JP2007190974A - Wheel mounting position judgement device - Google Patents

Wheel mounting position judgement device Download PDF

Info

Publication number
JP2007190974A
JP2007190974A JP2006009201A JP2006009201A JP2007190974A JP 2007190974 A JP2007190974 A JP 2007190974A JP 2006009201 A JP2006009201 A JP 2006009201A JP 2006009201 A JP2006009201 A JP 2006009201A JP 2007190974 A JP2007190974 A JP 2007190974A
Authority
JP
Japan
Prior art keywords
wheel
acceleration
circumferential
vehicle
determination
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
JP2006009201A
Other languages
Japanese (ja)
Inventor
Hideki Kusunoki
秀樹 楠
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 JP2006009201A priority Critical patent/JP2007190974A/en
Publication of JP2007190974A publication Critical patent/JP2007190974A/en
Pending legal-status Critical Current

Links

Images

Abstract

<P>PROBLEM TO BE SOLVED: To easily and inexpensively judge a position on which a wheel is mounted. <P>SOLUTION: A circumferential direction acceleration sensor 36a detects circumferential direction acceleration generated in the circumferential direction of the wheel mounted on a vehicle on a wheel mounting position judgement device. A front and rear wheel judging part judges whether the wheel of a judging object is a front wheel or a rear wheel by using a difference of a size of the detected circumferential direction acceleration. The front and rear wheel judging part judges the wheel an absolute value of the circumferential direction acceleration detected when the vehicle is decelerated of which is relatively large as the front wheel and judges the wheel an absolute value of the detected circumferential direction acceleration of which is relatively small as the rear wheel. The rear wheel is not driven but the front wheel is driven when the vehicle is accelerated. The front and rear wheel judging part judges the wheel the absolute value of the circumferential direction acceleration detected when the vehicle is accelerated of which is relatively large as the front wheel and judges the wheel the absolute value of the detected circumferential direction acceleration of which is relatively small as the rear wheel. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a wheel mounting position determination device.

  In recent years, a tire pressure monitoring system (TPMS: Tire Pressure Monitoring System) has been installed in vehicles to transmit information such as tire pressure and temperature wirelessly to the vehicle body to inform the driver in order to realize safer vehicle travel. Technology development is underway. A wheel state detection unit that detects a wheel state such as tire air pressure and transmits it to the vehicle body is provided on a vehicle wheel provided with the tire pressure monitoring system. By specifying the mounting position of the wheel to which the wheel state detection unit is mounted in advance, it is possible to effectively use the tire pressure monitoring system, for example, it is possible to quickly detect an abnormal tire. .

For this reason, for example, Patent Document 1 proposes a technique for determining whether the wheel is a right wheel or a left wheel using acceleration in the circumferential direction of the wheel. Also, for example, in Patent Document 2, tire condition monitoring that identifies the mounting position of a tire provided with a transmission source transmitter based on the levels of received signals respectively input from a front receiving antenna and a rear receiving antenna A device has been proposed. For example, Patent Document 3 proposes a tire pressure monitoring device that distinguishes front wheels and rear wheels from changes in tire pressure during load movement before and after a vehicle.
US Pat. No. 6,446,502 JP 2004-149093 A JP 2003-165317 A

  However, for example, in the technique described in Patent Document 1, it is difficult to determine whether the front wheel or the rear wheel is using the circumferential acceleration of the wheel. Moreover, in the technique described in Patent Document 2, since receivers must be provided on the front side and the rear side, respectively, it is difficult to suppress the cost and reduce the space for installing the receiver. Moreover, with the technique described in Patent Document 3, it is difficult to detect both the front and rear wheels and the left and right wheels from the detection result of the same sensor.

  This invention is made | formed in view of such a subject, The objective is to determine the position in which the wheel is attached easily and at low cost.

  In order to solve the above problems, a wheel mounting position determination device according to an aspect of the present invention includes a circumferential acceleration sensor that detects a circumferential acceleration generated in a circumferential direction of a wheel attached to a vehicle, and a detected circumferential acceleration. And a front / rear wheel determination unit that determines whether the wheel to be determined is a front wheel or a rear wheel by using the difference in size. According to this aspect, the position where the wheel is attached can be determined by a simple method of detecting the acceleration in the circumferential direction of the wheel.

  The front and rear wheel determination unit determines a wheel having a relatively large absolute value of circumferential acceleration detected when the vehicle decelerates as a front wheel, and detects a wheel having a relatively small absolute value of detected circumferential acceleration. The rear wheel may be determined. According to this aspect, the front wheel or the rear wheel can be easily determined using the difference in the circumferential acceleration between the front and rear wheels when the vehicle decelerates.

  When the vehicle is a front wheel drive vehicle, the front and rear wheel determination unit determines that a wheel having a relatively large absolute value of circumferential acceleration detected during vehicle acceleration is a front wheel, and detects circumferential acceleration detected during vehicle acceleration. A wheel having a relatively small absolute value may be determined as a rear wheel. According to this aspect, the front wheel or the rear wheel can be easily determined using the difference in the circumferential acceleration between the front and rear wheels during vehicle acceleration.

  When the vehicle is a rear wheel drive vehicle, the front / rear wheel determination unit determines that a wheel having a relatively large absolute value of circumferential acceleration detected during vehicle acceleration is a rear wheel, and detects a wheel detected during vehicle acceleration. A wheel having a relatively small absolute value of directional acceleration may be determined as a front wheel. According to this aspect, the front wheel or the rear wheel can be easily determined using the difference in the circumferential acceleration between the front and rear wheels during vehicle acceleration.

  A detection timing control unit that increases the frequency with which the circumferential acceleration sensor detects acceleration when the rotational speed of the wheel is greater than a predetermined threshold value may be further provided. For example, when the rotational speed of the wheel is small such as when the vehicle is stopped or traveling at a very low speed, it is difficult to accurately determine whether the wheel is the front wheel or the rear wheel based on the difference in acceleration in the circumferential direction of the wheel. According to this aspect, since the frequency with which the circumferential acceleration sensor detects acceleration in such a case can be reduced, an increase in power consumed by the circumferential acceleration sensor can be suppressed.

  A radial acceleration sensor that detects radial acceleration generated in the radial direction of the wheel may further be provided. The said detection timing control part may detect the rotational speed of a wheel using the detected radial acceleration. When the acceleration generated in the circumferential direction of the wheel is small, it is difficult to accurately determine whether it is a front wheel or a rear wheel from the difference in size. According to this aspect, in such a case, the frequency at which the transmitter transmits the detection result of the circumferential acceleration sensor can be reduced, and an increase in power consumed by the transmitter can be suppressed.

  A transmitter that wirelessly transmits the detection result of the circumferential acceleration sensor, and a frequency at which the transmitter wirelessly transmits the detection result of the circumferential acceleration sensor when the absolute value of the circumferential acceleration is greater than a predetermined threshold. A transmission timing control unit that increases the speed of the vehicle, and a receiver that receives the detection result of the circumferential acceleration sensor transmitted from the transmitter and inputs the detection result to the front and rear wheel determination unit.

  Usually, a vehicle is provided with a wheel speed sensor for detecting the speed of the wheel. However, it is generally difficult for the wheel speed sensor to accurately detect the rotational speed of the wheel in the low speed range. According to this aspect, it is possible to accurately detect the rotational speed of the wheel even in a low speed range by a simple method of detecting the acceleration in the radial direction of the wheel. For this reason, the detection timing control unit can quickly increase the detection frequency of the circumferential acceleration.

  Each of the plurality of circumferential acceleration sensors detects the acceleration in the same rotational direction of the wheel as a positive value, and determines whether the wheel to be determined is a right wheel or a left wheel using a sign of the detected circumferential acceleration. You may further provide the left-right wheel determination part to determine. According to this aspect, since it is possible to determine whether the front wheel or the rear wheel, and the right wheel or the left wheel by the circumferential acceleration sensor, an increase in cost can be suppressed.

  According to the wheel information processing apparatus and the unit position specifying method of the present invention, the position of the wheel state detection unit that detects the wheel state and sends it to the vehicle body can be easily specified.

  Hereinafter, embodiments of the present invention (hereinafter referred to as “embodiments”) will be described in detail with reference to the drawings.

(First embodiment)
FIG. 1 is an overall configuration diagram of a vehicle 10 according to the first embodiment. The vehicle 10 includes a vehicle body 30, and first wheels 12A, second wheels 12B, third wheels 12C, and fourth wheels 12D (hereinafter collectively referred to as “wheels 12” as necessary). . In addition, the vehicle 10 of this embodiment is a front wheel drive vehicle.

  The first wheel 12A, the second wheel 12B, the third wheel 12C, and the fourth wheel 12D are a first wheel state detection unit 20A, a second wheel state detection unit 20B, a third wheel state detection unit 20C, and a fourth wheel state, respectively. It has a detection unit 20D (hereinafter collectively referred to as “wheel state detection unit 20” as necessary). Each of the wheel state detection units 20 includes a transmitter 14, a wheel state sensor 16, a biaxial acceleration sensor 36, and a wheel ECU (ECU: electronic control unit) 26.

  The wheel state sensor 16 and the biaxial acceleration sensor 36 are connected to the wheel ECU 26. The wheel state sensor 16 and the biaxial acceleration sensor 36 input detection results to the wheel ECU 26. The wheel ECU 26 is connected to the transmitter 14. The wheel ECU 26 inputs the detection results input from the wheel state sensor 16 and the biaxial acceleration sensor 36 to the transmitter 14. The transmitter 14 transmits the detection results of the wheel state sensor 16 and the biaxial acceleration sensor 36 input from the wheel ECU 26 to the outside.

  The wheel state sensor 16, the 2-axis acceleration sensor 36, the wheel ECU 26, and the transmitter 14 in the wheel state detection unit 20 are driven by a battery (not shown). Further, the transmitter 14 normally transmits the detection results of the wheel state sensor 16 and the biaxial acceleration sensor 36 to the outside at predetermined time intervals such as every few minutes. At this time, the transmitter 14 transmits identification information (described later) of the wheel state detection unit 20 together with the detection results of the wheel state sensor 16 and the biaxial acceleration sensor 36 to the outside.

  The vehicle body 30 is provided with an ECU 100, a receiver 22, and a display 24. The receiver 22 receives the detection results of the wheel state sensor 16 and the biaxial acceleration sensor 36 transmitted from the transmitter 14. The receiver 22 is connected to the ECU 100, and the received detection result is input to the ECU 100.

  The display 24 is provided on a control panel in the vehicle compartment. The display 24 is connected to the ECU 100 and outputs a display using a display signal input from the ECU 100. The display 24 may be a liquid crystal screen, or a 7-segment display using LEDs.

  The vehicle body 30 is provided with a wheel speed sensor 28. The wheel speed sensor 28 detects the rotational speed of each of the wheels 12 attached to the vehicle body 30.

  Among these components of the vehicle 10, a wheel state monitoring system 200 is configured by the wheel state detection unit 20, the receiver 22, the ECU 100, and the display 24. The wheel state monitoring system 200 monitors the wheel state such as the tire air pressure, and notifies the driver when an abnormality occurs in the wheel. The wheel state detection unit 20, the receiver 22, and the ECU 100 constitute a wheel attachment position determination device 150. The wheel attachment position determination device 150 determines the attachment position of the wheel 12 on which the wheel state detection unit 20 is mounted.

  FIG. 2 is a functional block diagram of the wheel state detection unit 20 according to the first embodiment. The wheel state sensor 16 includes an air pressure sensor 32 and a temperature sensor 34. The air pressure sensor 32 detects the air pressure in the tire chamber of the wheel 12. The temperature sensor 34 detects the temperature in the tire chamber of the wheel 12. The wheel state sensor 16 outputs the air pressure information that is the detection result by the air pressure sensor 32 and the temperature information that is the detection result by the temperature sensor 34 to the wheel ECU 26 as wheel state information.

  The biaxial acceleration sensor 36 includes a circumferential acceleration sensor 36a and a radial acceleration sensor 36b. In the present embodiment, the circumferential acceleration sensor 36a detects, as a positive value, acceleration that occurs in the direction in which the wheel 12 rotates clockwise as viewed from the outside of the vehicle 10. Therefore, when the vehicle 10 is moving forward and accelerating, the circumferential acceleration sensor 36a detects a positive value acceleration on the right wheel 12 and a negative value acceleration on the left wheel. In the present embodiment, the radial acceleration sensor 36b detects the acceleration generated outward in the radial direction of the wheel 12 as a positive value. Therefore, when the wheel 12 rotates, the radial acceleration sensor 36b detects a positive value.

  The wheel ECU 26 includes a detection timing control unit 50, a transmission timing control unit 52, a timer 54, and a storage unit 56. The detection timing control unit 50 controls the frequency with which the circumferential acceleration sensor 36 a detects the circumferential acceleration of the wheel 12. The transmission timing control unit 52 controls the frequency with which the detection result of the circumferential acceleration sensor 36 a is transmitted to the outside by the transmitter 14. The timer 54 detects time.

  The storage unit 56 has identification information for identifying itself, a program for controlling the timing at which the circumferential acceleration sensor 36a detects the acceleration in the circumferential direction of the wheel 12, and a program for controlling the timing at which the detection result is transmitted to the outside. , And threshold values used for these controls are stored. In the present embodiment, the first wheel state detection unit 20A has “ID1”, the second wheel state detection unit 20B has “ID2”, the third wheel state detection unit 20C has “ID3”, and the fourth wheel state detection unit. Identification information of “ID4” is assigned to 20D, and each identification information is stored in each storage unit 56.

  FIG. 3 is a functional block diagram of the ECU 100 according to the first embodiment. The ECU 100 includes an attachment position determination unit 102, a wheel state determination unit 108, a display control unit 110, a storage unit 112, and the like.

  When the wheel 12 provided with the wheel state sensor 16 is attached to the vehicle 10, it is possible to determine which wheel 12 tire pressure has decreased by specifying the attachment position of the wheel 12.

  The attachment position determination unit 102 includes a left / right wheel determination unit 104 and a front / rear wheel determination unit 106. The left and right wheel determination unit 104 determines whether the determination target wheel 12 is the right wheel or the left wheel by using the sign of the circumferential acceleration of the wheel 12 detected by the circumferential acceleration sensor 36a. The front / rear wheel determination unit 106 determines whether the determination target wheel 12 is a front wheel or a rear wheel by using the difference in the circumferential acceleration magnitude of the wheel 12 detected by the circumferential acceleration sensor 36a. The attachment position determination unit 102 determines the attachment position of each of the four wheels 12 attached to the vehicle 10 using the determination results of the left and right wheel determination unit 104 and the front and rear wheel determination unit 106. The storage unit 112 stores the identification information of the wheel 12 and information indicating the mounting position of the wheel 12 having the identification information in association with each other.

  The wheel state determination unit 108 determines whether an abnormality has occurred in the tire of the wheel 12 using the input air pressure information and temperature information. For example, when the tire pressure indicated by the air pressure information is smaller than a predetermined air pressure, the wheel state determination unit 108 determines that an abnormality such as an air leak has occurred in the tire.

  The wheel state determination unit 108 refers to the combination of the identification information stored in the storage unit 112 and the mounting position of the wheel 12 and uses the identification information input together with the air pressure information to determine which mounting position the air pressure information is. It is determined whether it is transmitted from the wheel 12. Thus, even when it is determined that an abnormality has occurred in the tire, the wheel state determination unit 108 can determine which mounting position of the tire of the wheel 12 has an abnormality. The display control unit 110 uses the determination result of the wheel state determination unit 108 to display the determination result of the wheel state determination unit 108 on the display 24 so that the user can recognize which wheel 12 is abnormal. In this way, the wheel state monitoring system 200 notifies the driver of abnormality related to the tire.

  FIG. 4 shows a processing procedure in which the wheel state detection unit 20 according to the first embodiment transmits information for determining the mounting position of the wheel 12, and the detection timing of the circumferential acceleration sensor 36a and the transmission timing of the detection result. It is a flowchart which shows the process sequence of control. The processing in this flowchart starts when an ignition key (not shown) of the vehicle is turned on by the user, and is then repeated every predetermined time.

Detection timing control unit 50, a position determination end flag f c is determined whether the zero (S11). This position determination end flag f c represents whether or not considered determination of the mounting position of the wheel 12 has been completed. It represents that the position determination end flag f c is the case of zero is not considered to be determined mounting position of the wheel 12 has been completed, the case 1 is deemed determination of the mounting position of the wheel 12 has been completed To express.

If the position determination end flag f c is determined to 1 (S11 in N), the determination of the mounting position of the wheel 12 is considered to have ended, and terminates the processing in this flowchart. The transmitter 14 may continuously transmit the detection result of the circumferential acceleration sensor 36a together with the air pressure information and the temperature information to the outside.

If the position determination end flag f c is zero (S11 of Y), regarded as the determination of the mounting position of the wheel 12 is not finished, the detection timing controller 50, the radial direction detected by the radial acceleration sensor 36b acceleration a r is equal to or greater than a predetermined radial acceleration a r1 (S12). Detection timing control unit 50 determines the radial acceleration a r is by determining whether greater than the predetermined radial acceleration a r1, whether or not the rotational speed of the wheel 12 is greater than a predetermined rotational speed. This way the radial acceleration a r to determine whether greater than the predetermined radial acceleration a r1, if the rotational speed of the wheel 12 is small, the influence of the detection result of a disturbance in the circumferential direction acceleration sensor 36a Because it is big. If radial acceleration a r is less than or equal to a predetermined radial acceleration a r1 (S12 of N), the transmission time interval of the detection time interval and the transmitter 14 in the circumferential direction acceleration sensor 36a is not changed.

The rotational speed of the wheel 12 can also be detected by the wheel speed sensor 28. However, in order for the wheel ECU 26 to acquire the detection result of the wheel speed sensor 28, information must be transmitted to the wheel ECU 26 wirelessly. The wheel speed sensor 28 detects the tooth profile formed on the drive shaft of the wheel 12 by a pickup coil or the like, so that the wheel 12 started to rotate when the vehicle 10 traveled at a low speed and the rotational speed of the wheel 12 was low. It is difficult to detect this. By using the detected radial acceleration a r This way radial acceleration sensor 36b, the wheel ECU26 be grasped easily that even during low-speed rotation of the wheel 12 started to rotate the wheel 12 Can do.

If radial acceleration a r is determined to a predetermined larger radial acceleration a r1 (S12 of Y), the detection timing controller 50, the detection timing flag f t is determined whether the zero (S13 ). The detection timing flag f t is the detection time interval circumferential direction acceleration sensor 36a detects the circumferential direction of the acceleration of the wheel 12 indicating whether already shortened. When the detection timing flag ft is zero, the detection time interval is not shortened, and when the detection timing flag ft is 1, it indicates that the detection time interval is shortened.

If the detection timing flag ft is zero (Y in S13), since the detection time interval has not been shortened yet, the timer 54 starts detecting the period t in which the detection time interval continues to be shortened (S14). . Thereafter, the detection timing control unit 50 sets the detection timing flag ft to 1 indicating that the state in which the detection time interval is shortened continues (S15), and shortens the detection time interval by the circumferential acceleration sensor 36a. Then, the detection frequency of the circumferential acceleration sensor 36a is increased (S16). For example, the detection timing control unit 50 changes the detection frequency, which was every 3 minutes in normal times, every 5 seconds.

  Detection of acceleration by the biaxial acceleration sensor 36 and transmission of information from the transmitter 14 are performed intermittently. Therefore, it is difficult to determine from the transmitted information whether the timing detected by the circumferential acceleration sensor 36a is during vehicle acceleration or vehicle deceleration. For this reason, the transmission timing control unit 52 increases the transmission frequency as described above. When the ECU 100 receives the detection result of the circumferential acceleration sensor 36a when it is determined that the vehicle is accelerating or decelerating, the detection result is displayed. Used to determine front and rear wheels during vehicle acceleration or vehicle deceleration. Therefore, when determining whether the vehicle is the front wheel or the rear wheel, the detection result of the circumferential acceleration sensor 36a while the accelerator pedal (not shown) is depressed by the user or the brake pedal (not shown) is depressed. It is desirable to acquire and use it for front and rear wheel determination.

  For this reason, when the rotational speed of the wheel 12 becomes greater than a predetermined value as described above, the detection timing control unit 50 first increases the frequency with which the circumferential acceleration sensor 36a detects acceleration. As a result, by increasing the transmission frequency, it is possible to increase the probability of detecting and transmitting the circumferential acceleration ac at the timing when the accelerator pedal is depressed by the user or the timing when the brake pedal is depressed.

  Further, when the rotational speed of the wheel 12 is smaller than a predetermined value, it is difficult for the ECU 100 to determine whether the determination target wheel 12 is a front wheel or a rear wheel. Therefore, in such a case, the detection timing control unit 50 prioritizes the reduction of power consumption by the circumferential acceleration sensor 36a over the determination of the front wheel or the rear wheel, and does not increase the detection frequency of the circumferential acceleration sensor 36a. As a result, an increase in power consumed by the transmitter 14 is suppressed.

The circumferential direction acceleration a c due to the influence of the disturbance, if the circumferential direction acceleration a c of the wheel 12 is small, it is difficult to accurately determine whether the front or rear wheels due to the difference in their size. Therefore, when the detection time interval is shortened, the transmission timing control section 52, the circumferential direction acceleration a c is determined whether a predetermined larger circumferential direction acceleration a c1 (S17).

When it is determined that the circumferential acceleration a c is greater than the predetermined circumferential acceleration a c1 (Y in S17), the transmission timing control unit 52 transmits information including the detection result of the circumferential acceleration sensor 36a to the outside. The time interval is shortened to increase the transmission frequency (S18). For example, the transmission timing control unit 52 increases the transmission frequency, which was every 3 minutes before the change, every 5 seconds. By increasing the transmission frequency of the transmitter 14 in this way, it is possible to increase the probability of detecting and transmitting the circumferential acceleration ac at the timing when the accelerator pedal is depressed by the user or when the brake pedal is depressed. It becomes possible.

When it is determined that the circumferential acceleration a c is equal to or less than the predetermined circumferential acceleration a c1 (N in S17), the transmission timing control unit 52 ends the processing in this flowchart without increasing the transmission frequency of the transmitter 14. Accordingly, when it is not determined whether the front wheel or the rear wheel is depressed by the timing when the accelerator pedal is depressed by the user or when the brake pedal is depressed, the transmission frequency of the transmitter 14 is reduced, and the power consumed by the transmitter 14 is increased. Is suppressed.

  In this embodiment, even when the transmission time interval for transmitting the detection result of the circumferential acceleration sensor 36a is shortened, the transmission timing control unit 52 transmits the transmission time for the transmitter 14 to transmit the air pressure information and the temperature information. Do not change the interval. This is because the tire air pressure is unlikely to drop rapidly, and the consumption of electric power stored in the battery is suppressed. However, when the transmission time interval for transmitting the detection result of the circumferential acceleration sensor 36a is shortened, the transmission timing control unit 52 similarly changes the transmission time interval for transmitting the air pressure information and the temperature information, and the transmitter 14 Of course, it may be controlled to always transmit the detection result of the circumferential acceleration sensor 36a together with the air pressure information and the temperature information.

If it is determined that the detection timing flag ft is not zero (N in S13), the detection time interval of the circumferential acceleration sensor 36a continues to be shortened. shortening the period t which is continuing and determines whether or not a predetermined time t 1 is smaller than (S19). The predetermined time t 1 is set to a time that is sufficiently long for determination of the front and rear wheels of the wheel 12, such as 5 minutes, and suppresses a decrease in the remaining amount of power stored in the battery as much as possible.

If the time period t which shorten the detection time intervals is continued is judged that the predetermined time t 1 is smaller than (S19 of Y), the determination and the determination of the mounting position of the wheel 12 has not yet finished, S17: Transition to processing. If the time period t which shorten the detection time intervals is continued it is judged that the predetermined time t 1 or more (S19 of N), is regarded as the determination of the mounting position of the wheel 12 has been completed, the detection timing controller 50 Then, the detection time interval of the circumferential acceleration sensor 36a is returned to, for example, 3 minutes before the shortening, and the transmission timing control unit 52 returns the transmission time interval of the transmitter 14 (S20). As described above, the transmission timing control unit 52 sets an upper limit on the shortening period of the detection time interval, and returns the transmission time interval of the transmitter 14 when the upper limit is exceeded, thereby increasing the power consumed by the transmitter 14. Suppress.

When the detection time interval and the transmission time interval are returned to the time interval before the shortening, the timer 54 finishes measuring the period t during which the detection time interval continues to be shortened (S21), and the detection timing control unit 50 detects the detection timing. set the flag f t to zero indicating that not being shorter period of detection time intervals (S22), the wheel ECU26 indicates that it was considered to be determine the position determination end flag f c of the mounting position of the wheel 12 has been completed 1 is set (S23).

  FIG. 5 is a flowchart illustrating a processing procedure in which the ECU 100 according to the first embodiment determines the mounting position of the wheel 12. The processing in this flowchart starts when the ignition key of the vehicle 10 is turned on by the user, and is then repeated every predetermined time.

Mounting position determination unit 102 calculates the vehicle acceleration by utilizing the rotational speed of the wheel 12 detected by the wheel speed sensor 28, determines vehicle acceleration a w is whether or not a predetermined greater than the acceleration a 1 (S41 ). Since the vehicle acceleration a w is the case it is determined that the predetermined larger acceleration a 1 (S41 of Y), the front wheels or the rear wheels or the high accuracy can be determined vehicle 10 accelerates, the attachment position determining unit 102, Acceleration position determination is performed to determine the mounting position of the wheel 12 during acceleration of the vehicle 10 (S42).

If the vehicle acceleration a w is determined that the predetermined acceleration a 1 or less (S41 of N), the attachment position determining unit 102, the vehicle acceleration a w is determined whether a predetermined acceleration a 2 is smaller than (S43) . Here, the predetermined acceleration a 2 is set to a negative value. Is likely that the vehicle acceleration a w is the braking force is applied to the wheel 12 by a predetermined acceleration a 2 is smaller than the case where it is determined (S43 of Y), accuracy or front or rear wheels may determine capable brake Therefore, the attachment position determination unit 102 performs deceleration position determination for determining the attachment position of the wheel 12 when the vehicle 10 is decelerated (S44).

If the vehicle acceleration a w is determined that the predetermined acceleration a 1 or less and a predetermined acceleration a 2 or more (S43 of N), accurately determine whether front or rear wheels by reducing the circumferential acceleration the absolute value of the circumferential direction acceleration Therefore, the acceleration position determination and the deceleration position determination are not performed.

  FIG. 6 is a flowchart showing a processing procedure of acceleration position determination in S42 according to the first embodiment.

  The left and right wheel determination unit 104 determines whether or not the circumferential acceleration of the wheel 12 takes a positive value (S51). The circumferential acceleration sensor 36a detects, as a positive value, acceleration generated in the direction in which the wheel 12 rotates clockwise as viewed from the outside of the vehicle 10. For this reason, the circumferential acceleration sensor 36a of the wheel 12 attached to the right side of the vehicle 10 detects a positive value when the vehicle 10 accelerates. The left and right wheel determination unit 104 uses this to identify the wheel 12 as the right wheel when the circumferential acceleration takes a positive value (Y in S51). In this way, the left and right wheel determination unit 104 identifies the two right wheels 12 (S52). In the present embodiment, the first wheel 12A and the second wheel 12B are specified as the right wheel 12.

  Further, the circumferential acceleration sensor 36a of the wheel 12 attached to the left side of the vehicle 10 detects a negative value when the vehicle 10 accelerates. By using this, the left and right wheel determination unit 104 identifies the wheel 12 as the left wheel when the circumferential acceleration takes a negative value (N in S51). Thus, the left and right wheel determination unit 104 identifies the two left wheels 12 (S56). In the present embodiment, the third wheel 12C and the fourth wheel 12D are specified as the left wheel 12.

  The front and rear wheel determination unit 106 determines whether or not the absolute value of the circumferential acceleration is greater than the other for the two wheels 12 identified as the right wheel (S53). In the vehicle 10 of the present embodiment, the rear wheels are not driven and the front wheels are driven. For this reason, at the time of vehicle acceleration, the circumferential acceleration of the front wheels is larger than the circumferential acceleration of the rear wheels. The front / rear wheel determination unit 106 uses this to determine that the wheel 12 is a front wheel when the absolute value of the circumferential acceleration is larger than the other (Y in S53). Therefore, the attachment position determination unit 102 determines that the wheel 12 is the right front wheel (S54).

  In the present embodiment, the first wheel 12A is attached as the right front wheel, ID1 identification information is assigned to the wheel state detection unit 20 of the first wheel 12A, and the identification information is displayed together with the detection result of the circumferential acceleration sensor 36a. It is input to the ECU 100. The attachment position determination unit 102 determines the first wheel 12A and the right front wheel, and stores the information indicating the “right front wheel” and the identification information “ID1” assigned to the right front wheel in the storage unit 112 in association with each other. .

  When the absolute value of the circumferential acceleration is relatively smaller than the other (N in S53), the front and rear wheel determination unit 106 determines that the wheel 12 is a rear wheel. Therefore, the attachment position determination unit 102 determines that the wheel 12 is the right rear wheel (S55). In the present embodiment, the attachment position determination unit 102 determines the second wheel 12B as the right rear wheel, and the information indicating the “right rear wheel” and the identification information assigned to the right rear wheel as in the case of the right front wheel. A certain “ID2” is stored in the storage unit 112 in association with it.

  When the left two wheels are specified, the front and rear wheel determination unit 106 determines whether or not the absolute value of the circumferential acceleration is greater than the other (S57). Similarly to S53 and S55, when the absolute value of the circumferential acceleration is larger than the other (Y in S57), the front and rear wheel determination unit 106 determines that the wheel 12 is a front wheel. Therefore, the attachment position determination unit 102 determines that the wheel 12 is the left front wheel (S58). In the present embodiment, the attachment position determination unit 102 determines that the fourth wheel 12D is the left front wheel, and similarly indicates the information indicating “left front wheel” and “ID4” that is identification information assigned to the left front wheel. The data are stored in the storage unit 112 in association with each other.

When the absolute value of the circumferential acceleration is relatively smaller than the other (N in S57), the front and rear wheel determination unit 106 determines that the wheel 12 is a rear wheel. Therefore, the attachment position determination unit 102 determines that the wheel 12 is the left rear wheel (S59). In the present embodiment, the attachment position determination unit 102 determines that the third wheel 12C is a left rear wheel, and similarly to the above, information indicating “left rear wheel” and identification information “ID3” assigned to the left rear wheel. Are stored in the storage unit 112 in association with each other.

  As described above, the wheel mounting position determination device 150 determines whether the wheel 12 is the front wheel or the rear wheel by using the difference in the circumferential acceleration between the front and rear wheels during vehicle acceleration. Twelve attachment positions are determined. The wheel mounting position determination device 150 determines whether the front wheel or the rear wheel, and the right wheel or the left wheel using the circumferential acceleration detected by the circumferential acceleration sensor 36a. Since the attachment position of the wheel 12 is determined using the detection result of the same sensor, an increase in cost is suppressed.

  FIG. 7 is a flowchart showing the processing procedure for determining the deceleration position in S44 according to the first embodiment. The left and right wheel determination unit 104 determines whether or not the circumferential acceleration of the wheel 12 takes a positive value (S61). The circumferential acceleration sensor 36a detects, as a positive value, acceleration generated in the direction in which the wheel 12 rotates clockwise as viewed from the outside of the vehicle 10. For this reason, the circumferential acceleration sensor 36a of the wheel 12 attached to the left side of the vehicle 10 detects a positive value when the vehicle 10 decelerates. By using this, the left and right wheel determination unit 104 identifies the wheel 12 as the left wheel when the circumferential acceleration takes a positive value (Y in S61). Thus, the left and right wheel determination unit 104 specifies the left two wheels 12 (S62). In the present embodiment, the third wheel 12C and the fourth wheel 12D are specified as the left wheel 12.

  The circumferential acceleration sensor 36a of the wheel 12 attached to the right side of the vehicle 10 detects a negative value when the vehicle 10 decelerates. The left and right wheel determination unit 104 uses this to identify the wheel 12 as the right wheel when the circumferential acceleration takes a negative value (N in S61). Thus, the left and right wheel determination unit 104 specifies the two right wheels 12 (S66). In the present embodiment, the first wheel 12A and the second wheel 12B are specified as the right wheel 12.

  The front and rear wheel determination unit 106 determines whether or not the absolute value of the circumferential acceleration is greater than the other for the two wheels 12 identified as the left wheel (S63). The vehicle 10 of the present embodiment employs an electronically controlled brake system, and when the vehicle 10 is decelerated, a greater braking force is applied to the front wheels than to the rear wheels. For this reason, when the vehicle 10 decelerates, the absolute value of the circumferential acceleration of the front wheels is larger than the circumferential acceleration of the rear wheels. The front and rear wheel determination unit 106 uses this to determine that the wheel 12 is a front wheel when the absolute value of the circumferential acceleration is relatively larger than the other (Y in S63). Accordingly, the attachment position determination unit 102 determines that the wheel 12 is the left front wheel (S64). If the absolute value of the circumferential acceleration is relatively smaller than the other (N in S63), the front and rear wheel determination unit 106 determines that the wheel 12 is a rear wheel. Therefore, the attachment position determination unit 102 determines that the wheel 12 is the left rear wheel (S65).

  When the right two wheels are identified, the front and rear wheel determination unit 106 determines whether or not the absolute value of the circumferential acceleration is greater than the other (S67). Similarly to S63 to S65, when the absolute value of the circumferential acceleration is relatively larger than the other (Y in S67), the front and rear wheel determination unit 106 determines that the wheel 12 is a front wheel. Therefore, the attachment position determination unit 102 determines that the wheel 12 is the right front wheel (S68). When the absolute value of the circumferential acceleration is relatively smaller than the other (N in S67), the front and rear wheel determination unit 106 determines that the wheel 12 is a rear wheel. Therefore, the attachment position determination unit 102 determines that the wheel 12 is the right rear wheel (S69).

  As described above, the wheel mounting position determination device 150 determines whether the wheel 12 is the front wheel or the rear wheel by using the difference in the circumferential acceleration between the front and rear wheels when the vehicle decelerates. Next, the mounting position of the wheel 12 is determined. Note that the attachment position determination unit 102 stores the information indicating the attachment position of the wheel 12 and the identification information assigned to each of the wheels 12 in association with each other and stored in the storage unit 112, as in the description of FIG.

(Second Embodiment)
FIG. 8 is a flowchart showing a processing procedure of acceleration position determination in S42 according to the second embodiment. The vehicle 10 according to the present embodiment has the same configuration as the vehicle 10 according to the first embodiment, except that the vehicle 10 is a rear wheel drive vehicle. Since S71, S72, and S76 are the same as S51, S52, and S56 in FIG.

  The front and rear wheel determination unit 106 determines whether or not the absolute value of the circumferential acceleration is greater than the other for the two wheels 12 identified as the right wheel (S73). In the vehicle 10 of the present embodiment, the rear wheels are not driven and the front wheels are driven. For this reason, at the time of vehicle acceleration, the circumferential acceleration of the front wheels is larger than the circumferential acceleration of the rear wheels. The front and rear wheel determination unit 106 uses this to determine that the wheel 12 is a rear wheel when the absolute value of the circumferential acceleration is relatively larger than the other (Y in S73). Therefore, the attachment position determination unit 102 determines that the wheel 12 is the right rear wheel (S74). When the absolute value of the circumferential acceleration is relatively smaller than the other (N in S73), the front and rear wheel determination unit 106 determines that the wheel 12 is a front wheel. Therefore, the attachment position determination unit 102 determines that the wheel 12 is the right front wheel (S75).

  When the left two wheels are identified, the front and rear wheel determination unit 106 determines whether or not the absolute value of the circumferential acceleration is greater than the other (S77). Similarly to S73 and S75, when the absolute value of the circumferential acceleration is relatively larger than the other (Y in S77), the front and rear wheel determination unit 106 determines that the wheel 12 is a rear wheel. Accordingly, the attachment position determination unit 102 determines that the wheel 12 is the left rear wheel (S78). When the absolute value of the circumferential acceleration is relatively smaller than the other (N in S77), the front and rear wheel determination unit 106 determines that the wheel 12 is a front wheel. Therefore, the attachment position determination unit 102 determines that the wheel 12 is the left front wheel (S79).

  Even in the vehicle 10 in which the front wheels are not driven and the rear wheels are driven in this way, the wheel mounting position determination device 150 uses the difference in the circumferential acceleration of the front and rear wheels when the vehicle decelerates so that the wheel 12 becomes the front wheel. Or rear wheel. Note that the attachment position determination unit 102 stores the information indicating the attachment position of the wheel 12 and the identification information assigned to each of the wheels 12 in association with each other and stored in the storage unit 112, as in the description of FIG.

  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 embodiments to which such modifications are added can also be included in the scope of the present invention. Here are some examples.

  The radial acceleration sensor 36 b may function as a vehicle speed detection unit that detects the speed of the vehicle 10. It is difficult for a normal wheel speed sensor to accurately detect the vehicle speed when the vehicle 10 is traveling at a low speed. By using the radial acceleration sensor 36b, the vehicle speed can be accurately detected even when the vehicle 10 is traveling at a low speed.

  In this case, whether the vehicle 10 is accelerating or decelerating may be determined using the detection result of the radial acceleration sensor 36b. As a result, the ECU 100 can accurately detect whether the vehicle 10 is accelerating or decelerating even when the vehicle 10 is traveling at a low speed.

1 is an overall configuration diagram of a vehicle according to a first embodiment. It is a functional block diagram of the wheel state detection unit concerning a 1st embodiment. It is a functional block diagram of ECU which concerns on 1st Embodiment. The flowchart which shows the process sequence which transmits the information for the wheel state detection unit which concerns on 1st Embodiment to determine the attachment position of a wheel, and the control process of the detection timing of a circumferential direction acceleration sensor, and the transmission timing of a detection result. It is. It is a flowchart which shows the process sequence which ECU which concerns on 1st Embodiment determines the attachment position of a wheel. It is a flowchart which shows the process sequence of the position determination at the time of acceleration of S42 which concerns on 1st Embodiment. It is a flowchart which shows the process sequence of the position determination at the time of deceleration of S44 which concerns on 1st Embodiment. It is a flowchart which shows the process sequence of the position determination at the time of acceleration of S42 which concerns on 2nd Embodiment.

Explanation of symbols

  10 vehicle, 12 wheel, 14 transmitter, 16 wheel state sensor, 20 wheel state detection unit, 22 receiver, 24 display, 26 wheel ECU, 28 wheel speed sensor, 30 vehicle body, 32 air pressure sensor, 34 temperature sensor, 36 2 Axial acceleration sensor, 36a circumferential acceleration sensor, 36b radial acceleration sensor, 50 detection timing control section, 52 transmission timing control section, 54 timer, 56 storage section, 100 ECU, 102 mounting position determination section, 104 left and right wheel determination section, 106 front and rear wheel determination unit, 108 wheel state determination unit, 110 display control unit, 112 storage unit, 150 wheel mounting position determination device, 200 wheel state monitoring system

Claims (8)

  1. A plurality of circumferential acceleration sensors for detecting circumferential acceleration generated in the circumferential direction of each wheel attached to the vehicle;
    A front and rear wheel determination unit that determines whether a wheel to be determined is a front wheel or a rear wheel by using a difference in the magnitude of the detected circumferential acceleration;
    A wheel mounting position determination device comprising:
  2.   The front and rear wheel determination unit determines a wheel having a relatively large absolute value of circumferential acceleration detected during vehicle deceleration as a front wheel, and determines a wheel having a relatively small absolute value of circumferential acceleration as a rear wheel. The wheel mounting position determination device according to claim 1.
  3.   When the vehicle is a front-wheel drive vehicle, the front and rear wheel determination unit determines that a wheel having a relatively large absolute value of circumferential acceleration detected during vehicle acceleration is a front wheel, and the absolute value of circumferential acceleration is relatively The wheel mounting position determination device according to claim 1, wherein a wheel having a smaller size is determined as a rear wheel.
  4.   When the vehicle is a rear wheel drive vehicle, the front and rear wheel determination unit determines a wheel having a relatively large absolute value of circumferential acceleration detected during vehicle acceleration as a rear wheel, and the absolute value of circumferential acceleration is The wheel attachment position determination device according to claim 1, wherein a relatively small wheel is determined as a front wheel.
  5.   The wheel according to any one of claims 1 to 4, further comprising a detection timing control unit that increases a frequency at which the circumferential acceleration sensor detects acceleration when a rotational speed of the wheel is greater than a predetermined threshold. Mounting position determination device.
  6. A radial acceleration sensor for detecting radial acceleration generated in the radial direction of the wheel;
    The wheel attachment position determination device according to claim 5, wherein the detection timing control unit detects a rotational speed of the wheel using the detected radial acceleration.
  7. A transmitter for wirelessly transmitting the detection result of the circumferential acceleration sensor;
    A transmission timing controller that increases the frequency with which the transmitter wirelessly transmits the detection result of the circumferential acceleration sensor when the absolute value of the circumferential acceleration is greater than a predetermined threshold;
    A receiver that receives the detection result of the circumferential acceleration sensor transmitted from the transmitter and inputs the detection result to the front and rear wheel determination unit;
    The wheel mounting position determination device according to claim 1, further comprising:
  8. Each of the plurality of circumferential acceleration sensors detects acceleration in the same rotational direction of the wheel as a positive value,
    The wheel mounting according to any one of claims 1 to 7, further comprising a left and right wheel determination unit that determines whether the wheel to be determined is a right wheel or a left wheel by using the detected sign of circumferential acceleration. Position determination device.
JP2006009201A 2006-01-17 2006-01-17 Wheel mounting position judgement device Pending JP2007190974A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2006009201A JP2007190974A (en) 2006-01-17 2006-01-17 Wheel mounting position judgement device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2006009201A JP2007190974A (en) 2006-01-17 2006-01-17 Wheel mounting position judgement device

Publications (1)

Publication Number Publication Date
JP2007190974A true JP2007190974A (en) 2007-08-02

Family

ID=38447009

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2006009201A Pending JP2007190974A (en) 2006-01-17 2006-01-17 Wheel mounting position judgement device

Country Status (1)

Country Link
JP (1) JP2007190974A (en)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010151470A (en) * 2008-12-24 2010-07-08 Aisin Aw Co Ltd Navigation device and program
JP2012179928A (en) * 2011-02-28 2012-09-20 Pacific Ind Co Ltd Wheel rotation detection device, tire sensor unit, and tire condition monitoring device
JP2013100065A (en) * 2011-11-10 2013-05-23 Denso Corp Wheel position detection apparatus and tire pressure detection apparatus including the same
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
JP2013226861A (en) * 2012-04-24 2013-11-07 Pacific Ind Co Ltd Wheel position determining device
WO2017047419A1 (en) * 2015-09-17 2017-03-23 株式会社デンソー Sensor transmitter, wheel position detecting device and tire air pressure detecting device provided with same

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010151470A (en) * 2008-12-24 2010-07-08 Aisin Aw Co Ltd Navigation device and program
JP2012179928A (en) * 2011-02-28 2012-09-20 Pacific Ind Co Ltd Wheel rotation detection device, tire sensor unit, and tire condition monitoring device
JP2013100065A (en) * 2011-11-10 2013-05-23 Denso Corp Wheel position detection apparatus and tire pressure detection apparatus including the same
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
JP2013226861A (en) * 2012-04-24 2013-11-07 Pacific Ind Co Ltd Wheel position determining device
WO2017047419A1 (en) * 2015-09-17 2017-03-23 株式会社デンソー Sensor transmitter, wheel position detecting device and tire air pressure detecting device provided with same
JP2017058280A (en) * 2015-09-17 2017-03-23 株式会社デンソー Sensor transmitter, wheel position detection device, and tire air pressure detection device comprising the same

Similar Documents

Publication Publication Date Title
US10082791B2 (en) Autonomous vehicle control system and method
US6983649B2 (en) Tire condition monitoring apparatus
EP1188597B1 (en) Front/rear wheel torque distribution control apparatus for four wheel drive vehicle
JP4798683B2 (en) Method for distinguishing left and right wheels of a car
EP2586674B1 (en) Control device and control method for parking support
JP5853402B2 (en) Tire pressure monitoring device
JP4270284B2 (en) Wheel state monitoring system and wheel state detection device
EP1363793B1 (en) Apparatus for estimating a tyre condition and apparatus for determining a tyre abnormal condition
US9193224B2 (en) Tire position determination system
KR20170072935A (en) Electric vehicle, active safety control system of electric vehicle, and control method therefor
US9592710B2 (en) Wheel position detecting device and tire pressure detecting apparatus having the same
JP5287131B2 (en) Trailer tow vehicle control method and vehicle swing detection method
KR101550124B1 (en) Tire air pressure monitor system
EP1980422B1 (en) Vehicle tire information obtaining apparatus and tire information processing apparatus
US6785611B2 (en) Driver alert for vehicle with adaptive cruise control system
US9415774B2 (en) Vehicle control apparatus including an obstacle detection device
US6963274B2 (en) Transmitter of tire condition monitoring apparatus and tire condition monitoring apparatus
US9908370B2 (en) Dual motor feedback system for electric motorcycles
JP3912146B2 (en) Vehicle air pressure alarm method and apparatus
JP4483482B2 (en) Position detecting device and tire air pressure detecting device having position detecting function
US5524482A (en) Detecting a deflated vehicle tire by comparing angular velocity data of all wheels, a data table, and the directly-measured pressure of a single tire
US8266955B2 (en) Tire monitoring device and system
EP2170631B1 (en) Method and device for monitoring the state of tyres
US20050075825A1 (en) Real-time signal processing for vehicle tire load monitoring
US20160202147A1 (en) Tire classification