JP5018220B2 - Wheel position detecting device and tire air pressure detecting device having the same - Google Patents

Wheel position detecting device and tire air pressure detecting device having the same Download PDF

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Publication number
JP5018220B2
JP5018220B2 JP2007122392A JP2007122392A JP5018220B2 JP 5018220 B2 JP5018220 B2 JP 5018220B2 JP 2007122392 A JP2007122392 A JP 2007122392A JP 2007122392 A JP2007122392 A JP 2007122392A JP 5018220 B2 JP5018220 B2 JP 5018220B2
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change
trigger
left
transceiver
trigger signal
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JP2008275555A (en
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雅士 森
宣哉 渡部
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株式会社デンソー
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Priority to JP2007122392A priority Critical patent/JP5018220B2/en
Priority claimed from DE102008022107A external-priority patent/DE102008022107A1/en
Priority claimed from CN 200810095651 external-priority patent/CN101306637B/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps, of tanks; Tyre cooling arrangements
    • B60C23/02Signalling devices actuated by tyre pressure
    • B60C23/04Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0422Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
    • B60C23/0433Radio signals
    • B60C23/0435Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender
    • B60C23/0438Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender comprising signal transmission means, e.g. for a bidirectional communication with a corresponding wheel mounted receiver
    • B60C23/044Near field triggers, e.g. magnets or triggers with 125 KHz

Description

  The present invention relates to a wheel position detection device that can identify a spare tire, and in particular, a transceiver equipped with a pressure sensor is directly attached to a wheel to which a tire is attached, and a detection signal from the pressure sensor is transmitted from the transceiver. It is suitable for application to a direct tire pressure detection device that detects tire pressure by transmitting and receiving by a receiver attached to the vehicle body.

  Conventionally, there is a direct type as one of tire pressure detecting devices. In this type of tire air pressure detection device, a transmitter / receiver equipped with a sensor such as a pressure sensor is directly attached to a wheel side to which a tire is attached. Also, an antenna and a receiver are provided on the vehicle body side, and when a detection signal from the sensor is transmitted from the transceiver, the detection signal is received by the receiver via the antenna, and tire pressure is detected. To be done.

  In such a direct type tire pressure detecting device, the transmitter / receiver transmits so that it is possible to determine whether the transmitted data belongs to the own vehicle and to which wheel the transmitter / receiver is attached. In the data, ID information for discriminating between the own vehicle and the other vehicle and for discriminating the wheel to which the transceiver is attached is added.

  Then, the ID information is registered in advance on the receiver side, and when the data sent from the transceiver is received, it is determined which wheel the data is from the received ID information. Specifically, when a trigger signal is sent to a transceiver using a trigger machine while the receiver is in a transceiver ID registration mode, data is transmitted from the transceiver to the receiver in synchronization with the trigger signal. ID registration is performed (for example, refer to Patent Document 1).

  As described above, in the conventional tire pressure detecting device, the ID information determined for each wheel is included in the data transmitted from the transceiver, so that the wheel to which the transceiver is attached can be identified. ing. For this reason, if there is no ID information added for each wheel, it is impossible to determine which wheel corresponds to the data from the transceiver. That is, if the ID information is not used, it is impossible to detect which position of the vehicle each transceiver is located.

  Further, according to the above means, when the user himself / herself changes the position of the wheel, such as tire rotation, the ID information of the wheel rotated by the user is read, and the ID information registered so far is read again. Without re-registration, the tire pressure detector cannot cope with the wheel position change. Therefore, complicated re-registration work occurs, and there is a problem that work efficiency at the time of tire rotation is deteriorated.

  For this reason, it is desirable to be able to detect the wheel to which each transceiver is attached, that is, the attachment position, without ID information (wheel position information). Or when it is necessary to re-register ID information by the position change of a wheel, it is desired to be able to detect it automatically.

  Therefore, in Patent Document 2, the inventors transmit a trigger signal with a constant intensity from the trigger machine, and also detect the reception intensity of the trigger signal with a transceiver attached to each wheel, and the signal intensity of the trigger signal is Wheel position detection of which wheel each transmitter / receiver is attached to based on the reception intensity of the trigger signal received by each transmitter / receiver by using attenuation as the distance from the trigger device increases Propose to do.

And so that such wheel position detection can be performed more suitably, each front wheel trigger machine that outputs a trigger signal received only by each transceiver mounted on both front wheels, and each rear wheel mounted Proposing to include a trigger device for a rear wheel that outputs a trigger signal received only by a transceiver.
Japanese Patent No. 3212311 JP 2007-15491 A

  However, if a transceiver is also attached to the spare tire, the spare tire will be placed between both rear wheels, so when a trigger signal is output from the rear wheel trigger machine, both rear wheels and spare tire The trigger signal is received by the transceivers of the three wheels of the tire. At this time, since the reception intensity of the trigger signal received by the spare tire transmitter / receiver is not so different from the reception intensity of the trigger signal received by the transmitter / receiver of both rear wheels, each transmitter is connected to both the rear wheels and the spare tire. It may become impossible to distinguish which one is attached.

  As an apparatus capable of detecting a spare tire, there is an apparatus disclosed in Japanese Patent No. 3815305. This device has centrifugal force determination means mounted on a transmitter provided on a wheel, compares an identification code including a rotation detection signal with an identification code stored as a running tire, and stores ID information again. ing. However, the centrifugal force detecting means generally cannot detect the centrifugal force unless traveling at 30 km / h or higher, and cannot detect the wheel position including the spare tire at a lower speed than that.

  In view of the above points, the present invention provides a wheel position detection device that can detect which wheel each transceiver is attached to without having to read ID information by the user, and a spare tire even at a lower speed. The purpose is to be able to detect the wheel position as distinguished from the above.

  In order to achieve the above object, in the present invention, a plurality of wheels (6a to 6d) and spare tires (6e) each provided with a tire are provided in a receiving unit (25) for receiving a trigger signal, and a receiving unit. A first control unit (22) that measures a change in received intensity of a received trigger signal or a physical quantity corresponding to the change, and stores data representing the obtained change in received intensity or a physical quantity corresponding to the change in a frame. And a transmitter / receiver (2) having a transmitter (23) for transmitting a frame processed by the first controller, and a trigger device (on the vehicle body (7) side) that outputs a trigger signal ( 5), a receiving unit (32) provided on the vehicle body side for receiving a frame, and a plurality of transceivers based on a change in received intensity represented by data stored in the frame or a physical quantity corresponding to the change. That has a second control unit that determines which is attached to any of the wheels and the spare tire (6e) (33) a provided with a receiver and (3), a is the first feature.

  In this way, the first control unit is caused to measure the change in the received intensity or the physical quantity corresponding to the change, and store it in the frame for transmission. When the vehicle is traveling, the change in the received intensity or the physical quantity corresponding to the change is greater in the wheel that rotates by traveling than the spare tire that does not rotate. Based on this, the second control unit can detect whether each transceiver is attached to a wheel or a spare tire based on a change in reception intensity or a physical quantity corresponding to the change. Therefore, it can be set as the wheel position detection apparatus which can detect, without reading the transmitter / receiver ID by a user. And since it is not what uses a centrifugal force detection means etc., it becomes possible to detect the wheel position distinguished from the spare tire even at a lower speed.

  For example, the first and second trigger units output a signal including an execution command that causes the transceiver to measure the reception intensity of the trigger signal and the change or a physical quantity corresponding to the change as a trigger signal. In addition, when the transmitter / receiver attached to the left and right front wheels receives the trigger signal output from the first trigger machine, it measures the received intensity based on the execution command, stores the received intensity data in a frame, transmits it, When the transmitter / receiver attached to the rear wheel and the spare tire receives the trigger signal output from the second trigger machine, it measures the received intensity and the change in the received intensity or the physical quantity corresponding to the change based on the execution command. The received intensity data and the change or a physical quantity corresponding to the change are stored in a frame and transmitted. Then, the second control unit (33) receives the frame, and based on the magnitude of the reception intensity indicated in the reception intensity data stored in the frame of the transceiver attached to the left and right front wheels, the transceiver transmits to the left and right front wheels. The received intensity data stored in the frame of the transmitter / receiver attached to the left and right rear wheels and the spare tire and the reception indicated by the change or the physical quantity corresponding to the change are specified. Based on the magnitude of the strength, it can be specified whether the transceiver is attached to the left and right rear wheels or the spare tire.

  Specifically, when the second control unit (33) receives three frames of the transmitter / receiver attached to the left and right rear wheels and the spare tire, the change in the reception intensity is the smallest among the three frames. Identify the transmitter / receiver attached to the spare tire and, based on the magnitude of the received intensity stored in the remaining two frames, identify whether the transmitter / receiver is attached to the left or right rear wheel Can do.

  In the first feature of the present invention, vehicle speed determining means (100) for determining whether or not the vehicle speed is equal to or higher than a predetermined speed by inputting data related to the vehicle speed from the vehicle speed detecting section (8) to the second control section. If the trigger command signal that outputs the trigger signal to the trigger machine is output when the vehicle speed is equal to or higher than the predetermined speed, it is possible to reliably detect the wheel position distinguished from the spare tire during traveling. Become.

  For example, the amplitude of the reception intensity can be used as the physical quantity corresponding to the change in the reception intensity.

  Further, in the present invention, data related to the vehicle speed is input from the vehicle speed detection unit (8) to the second control unit, and a change in the received intensity of the trigger signal or the change to the first control unit of the transceiver corresponding to the vehicle speed. The time calculation means (100a) for calculating the measurement time (T) for measuring the physical quantity corresponding to is provided, and when the trigger command signal for outputting the trigger signal to the trigger machine is output, the information related to the measurement time is also displayed in the trigger machine. A trigger signal including information on the measurement time is output from the trigger machine, and the second control unit causes the first control unit to measure a change in the reception intensity of the trigger signal or a physical quantity corresponding to the change for the measurement time. It is a feature.

  As described above, the measurement time may be determined, and a change in reception intensity or a physical quantity corresponding to the change during the measurement time may be measured. Even if it does in this way, the same effect as the 1st feature of the present invention can be acquired.

  For example, when the transmitter / receiver attached to the left and right rear wheels and the spare tire receives the trigger signal output from the second trigger machine, the received intensity and the change in the received intensity or the physical quantity corresponding to the change based on the execution command Is measured for the measurement time, and the received intensity data and the change in the received intensity or a physical quantity corresponding to the change are stored in a frame and transmitted. As a result, the second control unit (33) receives the frame, and based on the magnitude of the reception intensity indicated in the reception intensity data stored in the frame of the transceiver attached to the left and right front wheels, the transceiver It is specified which of the left and right front wheels is attached, and the received intensity data stored in the frame of the transmitter / receiver attached to the left and right rear wheels and the spare tire and the change or the change of the received intensity Based on the magnitude of the reception intensity indicated by the physical quantity, it can be specified whether the transceiver is attached to the left and right rear wheels or the spare tire.

  Specifically, when the second control unit (33) receives three frames of the transmitter / receiver attached to the left and right rear wheels and the spare tire, the change in the reception intensity is the smallest among the three frames. Identify the transmitter / receiver attached to the spare tire and, based on the magnitude of the received intensity stored in the remaining two frames, identify whether the transmitter / receiver is attached to the left or right rear wheel Can do.

  In the second feature of the present invention, it is preferable that the time calculation means sets the measurement time to the upper limit value when the time corresponding to the vehicle speed exceeds the upper limit value. By providing such an upper limit value, it is possible to prevent the reception intensity measurement time from becoming too long, thereby preventing an increase in battery consumption of the transceiver.

  For example, the difference (ΔS) between the maximum value and the minimum value of the reception intensity measured during the measurement time can be used as the physical quantity corresponding to the change in reception intensity.

  In the above description, the present invention has been described as a wheel position detection device. However, the wheel position detection device may be incorporated into a tire air pressure detection device.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
A first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing an overall configuration of a tire air pressure detection device to which a wheel position detection device according to an embodiment of the present invention is applied. The upper direction in the drawing of FIG. 1 corresponds to the front of the vehicle 1, and the lower direction of the drawing corresponds to the rear of the vehicle 1. With reference to this figure, the tire pressure detecting device in the present embodiment will be described.

  As shown in FIG. 1, the tire air pressure detection device is attached to a vehicle 1 and includes a transceiver 2, a receiver 3, a display device 4, and a trigger device 5. In the present embodiment, the transceiver 2, the receiver 3, and the trigger machine 5 correspond to the wheel position detection device of the present invention.

  The transceiver 2 is attached to each of the four wheels 6a to 6d and the spare tire 6e in the vehicle 1, and detects the air pressure of the tires attached to the wheels 6a to 6d and the spare tire 6e, and the detection result is The detection signal data shown is stored and transmitted in a frame to be transmitted. The receiver 3 is attached to the vehicle body 7 side of the vehicle 1 and receives a frame transmitted from the transceiver 2 and performs various processes and calculations based on the detection signal stored therein. Therefore, the tire pressure is obtained. 2A and 2B show block configurations of the transceiver 2 and the receiver 3. FIG.

  As shown in FIG. 2A, the transceiver 2 includes a sensing unit 21, a control unit 22, an RF transmission unit 23, a battery 24, a trigger signal reception unit 25, a transmission antenna 26, and a reception antenna 27. ing.

  The sensing unit 21 includes, for example, a diaphragm type pressure sensor and a temperature sensor, and outputs a detection signal corresponding to the tire pressure and a detection signal corresponding to the temperature.

  The control unit (first control unit) 22 is configured by a known microcomputer including a CPU, a ROM, a RAM, an I / O, and the like, and executes a predetermined process according to a program stored in the ROM or the like.

  Specifically, the control unit 22 receives a detection signal related to the tire pressure from the sensing unit 21, processes the signal, processes the signal as necessary, and indicates the detection result (hereinafter referred to as data related to the tire pressure). Are stored in a frame to be transmitted together with the ID information of each transceiver 2, and then the frame is sent to the RF transmitter 23. The process of sending a signal to the RF transmitter 23 is executed at predetermined intervals according to the program.

  When the ignition switch is off, the control unit 22 is normally in a sleep state. However, the control unit 22 receives a trigger signal and switches to a wake-up state when an activation command included in the trigger signal is input. Further, the control unit 22 includes a trigger signal strength measuring unit 22a. When the trigger signal is received from the trigger device 5 through the receiving antenna 27 and the trigger signal receiving unit 25 and the Wake-up state is established, the trigger signal strength is obtained. The measurement intensity of the trigger signal is measured by the measurement unit 22a, and the magnitude of the amplitude of the reception intensity is measured as a physical quantity corresponding to a change in the reception intensity during a certain period of time when the tire is assumed to make one rotation or more. Then, the control unit 22 processes the received intensity data as necessary, stores the received intensity data in a frame in which data relating to tire air pressure is stored, or another frame, and then transmits the frame to the RF transmitting unit. 23. The measurement of the reception intensity of the trigger signal and the process of transmitting the reception intensity data to the RF transmission unit 23 are also performed according to the program.

  FIG. 3 is a diagram showing a frame structure when reception intensity data is stored in a frame in which data related to tire air pressure is stored in the transceiver 2. As shown in this figure, for example, together with ID information (hereinafter referred to as transceiver ID) attached to distinguish each transceiver 2, the reception intensity of the trigger signal, the amplitude of the reception intensity, the air pressure data, and the temperature Data is stored in the same frame, and this frame is sent to the receiver 3.

  Further, the control unit 22 controls the timing for sending the frame to the RF transmission unit 23. This is to prevent batting between transmission data from each transceiver 2. For example, the transmission timing of how many seconds after the trigger signal is received is set to be different for each transceiver 2 in advance. Therefore, frames are transmitted from the transceivers 2 of the wheels 6a to 6d at different timings.

  However, in order to transmit frames at different timings from the transceivers 2 of the wheels 6a to 6d, each transmission / reception is simply performed by storing different transmission timings in the control unit 22 of each transceiver 2. The stored contents of the machine 2 will be different. For this reason, for example, a map in which the transmission timing can be selected according to the reception intensity or a function expression for obtaining the transmission timing using the transmission intensity as a variable is given to the control unit 22 so that the transmission timing of the frame is shifted according to the reception intensity. If the transmission timing of each transmitter / receiver 2 is inevitably different due to the difference in reception strength, the program of the control unit 22 of all the transmitter / receivers 2 can be made common.

  Moreover, you may set the program memorize | stored in the control part 22 so that transmission timing may be changed at random every time. In this way, if it is changed randomly each time, it is possible to make the transmission timings of the respective transceivers 2 all different with a high probability.

  The RF transmission unit 23 functions as an output unit that transmits a frame transmitted from the control unit 22 to the receiver 3 through the transmission antenna 26 using an RF band, for example, a radio wave of 310 MHz.

  The trigger signal receiving unit 25 functions as an input unit that receives a trigger signal through the receiving antenna 27 and sends it to the control unit 22.

  The battery 24 supplies power to the control unit 22 and the like, and receives power supply from the battery 24 to collect data related to tire air pressure in the sensing unit 21 and various calculations in the control unit 22. Is executed.

  The transceiver 2 configured in this way is attached to an air injection valve in each of the wheels 6a to 6d and the spare tire 6e, for example, and is arranged so that the sensing unit 21 is exposed inside the tire. Thus, the corresponding tire pressure is detected, and the frame is transmitted at predetermined intervals (for example, every minute) through the transmission antenna 26 provided in each transceiver 2.

  As shown in FIG. 2B, the receiver 3 includes an antenna 31, an RF receiver 32, and a controller 33.

  The antenna 31 is a single common antenna that collectively receives frames transmitted from the transceivers 2 and is fixed to the vehicle body 7.

  The RF receiving unit 32 functions as an input unit that receives a frame transmitted from each transceiver 2 by the antenna 31 and sends it to the control unit 33.

  The control unit 33 is configured by a known microcomputer including a CPU, ROM, RAM, I / O, and the like, and executes predetermined processing according to a program stored in the ROM or the like.

  Specifically, the control unit 33 outputs a trigger command signal that instructs the trigger machine 5 to output a trigger signal, receives a frame received by the RF receiving unit 32, and stores each frame stored in the frame. Based on the received intensity data of the trigger signal at the transceiver 2, wheel position detection is performed to identify which of the four wheels 6a to 6d the transmitted frame is for the transceiver 2 attached to. In the case of the present embodiment, the control unit 33 inputs vehicle speed data from the vehicle speed detection unit 8 provided in the vehicle, and triggers the trigger machine 5 when the vehicle speed reaches a predetermined speed (for example, 5 km / h). A command signal is output to detect the wheel position. Examples of the vehicle speed detection unit 8 include a vehicle speed sensor and a wheel speed sensor. If the vehicle speed is calculated by another ECU based on these detection signals, the ECU is used as the vehicle speed detection unit. The data of the calculation result of the vehicle speed may be obtained therefrom.

  Further, the control unit 33 obtains the tire air pressure by performing various signal processing and calculations based on the data indicating the detection result stored in the received frame, and displays an electrical signal corresponding to the obtained tire air pressure. 4 is output. For example, the control unit 33 compares the obtained tire pressure with a predetermined threshold value Th, and outputs a signal to that effect to the display 4 when detecting that the tire pressure has decreased. As a result, the indicator 4 is informed that the tire pressure of any of the four wheels 6a to 6d and the spare tire 6e has decreased.

  As shown in FIG. 1, the display 4 is arranged at a place where the driver can visually recognize, and is configured by an alarm lamp installed in an instrument panel in the vehicle 1, for example. For example, when a signal indicating that the tire air pressure has decreased is sent from the control unit 33 in the receiver 3, the display device 4 notifies the driver of the decrease in tire air pressure by displaying that effect.

  When the trigger command signal sent from the control unit 33 of the receiver 3 is input, the trigger device 5 outputs, for example, a trigger signal having a predetermined signal strength in the LF band of 125 to 135 kHz. It is. As a trigger signal, the thing of the form shown to Fig.4 (a)-(c) can be used, for example.

  FIG. 4A shows a form in which a plurality of frames in which command parts are stored are arranged as trigger signals. Each command part includes a start command and an execution command. The activation command is determined in advance as a command for switching the control unit 22 in the transceiver 2 from the Sleep state to the Wake-up state. The execution command causes the activated control unit 22 to measure the received intensity of the received trigger signal, process the received intensity data as necessary, and store the received intensity data as data related to tire pressure. Alternatively, after storing in a different frame, an operation instruction is given to send the frame to the RF transmitter 23. For example, such a trigger signal is an electromagnetic wave of 125 kHz, and when the transceiver 2 receives a frame storing the first command part, the reception intensity of the subsequent frame storing the second command part is measured. The reception intensity of the trigger signal can be measured. In this example, the trigger signal in which two frames storing the command part are arranged is taken as an example, but the number of frames may be three or more. Further, the frames may be intermittent as shown in FIG. 4A, but may be continuous.

  FIG. 4B shows a form in which the trigger signal is a frame in which a command part and a dummy part are stored. The command part includes a start command and an execution command as described above. The dummy part is used for reception intensity measurement, and may be a modulated signal or a simple carrier signal that is not modulated. For example, such a trigger signal is an electromagnetic wave of 125 kHz, and when the transmitter / receiver 2 receives the command part, the reception intensity of the trigger signal can be measured by measuring the reception intensity of the subsequent dummy part.

  FIG. 4C shows a form in which the trigger signal is a frame in which a signal composed of a pulse train and a dummy part are stored. The pulse train includes a predetermined number (for example, four) of pulse signals CW within a predetermined time ta. This pulse train functions as an activation command for setting the transceiver 2 to the Wake-up state. Each pulse signal CW may be an AM-modulated signal or an unmodulated signal. The dummy part is used for reception intensity measurement as described above. For example, such a trigger signal is an electromagnetic wave of 125 kHz, and when the transmitter / receiver 2 receives a predetermined number (four) of pulse signals CW within a predetermined time ta, the reception intensity of the subsequent dummy part is measured. By doing so, the reception intensity of the trigger signal can be measured.

  The trigger signal shown here is an example, and the trigger signal may have another form. For example, it is possible to divide a frame into a trigger signal for setting the transceiver 2 in a Wake-up state in advance and a trigger signal for measuring reception intensity. In this case, since it is not necessary to use a trigger signal for setting the Wake-up state for reception intensity measurement, the signal intensity may be different from the trigger signal for reception intensity measurement. If the transmitter / receiver 2 is always in the Wake-up state, only the part obtained by removing the start command from the configuration shown in FIGS. 4A and 4B can be used as a trigger signal. .

  The trigger machine 5 includes two units: a first trigger machine 5a arranged on the front wheel side and a second trigger machine 5b arranged on the rear wheel side.

  Each trigger machine 5a, 5b is offset and arrange | positioned with respect to the centerline which divides the vehicle 1 symmetrically so that it may become a different distance with respect to each corresponding wheel. In the present embodiment, the first trigger machine 5a is arranged in the vicinity of the left front wheel 6b, and the second trigger machine 5b is arranged in the vicinity of the left rear wheel 6d, both of which are arranged on the left side of the center line. Yes. Therefore, the distance from the first trigger machine 5a to the right front wheel 6a is longer than the distance from the first trigger machine 5a to the left front wheel 6b, and the distance from the second trigger machine 5b to the right rear wheel 6c. However, it is longer than the distance from the second trigger machine 5b to the left rear wheel 6d.

  Further, in the present embodiment, the trigger signal transmitted from the first trigger machine 5a reaches the transceiver 2 attached to the left and right front wheels 6a, 6b, and the trigger signal transmitted from the second trigger machine 5b is transmitted to the left and right rear wheels 6c. , 6d so as to reach the transmitter / receiver 2.

  The trigger machine 5 may be mounted anywhere as long as the surroundings are not covered with metal, but the place where the trigger machine 5 is not covered with metal as much as possible, and stones etc. do not hit during traveling. For example, it is preferably mounted in a liner or a vehicle interior.

  As described above, the tire air pressure detection device to which the wheel position detection device in the present embodiment is applied is configured.

  Next, the operation of the tire pressure detection device of the present embodiment will be described. The tire air pressure detecting device first detects a wheel position after a predetermined time since an ignition switch (not shown) is switched from OFF to ON. This wheel position detection is performed when the control part 33 of the receiver 3 performs a wheel position detection process.

  FIG. 5 is a flowchart of the wheel position detection process executed by the control unit 33 of the receiver 3. This wheel position detection process is executed when an ignition switch (not shown) is switched from OFF to ON and the controller 33 of the receiver 3 is turned on.

  In step 100, it is determined whether or not the vehicle speed is a predetermined speed, for example, 5 km / h or less. The vehicle speed is obtained by inputting vehicle speed data from the vehicle speed detector 8. Here, the process waits until an affirmative determination is made. This is a state in which the wheels 6a to 6d are not rotating when the vehicle 1 is stopped. Therefore, there is no change in the reception intensity of the trigger signal at the transceiver 2 attached to each of the wheels 6a to 6d. This is because it cannot be distinguished from the tire 6e.

  In step 105, a trigger command signal is output toward the first trigger machine 5a. When this trigger command signal is input to the first trigger machine 5a, a trigger signal having a predetermined signal intensity is output from the first trigger machine 5a to the transceiver 2 attached to the left and right front wheels 6a, 6b. .

  When this trigger signal is input to the control unit 22 through the receiving antenna 27 and the trigger signal receiving unit 25 of each transceiver 2 attached to the left and right front wheels 6a and 6b, the control unit 22 enters the Wake-up state, and the trigger signal The intensity measurement unit 22a measures the reception intensity of the received trigger signal and measures the amplitude of the reception intensity as a physical quantity corresponding to a change in reception intensity during a certain time. At this time, the fixed time can be, for example, a period in which the tire is assumed to make one or more revolutions at the vehicle speed (for example, 5 km / h) determined as the determination criterion in Step 100.

  Each transmitter / receiver 2 measures the reception intensity of the trigger signal and the amplitude of the reception intensity and stores it in a frame to be transmitted together with the transmitter / receiver ID of each transmitter / receiver 2, and stores the frame in the receiver 3. Send to. At this time, since the transmission timings of the respective transceivers 2 are different from each other, the frames transmitted from the respective transceivers 2 can be reliably received by the receiver 3 without interference.

  Subsequently, in step 110, it is determined whether or not the two transceivers 2 have responded to the trigger signal output from the first trigger device 5a. As used herein, the two transceivers 2 mean those attached to both front wheels 6a and 6b. The trigger signal is basically set to such an intensity that it can be received by the transceiver 2 attached to both front wheels 6a, 6b, but it is parked near a facility / equipment that emits jamming waves, etc. If the trigger signal is affected by the surrounding environment of the vehicle, the transmitter / receiver 2 may not be able to receive the trigger signal. When at least one of the two transceivers 2 attached to the front wheels 6a and 6b cannot receive the trigger signal, the two frames cannot be received and there are responses from the two transceivers 2. Cannot be determined. In this case, a negative determination is made in step 110, and in order to retry each of the above processes, the process proceeds to step 115, and the count value of a counter (not shown) built in the control unit 33 is incremented by 1, and the number of retries is stored. Keep it.

  In step 115, it is determined whether or not the number of retries is 5 or less, and if it is 5 or less, the process returns to step 105 and retries, and if it exceeds 5 times, the process is stopped without retrying. . In this case, since it is considered that the transmitter / receiver 2 has failed or the battery has run out, the fact may be transmitted through the display 4.

  On the other hand, if an affirmative determination is made in step 110, the process proceeds to step 120. In step 120, the wheel position is assigned based on the received intensity data stored in the received frame. That is, the relationship between the distance from the trigger machine 5 and the intensity of the trigger signal is expressed as shown in FIG. 6, and the signal intensity of the trigger signal attenuates as the distance from the trigger machine 5 increases. For this reason, the reception strength data and the transceiver ID are read from the two frames received in step 105, the transceiver IDs are arranged in order of the higher reception strength, and the transceiver ID with the higher reception strength is attached to the left front wheel 6b. It is determined that the transmitter / receiver ID of the transmitter / receiver 2 and the transmitter / receiver ID having the lower reception intensity is that of the transmitter / receiver 2 attached to the right front wheel 6a. The transceiver ID stored in each frame is stored (registered) in the memory in the control unit 33 in association with the right front wheel 6a and the left front wheel 6b to which the transceiver 2 is attached.

  In the subsequent processes in steps 125 to 135, a trigger command signal is output to the second trigger machine 5b in step 120, so that the rear wheels 6c and 6d side are the same as the processes in steps 105 to 115 described above. Do that. Since these processes are substantially the same as those executed for the front wheels 6a and 6b, the description thereof will be omitted. However, when a trigger signal is output from the second trigger machine 5b, only the both rear wheels 6c and 6d are used. If the trigger signal is also received by the transmitter / receiver 2 of the spare tire 6e, the three transmitter / receivers 2 respond and transmit frames, so in step 130, whether two or more transmitter / receivers 2 responded. The only difference is in determining whether or not. By such processing, it can be confirmed whether or not the reception intensity data of the trigger signal is normally sent from the transceiver 2 attached to both the rear wheels 6c and 6d.

  Subsequently, in step 140, it is determined whether or not the three transceivers 2 have responded. Thereby, it is determined whether or not the received frame includes a response due to the transceiver 2 attached to the spare tire 6e. If an affirmative determination is made here, the process proceeds to step 145, where the transmitter / receiver ID, the received intensity data, and the received intensity data indicating the physical quantity corresponding to the change in received intensity are read from the three frames. Then, based on the amplitude of the received intensity, it is determined whether the transceiver 2 that has transmitted the frame is of the spare tire 6e or of the rear wheels 6c and 6d. This will be described with reference to FIG.

  FIGS. 7A to 7C show changes in the distance between the second trigger machine 5b and the transmitter / receiver 2 attached to the rear wheels 6c and 6d and the spare tire 6e and the rear of the vehicle 1 with respect to the travel time. It is the figure which showed the relationship of the change of the reception intensity | strength of the trigger signal in each transmitter / receiver 2 attached to wheel 6c, 6d and spare tire 6e.

  As shown to Fig.7 (a), in the left rear wheel 6d nearest to the 2nd trigger machine 5b, the transmitter / receiver 2 moves in the range shown in figure according to wheel rotation. Since the distance from the 2nd trigger machine 5b to the transmitter / receiver 2 is short at this time, the ratio of the variation | change_quantity of the said distance with respect to the distance becomes large. Therefore, the change in the reception strength of the trigger signal is large, and the amplitude of the change in the reception strength is large.

  Moreover, as shown in FIG.7 (b), in the right rear wheel 6c furthest from the 2nd trigger machine 5b, the transmitter / receiver 2 moves in the range shown in the figure corresponding to wheel rotation. Since the distance from the 2nd trigger machine 5b to the transmitter / receiver 2 is long at this time, the ratio of the variation | change_quantity of the said distance with respect to the distance becomes small. Therefore, the change in the reception strength of the trigger signal is small, and the amplitude of the change in the reception strength is small.

  Furthermore, as shown in FIG.7 (c), in the spare tire 6e, since wheel rotation does not arise, the transmitter / receiver 2 does not move. Therefore, the change in the reception intensity of the trigger signal does not occur, and the amplitude of the change in the reception intensity becomes almost zero.

  Therefore, it can be specified that the transceiver 2 that has transmitted the frame having the smallest amplitude of reception intensity is attached to the spare tire 6e. Then, with respect to the remaining two, by comparing the magnitudes of the reception strengths (or comparing the amplitudes of the reception strengths), the transmitter / receiver 2 that has transmitted the frame transmits the right rear wheel 6c and the left rear wheel 6d. It is possible to specify which one is attached.

  Based on such knowledge, in Step 145, it is assumed that the transceiver 2 that has transmitted the frame having the smallest amplitude of the reception intensity is attached to the spare tire 6e. The transmitter / receiver IDs of the remaining two frames are arranged in descending order of reception strength, and the transmitter / receiver ID of the transmitter / receiver 2 attached to the left rear wheel 6d is the transmitter / receiver with the higher reception strength, and the transmitter / receiver with the lower reception strength. It is determined that the ID is that of the transceiver 2 attached to the right rear wheel 6c. Then, the transceiver ID stored in each frame is stored (registered) in the memory in the control unit 33 in association with the right rear wheel 6c, the left rear wheel 6d, and the spare tire 6e to which the transceiver 2 is attached.

  On the other hand, in step 150, it is determined whether or not the magnitude of the received intensity stored in the two frames is greater than or equal to a threshold value. The threshold value here is a value for discriminating whether two frames are sent from the transceiver 2 of the rear wheels 6c and 6d or sent from the transceiver 2 of the spare tire 6e. 7 (b) and 7 (c) are set to be less than the amplitude of the reception intensity assumed by the transmitter / receiver 2 of the right rear wheel 6c. As described above, the trigger signal is basically received by the transceiver 2 of the rear wheels 6c and 6d, but the trigger signal may not be received. In such a case, it cannot be specified whether the frame is sent from the transceiver 2 attached to any of the rear wheels 6c and 6d and the spare tire 6e. Therefore, in this step, it is determined whether or not the two frames are sent from the transceiver 2 attached to the rear wheels 6c and 6d.

  At this time, if the amplitude of the received intensity stored in the two frames is greater than or equal to the threshold value, the process proceeds to step 155 with the transceiver ID, the received intensity data, and the physical quantity corresponding to the change in received intensity from the two frames. Read the data of the amplitude of a certain reception intensity. The transmitter / receiver IDs are arranged in descending order of reception intensity, the transmitter / receiver ID having the higher reception intensity is the one of the transmitter / receiver 2 attached to the left rear wheel 6d, and the transmitter / receiver ID having the lower reception intensity is the right rear wheel. It is determined that the transmitter / receiver 2 is attached to 6c. Then, the transceiver ID stored in each frame is stored (registered) in the memory in the control unit 33 in association with the right rear wheel 6c, the left rear wheel 6d, and the spare tire 6e to which the transceiver 2 is attached.

  If the amplitude of the received intensity stored in the two frames is not greater than or equal to the threshold value, the process proceeds to step 135, and the process proceeds to step 125 to retry the above processes. In this way, the wheel position detection process ends.

  As a result, when the tire 3 detects tire pressure, which will be described later, when a frame in which data relating to tire pressure is stored is transmitted, the receiver 3 transmits / receives a frame from the transceiver ID stored in the frame. It is possible to determine which of the four wheels 6a to 6d the machine 2 is attached to and determine the tire pressure of each wheel 6a to 6d. Therefore, it is possible to detect which of the wheels 6a to 6d is attached to each of the transceivers 2 without reading the transceiver ID by the user.

  Then, the tire air pressure detecting device detects the tire air pressure after detecting the wheel position in this way.

  Specifically, the tire air pressure detection device is in a periodic transmission mode, and as described above, in each transceiver 2, a detection signal indicating the tire air pressure from the sensing unit 21 or the temperature in the tire is input to the control unit 22. The Then, the detection signal is processed as necessary to obtain data relating to tire air pressure, and is stored in a frame to be transmitted together with the transmitter / receiver ID of each transmitter / receiver 2, and then passed through the RF transmitter 23 at predetermined intervals. It is transmitted to the receiver 3 side.

  On the other hand, when a frame is transmitted from the transceiver 2, it is received by the antenna 31 of the receiver 3 and input to the controller 33 through the receiver 32. Then, in the control unit 33, data indicating the tire pressure and data indicating the temperature in the tire are extracted from the received frame, temperature correction is performed as necessary based on the data indicating the temperature, and the tire pressure is obtained. At this time, since the transceiver ID is stored in the frame, the transceiver 2 is collated with the transceiver ID stored at the time of wheel position detection, and the frame is attached to any of the four wheels 6a to 6d. It is determined whether it is sent from.

  When the change in the tire pressure is small such that the difference between the calculated tire pressure and the previously determined tire pressure does not exceed a predetermined threshold, the cycle for detecting the tire pressure remains unchanged (for example, 1 If the change in tire air pressure is large exceeding a predetermined threshold, the cycle is advanced (for example, every 5 seconds).

  Thereafter, if it is determined that the obtained tire pressure is below a predetermined threshold value, a signal indicating that is output from the control unit 33 to the display unit 4, and the tire pressure has decreased. It is displayed on the display 4 in a form that can identify which of the wheels 6a to 6d. Thereby, it becomes possible to notify the driver which tire pressure of the wheels 6a to 6d has decreased.

  Finally, when the ignition switch is switched from on to off, a trigger command signal is output from the control unit 33 of the receiver 3 to the trigger unit 5 again, and a trigger signal is output from the trigger unit 5. When the trigger signal is input to the control unit 22 through the receiving antenna 27 and the trigger signal receiving unit 25, the transceiver 2 is switched to the Sleep state. Thereby, the tire air pressure detection of the tire air pressure detecting device is completed.

  By the tire air pressure detection device provided with the wheel position detection device of the present embodiment described above, it is determined whether the transmitter / receiver 2 is attached to the wheels 6a to 6d or the spare tire 6e, by reading the transmitter / receiver ID by the user, etc. It can be set as the wheel position detection apparatus which can detect even if it does not perform. And since it is not what uses a centrifugal force detection means etc., it becomes possible to detect the wheel position distinguished from the spare tire even at a lower speed.

(Second Embodiment)
A second embodiment of the present invention will be described. In the above embodiment, the wheel position is detected when the vehicle speed is equal to or higher than the predetermined speed, and the measurement of the reception intensity of the trigger signal in each transmitter / receiver 2 is performed for a certain period of time. The amplitude of the received intensity is measured, but in this embodiment, the time for measuring the received intensity of the trigger signal in each transceiver 2 is set according to the vehicle speed, and the maximum received intensity during that time is set. Find the difference between the value and the minimum value. In addition, since this embodiment changes the process which the control part 33 by the side of the receiver 3 performs with respect to 1st Embodiment, and others are the same as that of 1st Embodiment, only about a different part. explain.

  FIG. 8 is a flowchart of a wheel position detection process executed by the control unit 33 on the receiver 3 side in the tire air pressure detection device of the present embodiment. As shown in this figure, in this process, the process of step 100a is executed instead of the process of step 100 in FIG. 5 of the first embodiment.

  That is, in step 100a, based on the vehicle speed data received from the vehicle speed detection unit 8, a time T during which the transceiver 2 measures the reception intensity of the trigger signal is set. The amplitude of the reception intensity described above means the maximum value and the minimum value of the amplitude waveform of the reception intensity. However, when the vehicle 1 is very low speed, the time required for one rotation of the tire is very long. It becomes long. For example, the relationship between the vehicle speed and the time required for one rotation of the tire is shown in FIG. 9, and the time required for one rotation of the tire increases as the vehicle speed decreases. Basically, it is preferable to set the time for measuring the reception intensity so that the reception intensity of the trigger signal corresponding to one or more rotations of the tire can be obtained, but if the measurement time is too long, The consumption of the battery 24 will increase.

  For this reason, in step 100a, the time required for one rotation of the tire is determined based on the vehicle speed. If the time does not exceed the predetermined upper limit value, the time is set as time T, and the upper limit value is set. If it exceeds, the upper limit value is set as time T.

  And the process similar to 1st Embodiment is performed by step 105-120, and the information regarding time T is also transmitted in step 125, when a trigger command signal is transmitted with respect to the 2nd trigger machine 5b. Then, information related to time T is included in the trigger command included in the trigger signal, and information related to time T is transmitted to each transmitter / receiver 2, and the reception intensity of the trigger signal is measured during the time T. Based on this, the control unit 22 of each transceiver 2 calculates the difference ΔS between the maximum value and the minimum value of the reception intensity of the trigger signal obtained during a predetermined time. In this case, if the time T is shorter than the rotation equivalent to one rotation of the tire, the trigger intensity data corresponding to one rotation of the tire cannot be obtained. Therefore, the maximum value and the minimum value are the amplitude waveforms of the reception intensity. Although there is a possibility that the maximum value and the minimum value are not reached, the same can be said for both rear wheels 6c and 6d, so that the magnitude relationship between the amplitudes eventually depends on the distance from the second trigger device 5b. Thus, by comparing the magnitude of the difference ΔS between the maximum value and the minimum value, it is possible to specify which of the right rear wheel 6c and the left rear wheel 6d the transmitter / receiver 2 is attached without any problem.

(Third embodiment)
A third embodiment of the present invention will be described. In each of the above-described embodiments, the case where the two trigger machines 5 such as the first and second trigger machines 5a and 5b are arranged in the vicinity of the left front wheel 6b and the left rear wheel 6d has been described, but each wheel 6a other than the spare tire 6e is described. The present invention can also be applied to the case where one trigger machine 5 is arranged in the vicinity of each of ˜6d. FIG. 10 is a block diagram showing the overall configuration of the tire air pressure detection device when one trigger machine 5 is arranged in the vicinity of each of the wheels 6a to 6d. FIG. 11 is a diagram showing a state when a trigger signal is output from the trigger machine 5 corresponding to the right rear wheel 6c in the embodiment shown in FIG.

  As shown in FIG. 10, the 1st-4th trigger machines 5a-5d are arrange | positioned corresponding to each wheel 6a-6d. Basically, the trigger signal intensity is set so that the trigger signals output from the first to fourth trigger machines 5a to 5d are received only by the transceiver 2 attached to the corresponding wheels 6a to 6d. It is.

  Also in such a form, for example, as in the first embodiment, when the vehicle speed is equal to or higher than a predetermined speed, trigger command signals are sequentially output to the first to fourth trigger machines 5a to 5d. A trigger signal is output to each transceiver 2 attached to each wheel 6a-6d. At this time, as shown in FIG. 11 (a), when the trigger signal is output from the third and fourth trigger devices 5c and 5d corresponding to the rear wheels 6c and 6d, the transmitter / receiver 2 of the spare tire 6e is also triggered. A signal may be received and a response may be returned from the transceiver 2 of the spare tire 6e as shown in FIG.

  Therefore, the control unit 33 on the receiver 3 side determines whether or not there is a response from one or more transceivers 2 when the trigger signal is output from the third trigger machine 5c or the fourth trigger machine 5d. If there are two, the received intensity and the amplitude of the received intensity are read from the received frame. The transmitter / receiver 2 that has transmitted the frame having the smaller amplitude of the reception intensity is attached to the spare tire 6e, and the transmitter / receiver 2 that has transmitted the larger frame is the right rear wheel 6c or the left rear. It can be identified as being attached to the ring 6d. Also, if the number of received frames is one, it is determined whether the magnitude of the received intensity stored in the frame is equal to or greater than a threshold value. If the received intensity is equal to or greater than the threshold value, the transceiver 2 that has transmitted the frame is determined. If it is specified as being attached to the right rear wheel 6c or the left rear wheel 6d, if it is less than the threshold value, a retry is performed.

  As described above, the present invention can also be applied to the case where the trigger machines 5 are arranged one by one in the vicinity of each of the wheels 6a to 6d other than the spare tire 6e, and the same effects as described above can be obtained. Although the case where the vehicle speed is equal to or higher than the predetermined speed has been described here as in the first embodiment, the case where the time T for measuring the reception intensity is determined based on the vehicle speed as in the second embodiment is also described. The same can be said for the above.

(Other embodiments)
In the above embodiment, the transmitter / receiver 2 is distinguished from the wheels 6a to 6d or the spare tire 6e based on the physical quantity corresponding to the change in the reception intensity, but based on the change in the reception intensity itself. May be distinguished.

  Moreover, although the said embodiment demonstrated the case where the 1st, 2nd trigger machine 5a, 5b was arrange | positioned, one trigger machine 5 is arrange | positioned in the distance which is different from the transmitter / receiver 2 of each wheel 6a-6e. In this manner, the wheel position may be detected using only one trigger machine 5. Moreover, in the said embodiment, although the case where the 1st, 2nd trigger machine 5a, 5b was offset to the left direction with respect to the centerline of the vehicle 1 was demonstrated, both may be offset to the right direction, It may be offset in different directions.

  Moreover, although the said embodiment demonstrated the form with which the antenna 31 was made into one common antenna, you may be a form where four are provided corresponding to each wheel 6a-6d. However, when the antenna 31 is a common antenna, it is particularly difficult to specify the wheels 6a to 6d to which the transceiver 2 is attached. Therefore, it is effective to apply the present invention to a shared antenna. .

  In the above embodiment, the wheel position is detected a predetermined time after the ignition switch is switched from OFF to ON. For this reason, even if there is no change in the tires before the driver travels the vehicle 1, the tires have been punctured in advance, or the tire air pressure has decreased further. It can be detected. However, the wheel position may be detected at other times. For example, it may be performed after tire rotation or after tire replacement. Whether tire rotation or tire replacement has been performed can be determined based on the detection of the inclination of the vehicle body 7 by, for example, pressing a wheel position detection switch (not shown) installed in the vehicle or by installing an inclination sensor on the vehicle body. .

  Moreover, although the said embodiment demonstrated what applied one Embodiment of this invention with respect to a four-wheel vehicle, it was not restricted to a four-wheel vehicle, More wheels were provided like a large vehicle. The present invention can also be applied to vehicle wheel position detection devices and tire air pressure detection devices.

  In the first embodiment, the vehicle speed detection unit 8 is provided so that the wheel position is detected when the vehicle speed is equal to or higher than the predetermined speed. However, this can be more reliably distinguished from the spare tire 6e. Therefore, this may not be provided. In this case, a negative determination is made at step 150 in FIG. 5 while the vehicle is stopped, and an affirmative determination is made during traveling so that the tire can be distinguished from the spare tire 6e.

1 is a block diagram illustrating an overall configuration of a tire air pressure detection device to which a wheel position detection device according to a first embodiment of the present invention is applied. It is the figure which showed the block configuration of the transmitter / receiver and receiver of the tire pressure detection apparatus shown in FIG. It is the figure which showed the frame structure when the receiving intensity data was stored in the flame | frame in which the data regarding tire air pressure were stored in the transmitter / receiver. It is the schematic diagram which showed the form of the trigger signal. It is a flowchart of the wheel position detection process which the control part of a receiver performs. It is the graph which showed the relationship between the distance from a trigger machine, and the intensity | strength of a trigger signal. Changes in distance between the second trigger machine and the transmitter / receiver attached to the rear wheel or the spare tire, and the trigger signal reception intensity at each transmitter / receiver attached to the rear wheel or the spare tire with respect to the traveling time of the vehicle It is the figure which showed the relationship of change. It is a flowchart of the wheel position detection process which the control part by the side of the receiver of the tire pressure detection apparatus concerning 2nd Embodiment of this invention performs. It is the graph which showed the relationship between a vehicle speed and the time required for one rotation of a tire. It is a block diagram which shows the whole structure of a tire air pressure detection apparatus when the trigger machine is arrange | positioned 1 each in the vicinity of each wheel. FIG. 11 is a diagram illustrating a state when a trigger signal is output from a trigger machine corresponding to the right rear wheel in the tire air pressure detection device illustrated in FIG. 10.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Transmitter / receiver, 3 ... Receiver, 4 ... Display, 5 ... Trigger machine, 5a ... 1st trigger machine, 5b ... 2nd trigger machine, 6a ... Right front wheel, 6b ... Left front wheel, 6c ... Right rear wheel, 6d ... left rear wheel, 7 ... vehicle body, 8 ... vehicle speed detection unit, 21 ... sensing unit, 22 ... control unit, 23 ... RF transmission unit, 24 ... battery, 25 ... trigger signal reception unit, 26 ... transmission Antenna, 27 ... receiving antenna, 31 ... antenna, 32 ... RF receiver, 33 ... controller.

Claims (12)

  1. A plurality of wheels (6a to 6d) including tires and spare tires (6e), each of which includes a receiving unit (25) for receiving a trigger signal, and a reception intensity of the trigger signal received by the receiving unit; A first control unit (22) for measuring a change or a physical quantity corresponding to the change, and storing data representing the obtained change in received intensity or the physical quantity corresponding to the change in a frame; and the first control unit A transceiver (2) having a transmitter (23) for transmitting the processed frame;
    A trigger machine (5) provided on the vehicle body (7) side and outputting the trigger signal;
    Based on a receiving unit (32) that is provided on the vehicle body side and receives the frame, and a change in the received intensity represented by the data stored in the frame or a physical quantity corresponding to the change, the transceiver A wheel position characterized by having a receiver (3) including a second control unit (33) for determining which of a plurality of wheels and a spare tire (6e) is attached Detection device.
  2. The left and right front wheels (6a, 6b), the left and right rear wheels (6c, 6d) and the spare tire (6e) are attached to the wheels, respectively, and a receiving unit (25) that receives a trigger signal; A first control unit (22) for measuring a change in the reception intensity of the trigger signal or a physical quantity corresponding to the change, and storing data representing the obtained change in the reception intensity or the physical quantity corresponding to the change in a frame; A transceiver (2) having a transmitter (23) for transmitting the frame processed by the first controller;
    Provided on the vehicle body (7) side, disposed on the left and right front wheels side of the left and right rear wheels, and disposed at different distances from the right front wheel (6a) and the left front wheel (6b) constituting the left and right front wheels, A first trigger device (5a) that outputs the trigger signal that can be received by the transceiver mounted on the left and right front wheels; and a right that is disposed closer to the left and right rear wheels than the left and right front wheels and that constitutes the left and right rear wheels A second trigger device (5b) that is disposed at a different distance from the rear wheel (6c) and the left rear wheel (6d) and outputs the trigger signal that can be received by at least the transceiver mounted on the left and right rear wheels. Trigger machine (5);
    Based on a receiving unit (32) that is provided on the vehicle body side and receives the frame, and a change in the received intensity represented by the data stored in the frame or a physical quantity corresponding to the change, the transceiver A receiver (3) including a second control unit (33) for determining which of the plurality of wheels and the spare tire (6e) is attached,
    The first trigger device includes, as the trigger signal, a signal including an execution command that causes the transceiver to measure the reception intensity of the trigger signal, and the second trigger device transmits the trigger signal to the transceiver as the trigger signal. Outputting a signal including an execution command for performing measurement of the reception intensity of the trigger signal and a change in the reception intensity or a physical quantity corresponding to the change;
    When the transmitter / receiver attached to the left and right front wheels receives the trigger signal output from the first trigger machine, the transmitter / receiver measures the received intensity based on the execution command and stores the received intensity data in the frame. Then send
    When the transmitter / receiver attached to the left and right rear wheels and the spare tire receives the trigger signal output from the second trigger machine, the reception intensity and the change in the reception intensity or the change based on the execution command Measuring the physical quantity corresponding to the received intensity data and a change in the received intensity or a physical quantity corresponding to the change is stored in the frame and transmitted,
    The second control unit (33) receives the frame, and based on the magnitude of the reception intensity indicated in the reception intensity data stored in the frame of the transceiver attached to the left and right front wheels, It is specified which of the left and right front wheels the transceiver is attached to, and the reception intensity data stored in the frame of the transceiver attached to the left and right rear wheels and the spare tire, and the Identifying whether the transceiver is attached to the left or right rear wheel or the spare tire based on a change in reception intensity or a magnitude of the reception intensity indicated by a physical quantity corresponding to the change. A wheel position detecting device characterized by the above.
  3.   When the second control unit (33) receives three frames of the transmitter / receiver attached to the left and right rear wheels and the spare tire, the change of the reception intensity is the smallest among the three frames. Is the transmitter / receiver attached to the spare tire and, based on the magnitude of the received intensity stored in the remaining two frames, whether the transmitter / receiver is attached to the left or right rear wheel The wheel position detection device according to claim 2, wherein:
  4. The second control unit includes vehicle speed determination means (100) that receives data related to the vehicle speed from the vehicle speed detection unit (8) and determines whether the vehicle speed is equal to or higher than a predetermined speed, and the vehicle speed is the predetermined speed. The wheel position detection device according to any one of claims 1 to 3, wherein a trigger command signal for outputting the trigger signal to the trigger machine is output at the time described above.
  5.   5. The wheel position detection device according to claim 1, wherein the second control unit obtains an amplitude of the reception intensity as a physical quantity corresponding to the change in the reception intensity.
  6. A plurality of wheels (6a to 6d) including tires and spare tires (6e), each of which includes a receiving unit (25) for receiving a trigger signal, and a reception intensity of the trigger signal received by the receiving unit; A first control unit (22) for measuring a change or a physical quantity corresponding to the change, and storing data representing the obtained change in received intensity or the physical quantity corresponding to the change in a frame; and the first control unit A transceiver (2) having a transmitter (23) for transmitting the processed frame;
    A trigger machine (5) provided on the vehicle body (7) side and outputting the trigger signal;
    Based on a receiving unit (32) that is provided on the vehicle body side and receives the frame, and a change in the received intensity represented by the data stored in the frame or a physical quantity corresponding to the change, the transceiver A receiver (3) including a second control unit (33) for determining which of the plurality of wheels and the spare tire (6e) is attached,
    The second control unit inputs data related to the vehicle speed from the vehicle speed detection unit (8), and changes the reception intensity of the trigger signal or corresponds to the change to the first control unit of the transceiver according to the vehicle speed. Including a time calculation means (100a) for calculating a measurement time (T) for measuring a physical quantity to be output, and when outputting a trigger command signal for outputting the trigger signal to the trigger machine, information on the measurement time is also included in the trigger The trigger signal including information on the measurement time is output from the trigger machine, and the first control unit is configured to change the reception intensity of the trigger signal or a physical quantity corresponding to the change for the measurement time. A wheel position detection device characterized by being measured.
  7. The left and right front wheels (6a, 6b), the left and right rear wheels (6c, 6d) and the spare tire (6e) are attached to the wheels, respectively, and a receiving unit (25) that receives a trigger signal; A first control unit (22) for measuring a change in the reception intensity of the trigger signal or a physical quantity corresponding to the change, and storing data representing the obtained change in the reception intensity or the physical quantity corresponding to the change in a frame; A transceiver (2) having a transmitter (23) for transmitting the frame processed by the first controller;
    Provided on the vehicle body (7) side, disposed on the left and right front wheels side of the left and right rear wheels, and disposed at different distances from the right front wheel (6a) and the left front wheel (6b) constituting the left and right front wheels, A first trigger device (5a) that outputs the trigger signal that can be received by the transceiver mounted on the left and right front wheels; and a right that is disposed closer to the left and right rear wheels than the left and right front wheels and that constitutes the left and right rear wheels A second trigger device (5b) that is disposed at a different distance from the rear wheel (6c) and the left rear wheel (6d) and outputs the trigger signal that can be received by at least the transceiver mounted on the left and right rear wheels. Trigger machine (5);
    Based on a receiving unit (32) that is provided on the vehicle body side and receives the frame, and a change in the received intensity represented by the data stored in the frame or a physical quantity corresponding to the change, the transceiver A receiver (3) including a second control unit (33) for determining which of the plurality of wheels and the spare tire (6e) is attached,
    The second control unit inputs data related to the vehicle speed from the vehicle speed detection unit (8), and changes the reception intensity of the trigger signal or corresponds to the change to the first control unit of the transceiver according to the vehicle speed. Including a time calculation means (100a) for calculating a measurement time (T) for measuring a physical quantity to be output, and when outputting a trigger command signal for outputting the trigger signal to the trigger machine, information on the measurement time is also included in the trigger To the machine
    The first trigger device includes, as the trigger signal, a signal including an execution command that causes the transceiver to measure the reception intensity of the trigger signal, and the second trigger device transmits the trigger signal to the transceiver as the trigger signal. A signal including an execution command for causing the measurement of the reception intensity of the trigger signal and the change or a physical quantity corresponding to the change and performing the measurement for the measurement time;
    When the transmitter / receiver attached to the left and right front wheels receives the trigger signal output from the first trigger machine, the transmitter / receiver measures the received intensity based on the execution command and stores the received intensity data in the frame. Then send
    When the transmitter / receiver attached to the left and right rear wheels and the spare tire receives the trigger signal output from the second trigger machine, it corresponds to the received intensity and the change or the change based on the execution command. The physical quantity is measured for the measurement time, the received intensity data and the change or the physical quantity corresponding to the change is stored in the frame and transmitted,
    The second control unit (33) receives the frame, and based on the magnitude of the reception intensity indicated in the reception intensity data stored in the frame of the transceiver attached to the left and right front wheels, It is specified which of the left and right front wheels the transceiver is attached to, and the reception intensity data stored in the frame of the transceiver attached to the left and right rear wheels and the spare tire, and the Based on the magnitude of the received intensity indicated by a change or a physical quantity corresponding to the change, it is specified whether the transceiver is attached to the left or right rear wheel or the spare tire Wheel position detection device.
  8.   When the second control unit (33) receives three frames of the transmitter / receiver attached to the left and right rear wheels and the spare tire, the change of the reception intensity is the smallest among the three frames. Is the transmitter / receiver attached to the spare tire and, based on the magnitude of the received intensity stored in the remaining two frames, whether the transmitter / receiver is attached to the left or right rear wheel The wheel position detection device according to claim 7, wherein:
  9.   The wheel according to any one of claims 6 to 8, wherein the time calculation means sets the measurement time to the upper limit value when a time corresponding to the vehicle speed exceeds an upper limit value. Position detection device.
  10.   The second control unit obtains a difference (ΔS) between a maximum value and a minimum value of the reception intensity measured during the measurement time as a physical quantity corresponding to the change in the reception intensity. The wheel position detection device according to any one of 9.
  11.   The second control unit transmits a frame having the smallest physical quantity corresponding to the change in the received intensity or the change in the received intensity based on the change in the received intensity stored in the frame or the physical quantity corresponding to the change. The wheel position detecting device according to any one of claims 1 to 10, wherein it is determined that the transceiver is attached to the spare tire.
  12. A tire pressure detection device including the wheel position detection device according to any one of claims 1 to 11 ,
    The transceiver includes a sensing unit (21) that outputs a detection signal related to air pressure of the tire provided in each of the plurality of wheels, and the detection signal of the sensing unit is signal-processed by the first control unit. After that, it is sent via the transmitter,
    In the tire pressure detecting device, the receiver is configured to obtain air pressures of the tires provided to the plurality of wheels based on the detection signals in the second control unit.
JP2007122392A 2007-05-07 2007-05-07 Wheel position detecting device and tire air pressure detecting device having the same Expired - Fee Related JP5018220B2 (en)

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JP2007122392A JP5018220B2 (en) 2007-05-07 2007-05-07 Wheel position detecting device and tire air pressure detecting device having the same

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
JP2007122392A JP5018220B2 (en) 2007-05-07 2007-05-07 Wheel position detecting device and tire air pressure detecting device having the same
DE102008022107A DE102008022107A1 (en) 2007-05-07 2008-05-05 Wheel recognition device and tire pressure detection device with the function of the wheel recognition
US12/149,589 US7854163B2 (en) 2007-05-07 2008-05-05 Wheel identifying apparatus and tire inflation pressure detecting apparatus with function of wheel identification
KR1020080041802A KR100994585B1 (en) 2007-05-07 2008-05-06 Wheel identifying apparatus
CN 200810095651 CN101306637B (en) 2007-05-07 2008-05-07 Wheel identifying apparatus and tire inflation pressure detecting apparatus with function of wheel identification

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JP5018220B2 true JP5018220B2 (en) 2012-09-05

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JP4924189B2 (en) * 2007-05-07 2012-04-25 株式会社デンソー Wheel position detecting device and tire air pressure detecting device having the same
JP5594130B2 (en) * 2010-12-24 2014-09-24 株式会社デンソー Wheel position detecting device and tire air pressure detecting device having the same
JP2012240637A (en) * 2011-05-24 2012-12-10 Denso Corp Wheel position detection device and tire pneumatic pressure detection device with the same
JP5626126B2 (en) * 2011-06-01 2014-11-19 株式会社デンソー Wheel position detecting device and tire air pressure detecting device having the same
JP2013001219A (en) * 2011-06-15 2013-01-07 Denso Corp Wheel position detection device, and tire pneumatic pressure detection device having the same

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JP2005170133A (en) * 2003-12-09 2005-06-30 Nissan Motor Co Ltd Tire pressure monitoring device
JP4483482B2 (en) * 2004-05-13 2010-06-16 株式会社デンソー Position detecting device and tire air pressure detecting device having position detecting function
JP4175307B2 (en) * 2004-08-25 2008-11-05 株式会社デンソー Tire pressure detector
JP4175348B2 (en) * 2005-07-06 2008-11-05 株式会社デンソー Wheel position detecting device and tire air pressure detecting device having the same
JP4631746B2 (en) * 2006-03-02 2011-02-23 株式会社デンソー Wheel position detecting device and tire air pressure detecting device having the same
JP4924189B2 (en) * 2007-05-07 2012-04-25 株式会社デンソー Wheel position detecting device and tire air pressure detecting device having the same

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