed based on the detection result of the vehicle speed sensor (S11). When it is determined that the vehicle speed is not low (N in S11), the rotational position of the TPMS unit 22 is not derived. On the other hand, when it is determined that the vehicle speed is low (Y in S11), the unit acceleration analysis unit 102 determines the state of acceleration in the centrifugal force acting direction of the TPMS unit 22 detected by the G sensor 26. The pulse signal analysis unit 104 obtains the state of the pulse signal detected by the magnetic pickup 32. Then, the acceleration in the centrifugal force acting direction of the TPMS unit 22 and each pulse signal are acquired in association with each other by the unit position determination control unit 106 (S12). Then, the unit position determination control unit 106 determines whether or not the corresponding “acceleration in the centrifugal force acting direction of the TPMS unit 22” has been acquired for all pulse signals emitted from the rotating teeth 31 of the magnetic rotor 30 ( S13). When it is determined that the “acceleration in the centrifugal force acting direction of the TPMS unit 22” regarding all the pulse signals has not been acquired (N in S13), the process of S12 described above is continued. On the other hand, when it is determined that “acceleration in the centrifugal force acting direction of the TPMS unit 22” regarding all pulse signals is acquired (Y in S13), the position of the TPMS unit is determined based on the acceleration in the centrifugal force acting direction. A corresponding pulse signal is identified (S14). For example, in the detection value of the G sensor 26, the unit position determination control unit 106 determines what number of pulse signals the uppermost position, lowermost position, rightmost position, or leftmost position of the TPMS unit 22 corresponds to. .

  Based on the rotational position of the TPMS unit 22 obtained by the above-described processes of S11 to S14, “transmission timing of transmission instruction signal from the vehicle-mounted communication device 34 to the wheel-mounted communication device 24” and “response to the transmission instruction signal” The transmission timing of the detection signal transmitted from the wheel-mounted communication device 24 to the vehicle-mounted communication device 34 is determined by the unit position determination control unit 106 and controlled by the communication instruction unit 108. For example, based on the processing of S11 to S14 described above, the detection result of the G sensor 26 is transmitted from the wheel-mounted communication device 24 at a predetermined high frequency, and the unit position determination control unit 106 determines the rotational position of the wheel-mounted communication device 24. To derive. On the other hand, a rotational position (also referred to as “target communication position”) indicating a relatively good communication state between the vehicle-mounted communication device 34 and the wheel-mounted communication device 24 within the rotation range of the TPMS unit 22, for example, the vehicle-mounted communication device 34. And the target communication position of the TPMS unit 22 closest to the wheel-mounted communication device 24 is obtained in advance and stored in the storage unit 110. The unit position determination control unit 106 reads data stored in the storage unit 110 and derives a target communication position based on the derived rotational position of the wheel-mounted communication device 24. The unit position determination control unit 106 and the communication instruction unit 108 control the wheel-mounted communication device 24 and the vehicle-mounted communication device 34 so that communication is performed at the timing when the wheel-mounted communication device 24 is arranged at the target communication position. To do. As a result, the transmission frequency can be adjusted to a frequency lower than the above-mentioned predetermined frequency while the transmission accuracy from the wheel-mounted communication device 24 to the vehicle-mounted communication device 34 is kept good, and the energy consumption by communication is suppressed. be able to. In addition, the wheel-mounted communication device 24 and the vehicle-mounted communication device 34 are connected to the ECU 36 so that the detection values of the G sensor 26 and the wheel-mounted sensors 28 at the desired rotational position are transmitted from the wheel-mounted communication device 24 to the vehicle-mounted communication device 34. Can be controlled.

  As described above, according to the present embodiment, “the acceleration in the centrifugal force acting direction of the TPMS unit 22” which is a state quantity related to the rotational position of the wheel, and “the rotating teeth according to the rotation of the magnetic rotor 30. The rotation position of the wheel-mounted communication device 24 included in the TPMS unit 22 during wheel rotation can be obtained with high accuracy using the “pulse signal generated by 31”. In particular, by combining the pulse signal generated from the magnetic rotor 30 used for the wheel speed sensor and the acceleration in the direction of centrifugal force acting on the wheel-mounted communication device 24, the communication between the wheel-mounted communication device 24 and the vehicle-mounted communication device 34 is performed. Communication can be efficiently performed at a good position. As a result, the amount of energy consumed by communication can be saved, and the battery usable period can be prolonged by suppressing the power consumption of the battery whose stored energy amount is limited.

  Further, since the magnetic rotor 30 and the magnetic pickup 32 used as wheel speed sensors can be used, the rotational position of the TPMS unit 22 can be specified and the transmission timing can be determined with a simple structure.

  The ECU 36 can also make corrections in consideration of the characteristics of each device, the traveling environment, and the like in the above-described processes. For example, when there is a so-called response delay related to “transmission of transmission instruction signal of vehicle-mounted communication device 34” controlled by ECU 36 and “transmission of detection signal of wheel-mounted communication device 24” that has received the transmission instruction signal, It is possible to determine “transmission timing of the transmission instruction signal” and “transmission timing of the detection signal” in consideration of the influence of such response delay. By making such correction in the ECU 36, communication between the wheel-mounted communication device 24 and the vehicle-mounted communication device 34 can be performed at a more optimal position.

  Further, the ECU 36 compares the rotational speed and rotational acceleration of the wheel 14 determined based on the detection value of the G sensor 26 with the rotational speed and rotational acceleration of the wheel 14 determined based on the detection value of the magnetic pickup 32. It is also possible to obtain a disturbance component acting on the wheel 14. The G sensor 26 and the magnetic pickup 32 detect not only the component based on the rotation of the wheel 14 but also the component based on the disturbance from the road surface or the like. Generally, the detected value of the magnetic pickup 32 is more disturbing than the detected value of the G sensor 26. The effect is often small. Therefore, by using either one or both of the G sensor 26 and the magnetic pickup 32, it is possible to accurately obtain the state of the disturbance and the wheel state from which the disturbance has been removed.

(Second Embodiment)
In the present embodiment, an example will be described in which the identification of the rotational position of the TPMS unit 22 during wheel rotation is performed independently by various devices mounted on the wheel 14. In the present embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 6 is a diagram illustrating the configuration of the wheel-mounted communication device 24. The wheel-mounted communication device 24 includes a communication control unit 120 that controls communication in the wheel-mounted communication device 24. The communication control unit 120 includes a unit acceleration analysis unit 122, a unit position determination control unit 124, a communication instruction unit 126, and a storage unit 128.

  The unit acceleration analysis unit 122 specifies the state of acceleration in the centrifugal force acting direction of the TPMS unit 22 based on the detection result of the G sensor 26. The unit position determination control unit 124 derives the rotational position of the TPMS unit 22 during wheel rotation based on “acceleration of the TPMS unit 22 in the centrifugal force acting direction” specified by the unit acceleration analysis unit 122. The unit position determination control unit 124 determines the transmission timing of the detection signal based on the derived rotational position of the TPMS unit 22 and controls the communication instruction unit 126. The communication instruction unit 126 is controlled by the unit position determination control unit 124 and controls communication of the vehicle-mounted communication device 34. For example, the communication instruction unit 126 controls the transmission of the detection signal based on “the transmission timing of the detection signal from the wheel-mounted communication device 24 to the vehicle-mounted communication device 34” determined by the unit position determination control unit 124. The storage unit 128 stores various data and also stores new data that is transmitted, and stores, for example, the target communication position of the TPMS unit 22 in advance. Various data stored in the storage unit 128 is appropriately read by each unit of the ECU 36 and other devices and can be used for vehicle control.

  In the first embodiment, the example in which the wheel-mounted communication device 24 transmits the detection signal using the reception of the transmission instruction signal as a trigger has been described. However, the wheel-mounted communication device 24 of the present embodiment uses the transmission instruction signal. The detection signal is transmitted autonomously based on the transmission timing derived in the communication control unit 120 without using reception as a trigger.

  Other configurations can be the same as those in the first embodiment.

  FIG. 7 is a flowchart relating to the derivation of the rotational position of the TPMS unit 22 in the second embodiment. In the ECU 36, the acceleration state in the centrifugal force acting direction of the TPMS unit 22 sent from the G sensor 26 is acquired by the unit acceleration analysis unit 122 (S21). Then, the unit position determination control unit 124 determines whether or not the acceleration in the centrifugal force acting direction of the TPMS unit 22 corresponding to one rotation of the wheel 14 has been acquired (S22). The determination is made based on the behavior of the detection result of the G sensor 26 based on the relationship between the influence of the gravitational acceleration G on the detection value of the G sensor 26 and the rotational position of the TPMS unit 22. As described above, since the acceleration in the centrifugal force acting direction of the TPMS unit 22 during wheel rotation shows a periodic behavior, the unit position determination control unit 124 makes the above determination based on the periodicity of the detection result of the G sensor 26. Perform (see FIG. 4).

  When it is determined that the acceleration in the centrifugal force acting direction of the TPMS unit 22 corresponding to one rotation of the wheel 14 has not been acquired (N in S22), the above-described process of S21 is continued. On the other hand, when it is determined that the acceleration in the centrifugal force acting direction of the TPMS unit 22 corresponding to one rotation of the wheel 14 has been acquired (Y in S22), the rotational position of the TPMS unit 22 including the wheel-mounted communication device 24 is The unit position determination control unit 124 derives the TPMS unit 22 detected by the G sensor 26 in association with the acceleration in the centrifugal force acting direction (S23). Then, the unit position determination control unit 124 reads out the target communication position stored in the storage unit 128 so that the detection signal is transmitted from the wheel-mounted communication device 24 at the timing when the wheel-mounted communication device 24 is arranged at the target communication position. The transmission timing of the detection signal is determined in association with the detection result of the G sensor 26 (S24). Then, the communication instruction unit 126 controls the wheel-mounted communication device 24 so that the detection signal is transmitted at the transmission timing determined in S24 (S25).

  As described above, according to the present embodiment, the “mount of acceleration in the centrifugal force acting direction of the TPMS unit 22” that is a state quantity related to the rotational position of the wheel is used, and the wheel mounting included in the TPMS unit 22 is used. The rotational position of the communication device 24 during wheel rotation can be obtained with high accuracy. In particular, in the present embodiment, various processes are independently performed by only the devices included in the TPMS unit 22 mounted on the wheel 14 without depending on the devices mounted on the vehicle body. Therefore, the rotational position of the wheel-mounted communication device 24 at the time of wheel rotation can be obtained with high accuracy by a relatively simple process regardless of the state of the devices on the vehicle body side.

  The present invention is not limited to the above-described embodiments, and an appropriate combination of the elements of each embodiment is also effective as an embodiment of the present invention. Various modifications such as design changes can be added to each embodiment based on the knowledge of those skilled in the art, and the embodiments to which such modifications are added are also included in the scope of the present invention. sell.

  For example, the ECU 36 and the communication control unit 120 can be set so as to derive the rotational position of the TPMS unit 22 when the rotational speed of the wheel 14 is substantially constant. When the rotational speed of the wheel 14 fluctuates, an error may occur in the correspondence relationship between the acceleration in the centrifugal force acting direction of the TPMS unit 22 detected by the G sensor 26 and the rotational position of the TPMS unit 22. Therefore, the rotational position of the TPMS unit 22 can be obtained with higher accuracy by deriving the rotational position of the TPMS unit 22 when the rotational speed of the wheel 14 is substantially constant.

  Further, when the rotational speed of the wheel 14 fluctuates, the ECU 36 and the communication control unit 120 can be set so that the correction including the fluctuation of the rotational speed of the wheel 14 is added to the above-described derivation result. It is.

  Moreover, in order to acquire sufficient data regarding acceleration in the centrifugal force acting direction of the TPMS unit 22 detected by the G sensor 26, predetermined learning for acquiring the detection value of the G sensor 26 in the ECU 36 or the communication control unit 120 is performed. It is also possible to set a period. Generally, a period in which sufficient data relating to acceleration in the centrifugal force acting direction of the TPMS unit 22 is acquired by shortening the detection cycle of the G sensor 26 and increasing the transmission frequency of detection results to the ECU 36 and the communication control unit 120. Is shortened. For example, by setting the order of the detection cycle of the G sensor 26 and the transmission cycle of the detection result to the ECU 36 or the communication control unit 120 to milliseconds, the TPMS unit 22 can be centrifuged while the wheel 14 makes one or two revolutions. It is theoretically possible to obtain sufficient data on acceleration in the direction of force action. By setting a predetermined learning period in consideration of factors such as traveling conditions in addition to such detection period and transmission period, the rotational position of the TPMS unit 22 can be derived with higher accuracy.

  Further, in the above-described embodiment, the example using the magnetic rotor 30 and the magnetic pickup 32 using the magnetic force has been described. However, in addition to the magnetic force, other electromagnetic waves such as direct light, reflected light, laser, radio waves, and ultrasonic waves are used. Thus, a pulse signal corresponding to the rotational position of the wheel 14 can be acquired.

  Further, the disturbance component acting on the wheel 14 is generally a high-frequency component in many cases. Therefore, for example, in the ECU 36 or the like, the disturbance component can be effectively removed from the detection result by performing filtering processing using a low-pass filter or the like on the detection result of the G sensor 26 to remove the frequency band component in which many disturbance components are distributed. Is possible.

It is a figure which shows the structure of a vehicle body and a wheel. It is the figure which showed the figure which looked at the vehicle body and the wheel from the side, and is a figure for demonstrating the rotation position of the TPMS unit at the time of wheel rotation. It is a functional block diagram which shows the function structure relevant to derivation | leading-out of the rotation position of a TPMS unit among the functions which ECU of 1st Embodiment has. It is a figure which shows an example of the correspondence of the detected value of G sensor which shows "the acceleration to the centrifugal force action direction of a TPMS unit", and the pulse signal which the magnetic pick-up which shows "the rotation state of a magnetic rotor". It is a flowchart regarding derivation | leading-out of the rotation position of the TPMS unit in 1st Embodiment. It is a figure which shows the structure of the wheel mounting communication apparatus of 2nd Embodiment. It is a flowchart regarding derivation | leading-out of the rotation position of the TPMS unit in 2nd Embodiment.

Explanation of symbols

  12 vehicle bodies, 14 wheels, 16 tires, 18 wheels, 20 wheel rim parts, 21 tire air injection parts, 22 TPMS units, 24 wheel mounted communication devices, 26 G sensors, 28 wheel mounted sensors, 30 magnetic rotors, 31 rotating teeth , 32 magnetic pickup, 34 vehicle-mounted communication device, 35 vehicle-mounted sensor, 36 ECU, 102 unit acceleration analysis unit, 104 pulse signal analysis unit, 106 unit position determination control unit, 108 communication instruction unit, 110 storage unit, 120 communication Control unit, 122 unit acceleration analysis unit, 124 unit position determination control unit, 126 communication instruction unit, 128 storage unit.

Claims (8)

  1. A wheel-side rotation detection device that is provided on the wheel and detects a state quantity related to the rotation position of the wheel;
    A wheel-mounted communication device that is provided on the wheel and transmits a detection result of the wheel-side rotation detection device;
    A vehicle-mounted communication device that is provided on a vehicle body and receives a detection result of the wheel-side rotation detection device transmitted by the wheel-mounted communication device;
    A vehicle body side rotation detection device that is provided in the vehicle body and detects a state quantity related to the rotational position of the wheel;
    A position information acquisition device for deriving a rotational position of the wheel-mounted communication device based on a correspondence relationship between a detection result of the wheel-side rotation detection device received by the vehicle-mounted communication device and a detection result of the vehicle-body-side rotation detection device; ,
    A wheel state acquisition device comprising:
  2.   The wheel state acquisition device according to claim 1, wherein the wheel side rotation detection device is an acceleration detection device that detects acceleration.
  3.   The vehicle body side rotation detection device is a sensor that detects a pulse-like signal generated by each of a predetermined number of pulse generators provided to correspond to the rotation position of the wheel. The wheel state acquisition device according to 1 or 2.
  4.   The position information acquisition device derives a rotation position of the wheel-mounted communication device based on a correspondence relationship between a detection result of the wheel side rotation detection device and the vehicle body side rotation detection device at a low vehicle speed. The wheel state acquisition device according to any one of claims 1 to 3.
  5.   A detection result of a wheel side rotation detection device that detects a state quantity related to the rotation position of the wheel provided on the wheel, and a vehicle body side rotation detection device that detects a state quantity provided to the vehicle body and related to the rotation position of the wheel. A wheel comprising a position information acquisition device that derives a rotational position of a wheel-mounted communication device that is provided on the wheel and transmits a detection result of the wheel-side rotation detection device based on a correspondence relationship with a detection result. Status acquisition device.
  6. A wheel-side rotation detection device that is provided on the wheel and detects acceleration in the direction of centrifugal force at the installation location;
    A wheel-mounted communication device that is provided on the wheel and transmits a detection result of the wheel-side rotation detection device;
    A position information acquisition device for deriving a rotation position of the wheel-mounted communication device based on a detection result of the wheel side rotation detection device;
    A transmission timing control device for controlling the transmission timing of the wheel-mounted communication device based on the rotational position of the wheel-mounted communication device derived by the position information acquisition device;
    A wheel state acquisition device comprising:
  7. A wheel-mounted communication device that transmits a detection result of the wheel-side rotation detection device provided on the wheel based on a detection result of the wheel-side rotation detection device that is provided on the wheel and detects an acceleration in a centrifugal force acting direction of an installation location. A position information acquisition device for deriving the rotational position of
    A transmission timing control device for controlling the transmission timing of the wheel-mounted communication device based on the rotational position of the wheel-mounted communication device derived by the position information acquisition device;
    A wheel state acquisition device comprising:
  8. Position information acquisition step for deriving the rotational position of the wheel-mounted communication device based on acceleration in the centrifugal force acting direction of a predetermined location of the wheel transmitted at a predetermined transmission frequency from the wheel-mounted communication device;
    Communication position specification for deriving the rotation position of the wheel-mounted communication device suitable for transmission from the wheel-mounted communication device as the target communication position based on the rotation position of the wheel-mounted communication device derived in the position information acquisition step Steps,
    A transmission frequency suppression step of causing transmission from the wheel-mounted communication device to be executed at the target communication position so that transmission from the wheel-mounted communication device is executed at a frequency lower than the predetermined transmission frequency;
    A wheel state communication method comprising:
JP2004330673A 2004-11-15 2004-11-15 Apparatus for acquiring wheel condition and method of communicating wheel condition Pending JP2006138803A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2004330673A JP2006138803A (en) 2004-11-15 2004-11-15 Apparatus for acquiring wheel condition and method of communicating wheel condition

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2004330673A JP2006138803A (en) 2004-11-15 2004-11-15 Apparatus for acquiring wheel condition and method of communicating wheel condition

Publications (1)

Publication Number Publication Date
JP2006138803A true JP2006138803A (en) 2006-06-01

Family

ID=36619723

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2004330673A Pending JP2006138803A (en) 2004-11-15 2004-11-15 Apparatus for acquiring wheel condition and method of communicating wheel condition

Country Status (1)

Country Link
JP (1) JP2006138803A (en)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012228892A (en) * 2011-04-25 2012-11-22 Nissan Motor Co Ltd Tire air pressure monitor device
WO2012157308A1 (en) * 2011-05-17 2012-11-22 日産自動車株式会社 Tire air pressure monitor device
WO2012157307A1 (en) * 2011-05-13 2012-11-22 日産自動車株式会社 Tire air pressure transmission device and tire air pressure monitor system
WO2012157306A1 (en) * 2011-05-13 2012-11-22 日産自動車株式会社 Tire air pressure monitor device
JP2012240615A (en) * 2011-05-23 2012-12-10 Nissan Motor Co Ltd Tire air pressure monitoring device
JP2012240468A (en) * 2011-05-17 2012-12-10 Nissan Motor Co Ltd Tire air pressure monitoring device
JP2012531360A (en) * 2009-12-21 2012-12-10 コンチネンタル オートモーティヴ ゲゼルシャフト ミット ベシュレンクテル ハフツングContinental Automotive GmbH Wheel electronics unit, vehicle wheel and vehicle
JP2013126783A (en) * 2011-12-16 2013-06-27 Denso Corp Wheel position detecting device and tire air pressure detecting device including the same
JP2013133057A (en) * 2011-12-27 2013-07-08 Denso Corp Wheel position detecting device and tire pneumatic pressure detecting device equipped therewith
JP2013133058A (en) * 2011-12-27 2013-07-08 Denso Corp Wheel position detecting device and tire pneumatic pressure detecting device equipped therewith
JP2013136301A (en) * 2011-12-28 2013-07-11 Denso Corp Wheel position detecting device and tire air pressure detecting device having the same
JP2013154687A (en) * 2012-01-27 2013-08-15 Denso Corp Wheel position detecting device, and tire pressure detecting apparatus having the same
JP2013226862A (en) * 2012-04-24 2013-11-07 Pacific Ind Co Ltd Wheel position determining device
CN105307877A (en) * 2013-06-14 2016-02-03 大陆汽车有限公司 Method and device for locating wheels of a vehicle, and tyre pressure monitoring system

Cited By (32)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012531360A (en) * 2009-12-21 2012-12-10 コンチネンタル オートモーティヴ ゲゼルシャフト ミット ベシュレンクテル ハフツングContinental Automotive GmbH Wheel electronics unit, vehicle wheel and vehicle
JP2012228892A (en) * 2011-04-25 2012-11-22 Nissan Motor Co Ltd Tire air pressure monitor device
WO2012157307A1 (en) * 2011-05-13 2012-11-22 日産自動車株式会社 Tire air pressure transmission device and tire air pressure monitor system
WO2012157306A1 (en) * 2011-05-13 2012-11-22 日産自動車株式会社 Tire air pressure monitor device
JP2012236556A (en) * 2011-05-13 2012-12-06 Nissan Motor Co Ltd Tire air pressure transmission device and tire air pressure monitor system
US9823167B2 (en) 2011-05-13 2017-11-21 Nissan Motor Co., Ltd. Tire air pressure monitoring system
EP2708383A4 (en) * 2011-05-13 2015-05-20 Nissan Motor Tire air pressure monitor device
EP2708383A1 (en) * 2011-05-13 2014-03-19 Nissan Motor Co., Ltd Tire air pressure monitor device
CN103140363A (en) * 2011-05-13 2013-06-05 日产自动车株式会社 Tire air pressure monitor device
CN103534108A (en) * 2011-05-13 2014-01-22 日产自动车株式会社 Tire air pressure transmission device and tire air pressure monitor system
RU2554164C1 (en) * 2011-05-13 2015-06-27 Ниссан Мотор Ко., Лтд. Device for tire air pressure monitoring
US9050863B2 (en) 2011-05-13 2015-06-09 Nissan Motor Co., Ltd. Tire air pressure monitor device
JP5574044B2 (en) * 2011-05-13 2014-08-20 日産自動車株式会社 Tire pressure monitoring device
RU2542854C1 (en) * 2011-05-13 2015-02-27 Ниссан Мотор Ко., Лтд. Tire air pressure control device
RU2549577C1 (en) * 2011-05-17 2015-04-27 Ниссан Мотор Ко., Лтд. Tire air pressure monitoring device
US9322744B2 (en) 2011-05-17 2016-04-26 Nissan Motor Co., Ltd. Tire air pressure monitor device
JP2012240468A (en) * 2011-05-17 2012-12-10 Nissan Motor Co Ltd Tire air pressure monitoring device
WO2012157308A1 (en) * 2011-05-17 2012-11-22 日産自動車株式会社 Tire air pressure monitor device
EP2711204A1 (en) * 2011-05-17 2014-03-26 Nissan Motor Co., Ltd Tire air pressure monitor device
EP2711204A4 (en) * 2011-05-17 2015-04-29 Nissan Motor Tire air pressure monitor device
CN103582577A (en) * 2011-05-17 2014-02-12 日产自动车株式会社 Tire air pressure monitor device
JP2012240615A (en) * 2011-05-23 2012-12-10 Nissan Motor Co Ltd Tire air pressure monitoring device
JP2013126783A (en) * 2011-12-16 2013-06-27 Denso Corp Wheel position detecting device and tire air pressure detecting device including the same
CN103958224A (en) * 2011-12-27 2014-07-30 株式会社电装 Wheel position detecting device and tire pressure detecting apparatus having the same
US9757997B2 (en) 2011-12-27 2017-09-12 Denso Corporation Wheel position detecting device and tire pressure detecting apparatus having the same
JP2013133058A (en) * 2011-12-27 2013-07-08 Denso Corp Wheel position detecting device and tire pneumatic pressure detecting device equipped therewith
JP2013133057A (en) * 2011-12-27 2013-07-08 Denso Corp Wheel position detecting device and tire pneumatic pressure detecting device equipped therewith
JP2013136301A (en) * 2011-12-28 2013-07-11 Denso Corp Wheel position detecting device and tire air pressure detecting device having the same
JP2013154687A (en) * 2012-01-27 2013-08-15 Denso Corp Wheel position detecting device, and tire pressure detecting apparatus having the same
JP2013226862A (en) * 2012-04-24 2013-11-07 Pacific Ind Co Ltd Wheel position determining device
CN105307877A (en) * 2013-06-14 2016-02-03 大陆汽车有限公司 Method and device for locating wheels of a vehicle, and tyre pressure monitoring system
US10173479B2 (en) 2013-06-14 2019-01-08 Continental Automotive Gmbh Method and device for locating wheels of a vehicle as well as a tire pressure monitoring system

Similar Documents

Publication Publication Date Title
EP2749437B1 (en) Tire position determination system
EP2698265B1 (en) Tire air pressure monitoring device
US9186938B2 (en) Wheel position detector and tire inflation pressure detector having the same
US9823167B2 (en) Tire air pressure monitoring system
DE602005005271T2 (en) Method and device for locating the right or left position of a vehicle wheel
DE60037097T2 (en) System and method for monitoring vehicle conditions affecting the tires
DE602004012903T2 (en) Method and system for determining the scrolling angle of a tire while driving a vehicle
EP1614550B1 (en) Wheel information-acquring system and wheel installation position information-setting device
CN100592046C (en) Tire pressure monitor having capability of accurately detecting state of motion of vehicle
US8731771B2 (en) Tire inflation pressure monitoring apparatus
KR100839165B1 (en) Vehicle wheel information processing device and method therefor
JP6526170B2 (en) Method and apparatus for locating the wheel of a vehicle
DE10311364B4 (en) Device for acquiring vehicle wheel information and device for processing the wheel information
KR101597893B1 (en) System for determining tire location
US8166809B2 (en) In-tire multi-element piezoelectric sensor
JP4735185B2 (en) Wheel position detecting device and tire pressure detecting device therefor
KR20170072935A (en) Electric vehicle, active safety control system of electric vehicle, and control method therefor
EP1269202B1 (en) Method for determining the speed of a wheel on a motor vehicle
US7023334B2 (en) Method for assigning tire pressure measurement devices in a motor vehicle to wheel positions and device for measuring the tire pressure
JP4310528B2 (en) How to operate devices that monitor and transmit wirelessly changes in tire pressure
US6963274B2 (en) Transmitter of tire condition monitoring apparatus and tire condition monitoring apparatus
US6888446B2 (en) Tire pressure monitoring auto location assembly
US7243534B2 (en) Tire state quantity detecting apparatus and method
US7212105B2 (en) Transmitter for tire condition monitoring apparatus
US7557698B2 (en) Wheel information processing device