JP5741764B2 - Tire pressure monitoring device - Google Patents

Description

  The present invention relates to a tire pressure monitoring device.

  In Patent Document 1, each tire is provided with a tilt sensor, and a rotational position corresponding to a wheel position is registered as a tilt angle. The tilt angle detected by the tilt sensor, the registered wheel position and tilt angle are registered. A technique for determining the wheel position of the transmitter of the tire pressure sensor attached to the tire based on the correspondence relationship with the tire is disclosed.

JP 2007-245982 A

However, in the above-described prior art, it is established when the rotational speeds of the four wheels at the time of traveling always coincide with each other. Since there is a difference in the number, there has been a problem that the wheel position of the transmitter cannot be accurately determined.
An object of the present invention is to provide a tire pressure monitoring device that can accurately determine the wheel position of a transmitter.

In order to achieve the above-described object, in the present invention, the acceleration detection means for detecting the centrifugal acceleration when the wheel is rotating, and the acceleration detection when the value of the gravity acceleration dependent component of the centrifugal acceleration becomes a predetermined value. It is determined that the means is at a predetermined rotational position, and the tire-side main body portion to which the tire pressure, the centrifugal acceleration, and the transmitter that transmits identification information unique to each transmitter is transmitted by radio signal, and each wheel speed pulse A rotation position detecting means for detecting the rotation position of each wheel from the count value, and acquiring the rotation position of each wheel a plurality of times when a radio signal including certain identification information is transmitted. The wheel position of the transmitter corresponding to the identification information is determined based on the degree of variation of the rotation position data. In addition, based on the centrifugal acceleration detected by the acceleration detection means, a rotation position difference between the rotation position of the acceleration detection means and a predetermined rotation position when a wireless signal including certain identification information is transmitted is calculated, and the rotation The detected rotational position is corrected based on the position difference.

  When the transmitter always transmits a radio signal at a constant rotational position, the rotational position of the wheel on which the transmitter is mounted shows a substantially constant value among the rotational positions of the wheels detected at that timing. In contrast, other rotational positions vary. Therefore, the wheel position of the transmitter can be accurately determined by determining the wheel position of the transmitter based on the degree of variation in the rotational position data of each wheel.

1 is a configuration diagram of a tire air pressure monitoring device of Example 1. FIG. It is sectional drawing which shows the attachment position in the tire of the TPMS sensor 2 of Example 1. FIG. 1 is a perspective view showing a configuration of a TPMS sensor 2 of Example 1. FIG. It is a control block diagram of sensor CU2c for performing transmission timing determination processing. It is a control block diagram of TPMSCU4 for carrying out the wheel position determination control of the first embodiment. 3 is a diagram showing a method for calculating the rotational position of each wheel 1. FIG. It is a figure which shows the calculation method of a dispersion | distribution characteristic value. 3 is a flowchart illustrating a flow of first wheel position determination control processing by a first control unit 11 according to the first embodiment. 6 is a flowchart illustrating a flow of second wheel position determination control processing by the second control unit 12 according to the first embodiment. It is a figure which shows the relationship between the rotation position (the number of teeth of a rotor) of each wheel 1FL, 1FR, 1RL, and 1RR when the rotation position of the TPMS sensor 2FL of the left front wheel 1FL becomes the highest point and the number of receptions of TPMS data . It is a figure which shows the change of the dispersion | distribution characteristic value X according to the frequency | count of reception of TPMS data. It is an example of a dispersion | distribution characteristic value calculation by 2nd wheel position determination control. It is a figure showing the difference in the TPMS data transmission timing of the TPMS sensor 2 of the right front wheel (or right rear wheel 1RR) by the difference in vehicle speed. This is an example in which the rotational position data of the wheel speed sensor 8FR for the right front wheel 1FR and the left front wheel 1FL is plotted by vehicle speed. FIG. 4 is a relationship diagram between a vehicle speed and a centrifugal acceleration applied by the TPMS sensor 2. It is a figure which shows the gravity acceleration dependence component correction effect | action of Example 1. FIG. It is an estimation map of inclination angle theta according to the wheel speed dependence component of centrifugal direction acceleration Gs of Example 2. It is an estimation map of inclination-angle (theta) according to the peak of the gravity acceleration dependence component of the centrifugal direction acceleration Gs of Example 3. FIG. It is a block diagram of the tire pressure monitoring apparatus of Example 4. It is a control block diagram of TPMSCU4 for implementing wheel position judgment control of Example 4. It is a correction tooth number calculation map according to vehicle speed. 14 is a flowchart illustrating a flow of first wheel position determination control processing by a first control unit 11 according to a fourth embodiment. 12 is a flowchart illustrating a flow of second wheel position determination control processing by a second control unit 12 according to a fourth embodiment. 3 is a characteristic diagram of elastic modulus with respect to temperature of a rubber part 26.

1 wheel
2 TPMS sensor
2a Pressure sensor (Tire pressure detection means)
2b G sensor
2c Sensor CU
2d transmitter
2e button battery
2f Temperature sensor
2g board
3 Receiver
4 TPMSCU
5 display
7 Communication line
8 Wheel speed sensor
9 memory
11 First control unit
11a Rotation position calculation unit (Rotation position detection means)
11b Distributed computing unit
11c Wheel position determination unit (wheel position determination means)
11d Rotation position correction unit (Rotation position correction means)
12 Second control unit
12a Rotation position calculation unit (Rotation position detection means)
12b Distributed computing unit
12c Wheel position determination unit (wheel position determination means)
12d Rotation position correction unit (Rotation position correction means)
13 Inclination angle estimation unit (Inclination angle estimation means)
14a Correction amount calculator
14b Gravitational acceleration dependent component calculation unit after correction
14c Transmission judgment part
15 Vehicle speed sensor
20 Air valve
21 tires
22 foil rim
23 Valve hole
24 Main unit
24a center
24b right side
24c Left side
25 well
26 Rubber part (elastic body)
27 cases
28 faces

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described using embodiments based on the drawings.
[Example 1]
FIG. 1 is a configuration diagram of a tire pressure monitoring apparatus according to the first embodiment. In the figure, FL at the end of each symbol indicates a left front wheel, FR indicates a right front wheel, RL indicates a left rear wheel, and RR indicates a right rear wheel. In the following description, the description of FL, FR, RL, and RR is omitted when there is no need to explain them individually.
The tire pressure monitoring apparatus according to the first embodiment includes a TPMS (Tire Pressure Monitoring System) sensor 2, a receiver 3, a TPMS control unit (TPMSCU) 4, a display 5, and a wheel speed sensor 8. The TPMS sensor 2 is attached to each wheel 1, and the receiver 3, the TPMSCU 4, the display 5, and the wheel speed sensor 8 are provided on the vehicle body side.

FIG. 2 is a cross-sectional view showing the mounting position of the TPMS sensor 2 of the first embodiment in the tire, and FIG. 3 is a perspective view showing the configuration of the TPMS sensor 2 of the first embodiment.
The TPMS sensor 2 includes an air valve 20 and a main body 24 attached to one end of the air valve 20. The air valve 20 is a snap-in type air valve in which a rubber part (elastic body) 26 covering the outer periphery is fixed to the valve hole 23 of the wheel rim 22. The main body 24 is attached to the end of the air valve 20 on the side located in the tire 21. Therefore, the main body portion 24 is located outside the well 25 of the wheel rim 22 in the tire radial direction in the tire 21. The air valve 20 is attached so that the main body 24 is horizontal with respect to the ground when the tire 21 rotates and the valve hole 23 is at the uppermost point.
In the main body 24, a substrate 2g and a button battery 2e are stored inside a resin case 27. The main body 24 extends in a direction perpendicular to the axial direction of the air valve 20, the substrate 2g is disposed from the central portion 24a to the right side 24b of the main body 24, and the button battery 2e is disposed on the left side 24c of the main body 24. ing.
A pressure sensor (tire pressure detecting means) 2a, an acceleration sensor (G sensor) 2b, a temperature sensor 2f, a sensor control unit (sensor CU) 2c, and a transmitter 2d are mounted on the board 2g.
The pressure sensor 2a detects tire air pressure [kPa].
The G sensor 2b detects the centrifugal acceleration [G] acting on the TPMS sensor 2.
The temperature sensor 2f detects the temperature [° C.] in the tire.
The sensor CU2c operates by the power from the button battery 2e, and wirelessly transmits TPMS data including tire pressure information detected by the pressure sensor 2a, centrifugal acceleration detected by the G sensor 2b, and sensor ID (identification information). To transmit from the transmitter 2d. In the first embodiment, the sensor ID is 1 to 4.
Since the button battery 2e is heavier than the substrate 2g, the center of gravity in the longitudinal direction of the main body 24 is located closer to the button battery 2e than the surface 28 including the tire rotation shaft and the valve hole 23.

The sensor CU2c compares the centrifugal acceleration detected by the G sensor 2b with a preset traveling determination threshold value, and determines that the vehicle is stopped if the centrifugal acceleration is less than the traveling determination threshold value, and determines TPMS data. Stop sending On the other hand, if the centrifugal acceleration is equal to or greater than the travel determination threshold, it is determined that the vehicle is traveling, and TPMS data is transmitted at a predetermined timing. Sensor CU2c also sends a motion flag ON signal that informs TPMSCU4 of the start of wireless signal transmission when the centrifugal acceleration reaches or exceeds the travel determination threshold, and the centrifugal acceleration is determined to be the travel determination threshold. When the value falls below, a motion flag OFF signal is sent once to notify the TPMSCU4 of the end of wireless signal transmission.
The receiver 3 receives and decodes the radio signal output from each TPMS sensor 2, and outputs it to the TPMSCU 4.

  TPMSCU4 reads each TPMS data and refers to the correspondence between each sensor ID and each wheel position stored in the non-volatile memory 9 (see FIG. 5) from the sensor ID of the TPMS data. It is determined whether it corresponds to the position, and the tire air pressure included in the TPMS data is displayed on the display 5 as the air pressure at the corresponding wheel position. Further, when the tire air pressure falls below the lower limit value, the driver is notified of a decrease in air pressure by changing the display color, blinking display, warning sound, or the like.

ABSCU 6 detects the wheel speed of each wheel 1 based on the wheel speed pulse from each wheel speed sensor 8, and when a certain wheel tends to lock, it activates the ABS actuator (not shown) to turn the wheel cylinder of that wheel. Implement anti-skid brake control that suppresses the tendency to lock by increasing or decreasing the pressure. The ABSCU 6 outputs the count value of the wheel speed pulse to the CAN communication line 7 at a predetermined cycle (for example, 20 msec).
Each wheel speed sensor 8 is a pulse generator that generates a predetermined number z (for example, z = 48) of wheel speed pulses for one rotation of the wheel 1, a gear-shaped rotor that rotates in synchronization with the wheel 1, It is composed of a permanent magnet and a coil which are disposed on the vehicle body side and are opposed to the outer periphery of the rotor. When the rotor rotates, the uneven surface of the rotor crosses the magnetic field formed around the wheel speed sensor 8 to change its magnetic flux density, generating an electromotive force in the coil, and this voltage change is applied to the ABSCU 6 as a wheel speed pulse signal. Output.

As described above, since the TPMSCU 4 determines which wheel data the received TPMS data is based on the correspondence between each sensor ID stored in the memory 9 and each wheel position, the vehicle is stopped. When the tire rotation is performed, the correspondence between each sensor ID and each wheel position stored in the memory 9 does not match the actual correspondence, and it is impossible to know which wheel data the TPMS data is. Here, “tire rotation” refers to changing the mounting position of the tire in order to make the tire tread wear uniform and extend the life (tread life). For example, in a passenger car, the left and right tire positions are generally crossed to replace the front and rear wheels.
Therefore, in Example 1, in order to register the correspondence between each sensor ID and each wheel position after tire rotation by storing and updating in the memory 9, there is a possibility that tire rotation has been performed. The TPMS data transmission cycle is changed on the second side, and the TPMSCU4 side determines which wheel each TPMS sensor 2 is based on the TPMS data transmission cycle and each wheel speed pulse.

[Position transmission mode]
The sensor CU2c of the TPMS sensor 2 determines that there is a possibility that tire rotation has been performed when the vehicle stop determination time immediately before the start of traveling is a predetermined time (for example, 15 minutes) or more.
When the vehicle stop determination time immediately before the start of traveling is less than the predetermined time, the sensor CU2c performs the “normal mode” in which TPMS data is transmitted at regular intervals (for example, 1 minute intervals). On the other hand, when the vehicle stop determination time is equal to or longer than the predetermined time, it is an interval shorter than the transmission interval in the normal mode (for example, about 16 seconds interval), and transmits TPMS data at a constant rotational position. Is implemented.

  The fixed position transmission mode is carried out until the number of transmissions of TPMS data reaches a predetermined number (for example, 40 times), and when the number of transmissions reaches a predetermined number, the mode shifts to the normal mode. If it is determined that the vehicle has stopped before the number of transmissions of TPMS data reaches the predetermined number, if the vehicle stop determination time is less than the predetermined time (15 minutes), the fixed position transmission before the vehicle stops until the number of transmissions reaches the predetermined number The mode is continued, and when the vehicle stop determination time is a predetermined time or longer, the continuation of the fixed position transmission mode before the vehicle is stopped is canceled and the fixed position transmission mode is newly started.

  The sensor CU2c determines the transmission timing of the TPMS data in the fixed position transmission mode based on the gravitational acceleration dependent component of the centrifugal acceleration detected by the G sensor 2b during the fixed position transmission mode. The centrifugal acceleration acting on the TPMS sensor 2 changes with the acceleration / deceleration of the wheel 1, but its gravitational acceleration dependent component is always constant, +1 [G] at the highest point and -1 [G] at the lowest point The waveform which is 0 [G] at a position of 90 degrees with respect to the uppermost point and the lowermost point is shown. That is, the rotational position of the TPMS sensor 2 can be grasped by monitoring the magnitude and direction of the gravitational acceleration component of the centrifugal acceleration. In the first embodiment, the gravity acceleration dependent component is compared with the transmission determination threshold (+1 [G]), and when the gravity acceleration dependent component becomes the transmission determination threshold, the TPMS data is transmitted. Always send TPMS data at the top point.

Here, the sensor CU2c increases and corrects the gravity acceleration dependent component of the centrifugal acceleration based on the wheel speed dependent component of the centrifugal acceleration. FIG. 4 is a control block diagram of the sensor CU2c for performing the transmission timing determination process.
The correction amount calculation unit 14a calculates the correction amount based on the wheel speed dependent component of the centrifugal acceleration detected by the G sensor 2b. The correction amount is a characteristic that increases as the wheel speed dependent component increases when the vehicle speed is in a high vehicle speed range exceeding a certain speed.
The corrected gravitational acceleration dependent component calculation unit 14b adds a corrected gravitational acceleration dependent component obtained by adding the correction amount calculated by the correction amount calculating unit 14a to the gravitational acceleration dependent component of the centrifugal acceleration detected by the G sensor 2b. Calculate.
The transmission determination unit 14c compares the corrected gravity acceleration dependent component with the transmission determination threshold value, and outputs a transmission trigger to the transmitter 2d when they match. The transmitter 2d transmits TPMS data in response to a transmission trigger input.

[Auto learning mode]
The TPMSCU 4 determines that the tire rotation may have been performed when the elapsed time from the ignition switch OFF to the ON is equal to or longer than a predetermined time (for example, 15 minutes).
TPMSCU4 monitors the tire air pressure of each wheel 1 based on the air pressure information of TPMS data transmitted from each TPMS sensor 2 when the elapsed time from the ignition switch OFF to ON is less than the predetermined time. Is implemented. On the other hand, when the elapsed time from the ignition switch to the ON is equal to or longer than a predetermined time, the “auto-learning mode” for determining the wheel position of each TPMS sensor 2 is performed. The auto-learning mode is carried out until the wheel positions of all TPMS sensors 2 are determined or until a predetermined cumulative traveling time (for example, 8 minutes) has elapsed from the start of the auto-learning mode, and all the TPMS sensor 2 wheels are When the position is determined or when a predetermined accumulated traveling time has elapsed, the monitor mode is entered.

Note that even during the auto-learning mode, the tire pressure can be monitored from the air pressure information included in the TPMS data. Therefore, during the auto-learning mode, each sensor ID and each wheel position currently stored in the memory 9 can be monitored. Air pressure display and warning of air pressure drop based on the corresponding relationship.
The TPMSCU 4 receives the wheel speed pulse count value from the ABS control unit (ABSCU) 6 via the CAN communication line 7 during the auto-learning mode, and performs wheel position determination control as described below.

[Wheel position determination control]
FIG. 5 is a control block diagram of the TPMSCU 4 for performing wheel position determination control.
The TPMSCU 4 includes a first control unit 11 that executes first wheel position determination control, a second control unit 12 that executes second wheel position determination control, and an inclination angle estimation unit (inclination angle estimation means) 13. .
[First control unit]
The first control unit 11 includes a rotation position calculation unit (rotation position detection unit) 11a, a rotation position correction unit (rotation position correction unit) 11d, a dispersion calculation unit 11b, and a wheel position determination unit (wheel position determination unit) 11c. And comprising.
The rotational position calculation unit 11a inputs the decoded TPMS data output from the receiver 3 and the count value of each wheel speed pulse output from the ABSCU 6 to the CAN communication line 7, and the rotational position of each TPMS sensor 2 is determined. The rotational position (number of teeth of the rotor) of each wheel 1 when it becomes the highest point is calculated. Here, “the number of teeth of the rotor” indicates which number of teeth of the rotor is counted by the wheel speed sensor 8, and the count value of the wheel speed pulse is a count value for one rotation of the tire (= 1 rotation). The number of teeth z = 48) can be obtained by division. The rotation position calculation unit 11a is based on the value obtained by adding 1 to the remainder of dividing the count value by the number of teeth for one rotation when the count value of each wheel speed pulse is input for the first time after starting the auto-learning mode. The number of teeth is determined based on the number of wheel speed pulses counted from the reference number of teeth (current count value minus the first count value) from the second time onward.

FIG. 6 is a diagram showing a method for calculating the rotational position of each wheel 1.
In FIG. 6, the time when the count value of the wheel speed pulse is input is t1, the time when the rotational position of the TPMS sensor 2 is the highest point is t2, and the time when the TPMS sensor 2 actually starts transmitting TPMS data. t3, the time when TPMSCU4 completes the reception of TPMS data is t4, and the time when the wheel speed pulse count value is input is t5. At this time, t1, t4, t5 can be actually measured, t3 can be calculated by subtracting the data length of TPMS data (specified value, for example, about 10 msec) from t4, and t2 is a time lag at the time of transmission from t3 ( It can be calculated in advance by experiments etc.).
Therefore, if the number of teeth at _t1 is z _t1 , the number of teeth at _t2 is z _t2 , and the number of teeth at _t5 is z _t5 ,
(t2-t1) / (t5-t1) = (z _t2 -z _t1 ) / (z _t5 -z _t1 )
Is established,
z _t2 -z _t1 = (z _t5 -z _t1 ) * (t2-t1) / (t5-t1)
Therefore, the number of teeth z _{t2 at} time t2 when the rotational position of the TPMS sensor 2 becomes the highest point is
z _t2 = z _t1 + (z _t5 -z _t1 ) * (t2-t1) / (t5-t1)
It becomes.

The rotation position correction unit 11d converts the inclination angle θ of the main body 24 estimated by the inclination angle estimation unit 13 into a correction tooth number Δz, and calculates each wheel 1 calculated by the rotation position calculation unit 11a based on the correction tooth number Δz. Correct the rotational position (number of teeth z _t2 ). Here, since the rotor has 48 teeth, the conversion from the inclination angle θ to the correction tooth number Δz can be realized by dividing the inclination angle θ by 7.5 [°].
The rotational position correction unit 11d subtracts the first corrected rotational position z _t2 + Δz obtained by adding the correction tooth number Δz and the correction tooth number Δz to the tooth number z _t2 calculated by the rotational position calculation unit 11a. The corrected rotation position z _t2 −Δz is calculated to obtain the corrected rotation position.

The dispersion calculation unit 11b accumulates the rotation position of each wheel 1 corrected by the rotation position correction unit 11d for each sensor ID to obtain rotation position data, and determines the variation degree of each rotation position data for each sensor ID as a dispersion characteristic value. Calculate as Since there are two corrected rotational positions (the first corrected rotational position and the second corrected rotational position) for one wheel by the rotational position correcting unit 11d, eight dispersion characteristic values are calculated for the same sensor ID. The calculation of the dispersion characteristic value is performed every time the rotation position of the same sensor ID is calculated by the rotation position calculation unit 11a.
FIG. 7 is a diagram illustrating a method of calculating the dispersion characteristic value. In the first embodiment, a unit circle (circle having a radius of 1) centered on the origin (0,0) is considered on each two-dimensional plane. 1 rotation position θ [deg] (= 360 × number of teeth of rotor / 48) is converted into coordinates (cosθ, sinθ) on the circumference of the unit circle. That is, the rotational position of each wheel 1 is regarded as a vector of length 1 with the origin (0,0) as the start point and the coordinates (cosθ, sinθ) as the end point, and the average vector (ave_cosθ, ave_sinθ) is calculated, and the scalar quantity of the average vector is calculated as the dispersion characteristic value X of the rotational position data.
(cosθ, sinθ) = (cos ((z _t2 +1) * 2π / 48), sin ((z _t2 +1) * 2π / 48))
Therefore, if the number of receptions of TPMS data of the same sensor ID is n (n is a positive integer), the average vector (ave_cosθ, ave_sinθ) is
(ave_cosθ, ave_sinθ) = ((Σ (cosθ)) / n, (Σ (sinθ)) / n)
The dispersion characteristic value X is
X = ave_cosθ ² + ave_sinθ ²
Can be expressed as

  The wheel position determination unit 11c compares the dispersion characteristic values X of the rotational position data of the same sensor ID calculated by the dispersion calculation unit 11b, and the maximum value of the dispersion characteristic value X is the first threshold value (for example, 0.57). And the remaining three dispersion characteristic values X are all less than the second threshold value (for example, 0.37), the wheel position of the rotational position data corresponding to the maximum dispersion characteristic value X, That is, the wheel position of the wheel speed sensor 8 that has detected the rotational position data is determined as the wheel position of the TPMS sensor 2 corresponding to the sensor ID of the rotational position data. By performing this determination for all sensor IDs, the correspondence between each sensor ID and each wheel position is determined.

[Second control unit]
The second control unit 12 includes a rotation position calculation unit (rotation position detection unit) 12a, a rotation position correction unit (rotation position correction unit) 12d, a dispersion calculation unit 12b, and a wheel position determination unit (wheel position determination unit) 12c. The second wheel position determination control to be described later is executed. Hereinafter, only the parts different from the rotational position calculation unit 11a, the rotational position correction unit 11d, the dispersion calculation unit 11b, and the wheel position determination unit 11c of the first control unit 11 will be described.
The rotation position calculation unit 12a outputs from the receiver 3 during the period from the start to the end of one trip when the period from receiving the motion flag ON signal to receiving the OFF signal is defined as one trip. The decoded TPMS data and the count value of each wheel speed pulse output from the ABSCU 6 to the CAN communication line 7 are input, and the rotation position of each wheel 1 when the rotation position of each TPMS sensor 2 is the highest point ( The number of teeth of the rotor) is calculated. When the count value of each first wheel speed pulse is input after the start of one trip, the rotational position calculation unit 12a calculates the reference tooth by adding 1 to the remainder of dividing the count value by the number of teeth for one rotation. In the second and subsequent times, the number of teeth is determined based on the number of wheel speed pulses counted from the reference number of teeth (current count value minus the first count value). That is, the reference number of teeth is updated every time one trip is started.

  The dispersion calculation unit 12b accumulates the rotation position of each wheel 1 corrected by the rotation position correction unit 12d for each sensor ID to obtain rotation position data, and determines the variation degree of each rotation position data for each sensor ID as a dispersion characteristic value. (Dispersion characteristic value by period) Calculated as Xtrpm. Since one wheel has two rotation positions after correction by the rotation position correction unit 12d (first corrected rotation position and second corrected rotation position), eight dispersion characteristic values are calculated for each sensor ID. The dispersion characteristic value Xtrpm is calculated for each trip. If the specified cumulative travel time has elapsed during one trip, that point is the end point of one trip. If the number of times TPMS data is received within one trip is less than a predetermined value (for example, 3 times), the dispersion characteristic value is not calculated.

The dispersion calculation unit 12b calculates a final dispersion characteristic value (total dispersion characteristic value) X based on the dispersion characteristic values Xtrp1, Xtrp2,..., Xtrpm calculated for each trip when a predetermined accumulated traveling time has elapsed. calculate. The final dispersion characteristic value X is obtained by adding a value obtained by multiplying each dispersion characteristic value Xtrp1, Xtrp2, ..., Xtrpm by weighting coefficients K1, K2, ..., Km (K1 + K2 +, ..., + Km = 1). Ask.
X = K1 × Xtrp1 + K2 × Xtrp2 +,…, Km × Xtrpm
Each weighting coefficient K1, K2,..., Km is a value Nn / N obtained by dividing the number of receptions N1, N2,..., Nn of TPMS data within one trip by the number of receptions N of TPMS data within a predetermined cumulative travel time. And In other words, the weighting coefficient Km is the ratio of the number of receptions Nn to the total number of receptions N, and increases as the number of receptions Nn increases. Note that TPMS data during trips for which the number of receptions was less than 3 and the dispersion characteristic value Xtrpm was not calculated are excluded (subtracted) from N.

The wheel position determination unit 12c compares the final dispersion characteristic value X of each rotational position data of the same sensor ID calculated by the dispersion calculation unit 12b, and when the maximum value is one, the dispersion characteristic of the highest value The wheel position of the rotational position data corresponding to the value Xtrpm, that is, the wheel position of the wheel speed sensor 8 that detected the rotational position data is determined as the wheel position of the TPMS sensor 2 corresponding to the sensor ID of the rotational position data. By performing this determination for all sensor IDs, the correspondence between each sensor ID and each wheel position is determined.
The TPMSCU 4 registers the correspondence relationship between the sensor ID determined by the first control unit 11 and the wheel position by storing and updating the memory 9, and the first control unit 11 out of the correspondence relationship between each sensor ID and each wheel position. If there is something that cannot be determined, the determination result of the second control unit 12 is registered by updating the storage in the memory 9.

[Inclination angle estimation unit]
The inclination angle estimation unit 13 outputs the centrifugal acceleration Gs acting on the TPMS sensor 2 detected by the G sensor 2b included in the decoded TPMS data output from the receiver 3, and is output from the ABSCU 6 to the CAN communication line 7. Enter the count value of each wheel speed pulse. The inclination angle estimation unit 13 includes a wheel speed base acceleration calculation unit (wheel speed base acceleration calculation means) 13a, and the wheel speed base acceleration calculation unit 13a is configured based on the change rate of the count value of the wheel speed pulse. The centrifugal acceleration Gv acting on the is calculated. Since the centrifugal acceleration acting on the TPMS sensor 2 has a constant relationship with the change speed of the count value of the wheel speed pulse, that is, the wheel speed, the relationship between the wheel speed and the centrifugal acceleration is obtained in advance by experiments or the like. Thus, it can be easily estimated from the wheel speed.
The inclination angle estimator 13 calculates the inclination angle θ with respect to the initial position of the main body 24 from the deviation ΔG between the centrifugal acceleration Gv calculated by the wheel speed base acceleration calculator 13a and the centrifugal acceleration Gs detected by the G sensor 2b. Is estimated. The inclination angle θ corresponding to the deviation G can be obtained in advance by experiments or the like. Here, since the main body 24 is mounted so as to be parallel to the ground when the TPMS sensor 2 comes to the uppermost point, the inclination angle θ is parallel to the ground with the TPMS sensor 2 positioned at the uppermost point. An angle formed by the main body 24 with respect to a straight line.

[First wheel position determination control process]
FIG. 8 is a flowchart showing the flow of the first wheel position determination control process by the first control unit 11, and each step will be described below. In the following description, the case of sensor ID = 1 will be described, but the wheel position determination control process is also performed in parallel for other IDs (ID = 2, 3, 4).
In step S1, the rotational position calculation unit 11a receives TPMS data with sensor ID = 1.
In step S2, the rotational position calculation unit 11a calculates the rotational position of each wheel 1.

In step S3, the tilt angle estimation unit 13 calculates the tilt angle θ of the main body 24 from the deviation ΔG between the centrifugal accelerations Gv and Gs.
In step S4, the rotation position correction unit 11d converts the inclination angle θ into the correction tooth number Δz.
In step S5, the rotation position correction unit 11d corrects the rotation position data of each wheel 1 according to the correction tooth number Δz, and calculates two corrected rotation positions.
In step S6, the dispersion calculation unit 11b calculates the dispersion characteristic value X of the rotational position data of each wheel 1.
In step S7, it is determined in the wheel position determination unit 11c whether or not a predetermined number (for example, 10 times) of TPMS data with sensor ID = 1 has been received. If YES, the process proceeds to step S8. If NO, Return to step S1.

In step S8, whether or not the wheel position determination unit 11c has a maximum dispersion characteristic value larger than the first threshold value 0.57 and the remaining dispersion characteristic value is less than the second threshold value 0.37. If YES, the process proceeds to step S9. If NO, the process proceeds to step S10.
In step S9, the wheel position determination unit 11c determines that the wheel position of the rotational position data corresponding to the highest dispersion characteristic value is the wheel position of the sensor ID, and ends this control.
In step S10, the wheel position determination unit 11c determines whether or not a predetermined cumulative travel time (for example, 8 minutes) has elapsed since the start of the auto-learning mode. If YES, this control is terminated. If NO, the process returns to step S1.

[Second wheel position determination control process]
FIG. 9 is a flowchart showing the flow of the second wheel position determination control process by the second control unit 12, and each step will be described below. In the following description, the case of sensor ID = 1 will be described, but the wheel position determination control process is also performed in parallel for other IDs (ID = 2, 3, 4).
In step S11, the rotational position calculation unit 12a receives TPMS data with sensor ID = 1.
In step S12, the rotation position calculation unit 12a calculates the rotation position of each wheel 1.
In step S13, the tilt angle estimation unit 13 calculates the tilt angle θ of the main body 24 from the deviation ΔG between the centrifugal accelerations Gv and Gs.
In step S14, the rotation position correction unit 12d converts the inclination angle θ into the correction tooth number Δz.
In step S15, the rotational position correction unit 12d corrects the rotational position data of each wheel 1 according to the corrected number of teeth Δz, and calculates two corrected rotational positions.

In step S16, the dispersion calculating unit 12b calculates a one-trip dispersion characteristic value Xtrpm of the rotational position data of each wheel 1.
In step S17, the variance calculation unit 12b determines whether or not a predetermined cumulative travel time (for example, 8 minutes) has elapsed since the start of the auto-learning mode. If YES, the process proceeds to step S18, and NO In the case of, return to step S1.
In step S18, the final dispersion characteristic value X is calculated in the dispersion calculation unit 12b.
In step S19, the wheel position determination unit 12c determines whether or not the maximum dispersion characteristic value is one. If YES, the process proceeds to step S20. If NO, the present control is terminated. The auto-learning mode ends when this control ends.
In step S20, the wheel position determination unit 12c determines that the wheel position of the rotational position data corresponding to the highest dispersion characteristic value is the wheel position of the sensor ID, and ends this control.

Next, the operation will be described.
[Wheel position determination function based on variation in rotational position data]
Each TPMS sensor 2 determines that there is a possibility that tire rotation has been performed when the vehicle stop determination time immediately before the start of travel is 15 minutes or more, and shifts from the normal mode to the fixed position transmission mode. In the fixed position transmission mode, each TPMS sensor 2 transmits TPMS data when 16 seconds have elapsed from the previous transmission time and its own rotational position is at the highest point.
On the other hand, TPMSCU4 shifts from the monitor mode to the auto-learning mode when the elapsed time from the ignition switch OFF to ON is 15 minutes or more. In the auto-learning mode, the TPMSCU 4 executes the first wheel position determination control by the first control unit 11 and the second wheel position determination control by the second control unit 12 in parallel as the wheel position determination control.

  In the first wheel position determination control, every time TPMS data is received from each TPMS sensor 2, the rotational position of the TPMS sensor 2 is the highest point from the input time of the count value of the wheel speed pulse, the reception completion time of the TPMS data, etc. When the rotation position (number of teeth of the rotor) of each wheel 1 is calculated and TPMS data of the same sensor ID is received 10 times or more, the dispersion characteristic value X of each rotation position data of the sensor ID is compared. If the maximum dispersion characteristic value X is larger than the first threshold value 0.57 and the remaining three dispersion characteristic values X are all less than the second threshold value 0.37, the maximum dispersion value is obtained. The wheel position of the rotational position data corresponding to the characteristic value X is determined as the wheel position of the sensor ID.

  In the second wheel position determination control, when each wheel 1 is rotating in the same direction, every time TPMS data is received from each TPMS sensor 2, the input time of the count value of the wheel speed pulse and the reception completion time of the TPMS data From the above, calculate the rotational position (number of teeth of the rotor) of each wheel 1 when the rotational position of the TPMS sensor 2 is at the highest point, and determine the degree of variation of each rotational position data for one trip. The cumulative running time (8 minutes) of each trip, the weight of each trip (dispersion characteristic values Xtrp1, Xtrp2, ..., Xtrpm) obtained continuously is weighted by the number of TPMS data reception Nn, and the final value of each wheel The wheel position corresponding to the rotational position data having the smallest degree of dispersion is determined as the wheel position of the TPMS sensor 2.

  When the vehicle travels, the rotational speed of each wheel 1 varies depending on the difference between the inner and outer wheels when turning, the locking and slipping of the wheel 1, and the tire pressure difference. It is known that even during straight running, there is a difference in rotational speed between the front and rear wheels 1FL and 1FR and between the left and right wheels 1RL and 1RR due to a slight correction rudder by the driver and a difference in the left and right road surface conditions. In other words, the rotational speed of each wheel 1 varies depending on traveling, whereas the TPMS sensor 2 and the wheel speed sensor 8 (the rotor teeth) rotate together, so that the output cycle of a certain TPMS sensor 2 On the other hand, the output cycle of the wheel speed sensor 8 of the same wheel is always synchronized (matched) regardless of the travel distance and the travel state.

Therefore, the wheel position of each TPMS sensor 2 can be accurately determined by looking at the degree of variation in the rotational position data of each wheel 1 with respect to the transmission cycle of the TPMS data.
FIG. 10 shows the relationship between the rotational position (number of teeth of the rotor) of each wheel 1FL, 1FR, 1RL, and 1RR when the rotational position of the TPMS sensor 2FL of the left front wheel 1FL is the highest point and the number of receptions of TPMS data. (A) is the wheel speed sensor 8FL for the left front wheel 1FL, (b) is the wheel speed sensor 8FR for the right front wheel 1FR, (c) is the wheel speed sensor 8RL for the left rear wheel 1RL, and (d) is the right Corresponds to the wheel speed sensor 8RR of the rear wheel 1RR.
As is clear from FIG. 10, the wheel positions (number of teeth) obtained from the wheel speed sensors 8FR, 8RL, 8RR of the other wheels (right front wheel 1FR, left rear wheel 1RL, right rear wheel 1RR) have a large degree of variation. On the other hand, the wheel position obtained from the wheel speed sensor 8FL of the own wheel (the left front wheel 1FL) has the smallest degree of variation, and the output cycle of the TPMS sensor 2FL and the output cycle of the wheel speed sensor 8FL are almost synchronized.

Of the conventional tire pressure monitoring devices, each TPMS sensor is provided with a tilt sensor, and the wheel position of each TPMS sensor is determined using the relationship between the wheel position and tilt angle of each TPMS sensor. Since the difference in the rotation speed of the wheels occurs, the correspondence between the wheel position of each TPMS sensor and the inclination angle changes, so that the wheel position of each TPMS sensor cannot be accurately determined.
In addition, among the conventional tire pressure monitoring devices, the same number of receivers as the TPMS sensors are arranged in proximity to each receiver, and the wheel position of each TPMS sensor is determined based on the radio wave intensity of the received radio signal. A receiver layout that takes into account sensor output, receiver sensitivity variations, and harness antenna effects is required, and performance is affected by the reception environment and layout. Further, since four receivers are necessary, the cost becomes high.
On the other hand, in the tire pressure monitoring device of the first embodiment, the wheel position of each TPMS sensor 2 can be determined without using the radio wave intensity, so the wheel position of each TPMS sensor 2 can be determined regardless of the reception environment and layout. Further, since only one receiver 3 is required, the cost can be kept low.

In the first embodiment, in the TPMS sensor 2, the fact that the rotational position of the TPMS sensor 2 is at the highest point is calculated from the gravity acceleration dependent component of the centrifugal acceleration detected by the G sensor 2b. The G sensor 2b is used for stopping and running the vehicle in existing tire pressure monitoring devices, so the existing TPMS sensor can be used and the cost of adding a new sensor to the TPMS sensor 2 side can be saved. it can.
Further, in the first embodiment, the rotational position of each wheel 1 is calculated from the wheel speed pulse of the wheel speed sensor 8 in the TPMSCU 4. Since the ABS unit is mounted on most of the vehicles, and the wheel speed sensor 8 is an essential configuration for the ABS unit, the cost of adding a new sensor on the vehicle side can be saved.

[Effect of variation degree judgment by dispersion characteristic value]
Since the rotational position of wheel 1 is periodic angle data, the degree of variation in rotational position cannot be determined from the general variance formula defined by the average of the square of the difference from the average. .
Therefore, in the first embodiment, in the dispersion calculation unit 11b, the rotational position θ of each wheel 1 obtained from each wheel speed sensor 8 is set to the coordinates on the circumference of the unit circle with the origin (0, 0) as the center ( cosθ, sinθ), the coordinates (cosθ, sinθ) are regarded as vectors, the average vector (ave_cosθ, ave_sinθ) of each vector of the same rotational position data is obtained, and the scalar quantity of the average vector is calculated as the dispersion characteristic value X Thus, the degree of variation in rotational position can be obtained while avoiding periodicity.

FIG. 11 is a diagram illustrating a change in the dispersion characteristic value X according to the number of receptions of TPMS data. In FIG. 11, the own wheel shows the dispersion characteristic value X calculated from the rotational position data of the wheel speed sensor 8 of the same wheel as the TPMS sensor 2 that transmitted the TPMS data, and the other wheel is different from the TPMS sensor 2 that transmitted the TPMS data. The dispersion characteristic value X calculated from the rotational position data of the wheel speed sensor 8 of the wheel 1 is shown.
As shown in FIG. 11, the dispersion characteristic value X of the own wheel approaches 1 and the dispersion characteristic value X of the other wheel approaches 0 as the number of receptions of TPMS data of the same sensor ID increases. As the number of receptions increases, the difference between the dispersion characteristic value of the own wheel and the dispersion characteristic value of the other wheel increases.
Therefore, by looking at the dispersion characteristic value X, the degree of variation in the rotational position data of each wheel 1 can be accurately determined.

[Intermittent transmission of TPMS data]
Each TPMS sensor 2 transmits TPMS data at a timing when 16 seconds or more have elapsed from the previous TPMS data transmission time and when its rotation position is at the highest point.
In the first embodiment, since the wheel position determination is performed by comparing the dispersion characteristic value X of each rotational position data, the own wheel (same wheel) and the other wheel (others) are compared to the TPMS sensor 2 that has transmitted certain TPMS data. In order to make a difference in the dispersion characteristic value X of the wheels, it is necessary to ensure a certain cumulative mileage.
Here, if TPMS data is transmitted every time the rotational position of the TPMS data is the highest point, there is no difference in the dispersion characteristic value X between the own wheel and the other wheel at the number of receptions of about 10 times, and the wheel position determination is performed. It becomes difficult.
Therefore, by setting the transmission interval of TPMS data to 16 seconds + α, it is possible to secure a certain cumulative mileage until TPMS data is received 10 times or more, so it is sufficient for the dispersion characteristic value X of the own wheel and other wheels The difference can be obtained, and the wheel position can be accurately determined.

[First wheel position determination control action]
In the first embodiment, as wheel position determination control for determining the correspondence between each sensor ID and each wheel position after tire rotation, the first wheel position determination control by the first control unit 11 and the second wheel position determination control by the second control unit 12 are performed. Two wheel position determination controls are executed in parallel with the wheel position determination control. And about sensor ID which determined the wheel position by 1st wheel position determination control, priority is given to the determination result of 1st wheel position determination control, and in 1st wheel position determination control, wheel position is determined within predetermined accumulation travel time. For the sensor ID that could not be determined, the determination result of the second wheel position determination control is employed.

In the first wheel position determination control, the maximum value of each dispersion characteristic value X when TPMS data of the same sensor ID is received 10 times or more is larger than the first threshold value 0.57, and the remaining three dispersion characteristic values X When both of these values are less than the second threshold value 0.37, the wheel position of the rotational position data corresponding to the highest dispersion characteristic value X is determined as the wheel position of the sensor ID.
That is, instead of simply selecting the highest dispersion characteristic value X, the rotational position data with the highest dispersion characteristic value X is output as TPMS data by comparing the highest value with the first threshold value (0.57). The degree of synchronization with the period can be seen, and a certain determination accuracy can be secured. Furthermore, by comparing the dispersion characteristic value X other than the maximum value with the second threshold value (0.37), it can be confirmed that there is a difference of more than the predetermined value (0.2) between the maximum value and the other three values. Can be further enhanced.

That is, in the wheel position determination by the first wheel position determination control, the determination accuracy of the degree of variation of the rotational position data of each wheel 1 is higher than the second wheel position determination control that selects the highest dispersion characteristic value X. . In addition, in the first wheel position determination control, since the number of rotational position data of each wheel 1 is collected at least 10 and then the degree of variation in rotational position data is determined, the rotational position data number is less than 10. In contrast to the second wheel position determination control that may occur, the determination accuracy of the degree of variation in the rotational position data of each wheel 1 is increased.
In addition, the transmission cycle of TPMS data on the TPMS sensor 2 side is about 16 seconds, and when the vehicle is continuously running, the rotational position of each wheel 1 is about 2.5 minutes after the start of the auto-learning mode. Since the number of data becomes 10, and the determination of the degree of variation can be started, each of the second wheel position determination controls that start the determination of the degree of variation after waiting for the elapse of a predetermined cumulative traveling time (8 minutes) The correspondence relationship between the sensor ID and each wheel position can be determined.

[Second wheel position determination control action]
In the first embodiment, the rotational position of the wheel 1 is detected from the count value of the wheel speed pulse. Here, the wheel speed sensor 8 is a pulse count type, and the coil current change due to the magnetic flux change when the uneven surface of the rotor rotating integrally with the wheel 1 crosses the magnetic field formed around the wheel speed sensor 8 Is output as a wheel speed pulse. Therefore, when wheel 1 vibrates due to vehicle vibration caused by shift change, steering or passenger getting on and off while the vehicle is stopped (when forward and reverse are repeated continuously at a minute angle), wheel 1 is actually rotating. Although there is no vibration, the wheel speed pulse may be counted up by vibration.

  In this case, a deviation occurs between the rotational position of the wheel 1 calculated by the number of wheel speed pulses counted from the reference tooth number and the actual rotational position, and the rotational position is erroneously detected. The determination accuracy of the degree of variation decreases, and the correspondence between each sensor ID and the wheel position cannot be accurately determined. Even when the vehicle moves backward (slids down) due to the start of a slope or the curb ride, the wheel speed pulses are counted up despite the fact that the wheel 1 is actually rotating in reverse, so that the above problem occurs.

In the first wheel position determination control, the rotational speed (number of teeth) of the wheel 1 is calculated including the wheel speed pulse while the vehicle is stopped, and the rotational position is thus calculated when the vehicle is stopped in the auto-learning mode. When the deviation occurs, it is difficult to make a difference in each dispersion characteristic value X due to erroneous detection of the rotational position, and it is difficult to determine the wheel position.
Here, on the TPMS sensor 2 side, in order to extend the battery life of the button battery 2e, the number of transmissions of TPMS data in the fixed position transmission mode is limited to 40 times. The first wheel position determination control cannot be continued until it is determined.

Therefore, in the first embodiment, when there is a sensor ID in which the wheel position cannot be determined even after a predetermined cumulative traveling time (8 minutes) has elapsed in the first wheel position determination control, the wheel position of the sensor ID is set to the second wheel. This is determined using the determination result of the position determination control.
In the second wheel position determination control, the wheel position of the sensor ID is determined by selecting the highest value of each dispersion characteristic value X after the elapse of a predetermined cumulative traveling time. At this time, since it is rare that the maximum value is two or more, the wheel positions of all sensor IDs can be determined.

  In the second wheel position determination control, the period during which each wheel 1 is rotating in the same direction is defined as one trip, and the dispersion characteristic value Xtrp1, Xtrp2, ..., for each trip based on the rotation position data in one trip. Xtrpm is obtained, and the final dispersion characteristic value X is calculated based on each dispersion characteristic value Xtrp1, Xtrp2,..., Xtrpm. Therefore, the dispersion characteristic value X can be calculated by eliminating the influence of the deviation between the number of wheel speed pulses that occur when the vehicle stops or reverses and the actual number of revolutions of the wheel 1, and the degree of variation in each rotational position can be accurately calculated. Can be judged.

In the second wheel position determination control, for each dispersion characteristic value Xtrp1, Xtrp2,. / N is multiplied by weighting coefficients K1, K2, ..., Km, and the weighted dispersion characteristics K1 × Xtrp1, K2 × Xtrp2,…, Km × Xtrpm sum (K1 × Xtrp1 + K2 × Xtrp2 +,..., Km × Xtrpm) is the final dispersion characteristic value X.
FIG. 12 is an example of dispersion characteristic value calculation by the second wheel position determination control. In FIG. 12, it is assumed that a predetermined cumulative traveling time (8 minutes) has elapsed during the third trip, the dispersion characteristic value Xtrp1 of the first trip is 0.8, the dispersion characteristic value Xtrp2 of the second trip is 0.9, 3 The dispersion characteristic value Xtrp3 of the second trip is set to 0.4.

Here, the number of TPMS data reception Nn (= number of rotation position data) in each trip is 4,9,3 times in order from the first, so the weighting coefficient is K1 = 4/16 from the first to the second. , K2 = 9/16, K3 = 3/16.
Therefore, the final dispersion characteristic value X is
X = 4/16 × 0.8 + 9/16 × 0.9 + 3/16 × 0.4
= 0.2 + 0.506 + 0.075
= 0.781
Thus, compared to the dispersion characteristic values Xtrp1 and Xtrp2 of the first and third trips, the value is closer to the dispersion characteristic value Xtrp2 of the second trip having the largest TPMS data reception count Nn.
In other words, the dispersion characteristic value Xtrpm for one trip becomes more accurate as the number of data at the rotational position increases. Therefore, increasing the weighting of the dispersion characteristic value Xtrpm with a large number of data increases the reliability of the final dispersion characteristic value X. Can increase the sex.

  In the second wheel position determination control, if the number of TPMS data reception Nn is less than 3 in one trip, the dispersion characteristic value Xtrpm is not calculated and the number of TPMS data reception Nn is 3 or more in one trip. Based on the trip dispersion characteristic value Xtrpm, the final dispersion characteristic value X is calculated. When the number of receptions Nn of TPMS data in one trip is small, the difference in dispersion characteristic value Xtrpm of each wheel 1 hardly occurs. In other words, when the number of data is small, an effective dispersion characteristic value Xtrpm for determining the degree of variation in the rotational position of each wheel 1 cannot be obtained, so this is excluded and the final dispersion characteristic value X is calculated. By doing so, the reliability of the final dispersion characteristic value X can be improved.

[Rotation position correction action according to acceleration deviation]
FIG. 13 is a diagram showing a difference in TPMS data transmission timing of the TPMS sensor 2 of the right front wheel (or right rear wheel 1RR) due to a difference in vehicle speed, and (a) is at an extremely low speed (for example, 5 [km / h]). (B) is during low speed travel (for example, 40 [km / h]), and (c) is during high speed travel (for example, 90 [km / h]).
As shown to (a), the main-body part 24 of the TPMS sensor 2 is arrange | positioned at the wheel rim 22 so that it may become parallel to the ground, when the TPMS sensor 2 comes to the highest point. Thus, the G sensor 2b outputs a value of + 1G when the TPMS sensor 2 is at the uppermost point, and TPMS data is output.
Here, the center of gravity of the main body 24 is set at a position closer to the button battery 2e than the surface 28 (see FIG. 3) including the tire rotation shaft and the valve hole 23. Therefore, the higher the vehicle speed (the higher the rotational speed of the tire 21), the greater the centrifugal force that acts on the left side 24c. At this time, since the air valve 20 that supports the main body portion 24 employs a snap-in method that is fixed to the valve hole 23 of the wheel rim 22 via the soft rubber portion 26, the rubber portion 26 is twisted and the main body portion 24 is twisted. Inclination occurs. When the main body 24 is tilted, as shown in (b), the rotational position where the G sensor 2b outputs a value of + 1G, that is, the position where the main body 24 is parallel to the ground is the original position (top point). Also, the rotation angle is advanced by the inclination angle θ of the main body 24.
Further, in the region where the vehicle speed is equal to or higher than the predetermined vehicle speed, as shown in (c), in addition to the inclination of the main body part 24 due to the twist of the rubber part 26, the inclination of the main body part 24 due to the deformation of the right side part 24b itself of the main body part 24 Accordingly, the inclination angle θ of the main body 24 increases as the vehicle speed increases. At this time, the amount of change in the inclination angle θ of the main body 24 with respect to the change in the vehicle speed is larger than that in the case where the vehicle speed is less than the predetermined vehicle speed.

In other words, for the right wheel, the higher the vehicle speed, the slower the transmission timing of TPMS data than the specified timing (when the rotational position of TPMS sensor 2 is at the highest point), and the rotational position of wheel speed sensor 8FR for the right front wheel 1FR. When data is plotted according to vehicle speed, the characteristics shown in FIG. 14 (a) are obtained. In the left wheel, the positions of the right side 24b and the left side 24c of the main body 24 with respect to the rotation direction of the wheel are reversed with respect to the right wheel, so that the transmission timing of TPMS data is earlier than the prescribed timing as the vehicle speed increases. Thus, when the rotational position data of the wheel speed sensor 8FL of the left front wheel 1FL is plotted for each vehicle speed, the characteristics shown in FIG. 14 (b) are obtained.
For this reason, in the traveling scene in which the vehicle speed changes from a low vehicle speed to a high vehicle speed, in the case of the first wheel position determination control, it is difficult for each dispersion characteristic value X to appear and it is difficult to determine the wheel position. In the case of the second wheel position determination control, the wheel position can be determined after the elapse of a predetermined cumulative traveling time (for example, 8 minutes) from the start of the auto-learning mode, but the degree of variation in rotational position data is determined. Since the accuracy is lowered, the correspondence between each sensor ID and the wheel position cannot be accurately determined.

In contrast, in the first embodiment, the inclination angle θ of the main body 24 is based on the deviation ΔG between the centrifugal acceleration Gv calculated by the wheel speed base acceleration calculating unit 13a and the centrifugal acceleration Gs detected by the G sensor 2b. Rotational position correction units 11d and 12d for correcting the rotational position based on the inclination angle θ are provided.
Since the inclination angle θ represents the amount of deviation from the top point of the TPMS sensor 2 when TPMS data is transmitted, the rotational position of each wheel 1 is corrected by the correction tooth number Δz obtained by converting the inclination angle θ to the number of teeth. The rotational position of each wheel 1 can be corrected to the rotational position when the TPMS sensor 2 is at the highest point. Thereby, since the rotational position of each wheel 1 when the rotational position of the TPMS sensor 2 is at the highest point can be obtained with high accuracy, the first wheel position determination is performed in a traveling scene where the vehicle speed changes from the stop speed to the high vehicle speed. Decrease in determination accuracy in the control and second wheel position determination control can be suppressed.

The tilt angle estimation unit 13 estimates the tilt angle θ based on the deviation ΔG between the centrifugal acceleration Gs detected by the G sensor 2b and the centrifugal acceleration Gv calculated by the wheel speed base acceleration calculation unit 13a.
FIG. 15 is a diagram showing the relationship between the vehicle speed and the centrifugal acceleration acting on the TPMS sensor 2. Both the centrifugal accelerations Gv and Gs have a characteristic that increases as the vehicle speed increases. Since the inclination angle θ increases as the vehicle speed rises, the deviation ΔG between Gv and Gs increases, and this deviation ΔG takes a value depending on the vehicle speed. That is, both the inclination angle θ and the deviation ΔG depend on the vehicle speed, and both have a certain relationship. Therefore, the inclination angle θ can be accurately estimated by estimating the inclination angle θ based on the deviation ΔG.

The rotational position correction units 11d and 12d perform the second correction by subtracting the first corrected rotational position z _t2 + Δz obtained by adding the correction tooth number Δz corresponding to the inclination angle θ and the correction tooth number Δz to the detected rotational position. The post-rotation position z _t2 -Δz is set as the post-correction rotation position.
The center of gravity in the longitudinal direction of the main body 24 is closer to the button battery 2e than the surface 28 including the tire rotation axis and the valve hole 23, that is, closer to the left side 24c. When acted, the main body 24 is inclined in a direction in which the left side 24c moves outward in the tire radial direction. Here, in the left and right wheels, since the relationship between the tilt direction of the main body 24 and the rotation direction of the wheels is reversed, the direction in which the transmission timing of the TPMS data is shifted according to the vehicle speed is also reversed. Therefore, the wheel positions of all the transmitters 2d can be determined by preparing two post-correction rotational positions obtained by adding and subtracting the correction tooth number Δz.

[Gravity acceleration dependent component correction action]
The sensor CU2c of the TPMS sensor 2 transmits TPMS data when the gravitational acceleration dependent component of the centrifugal acceleration detected by the G sensor 2b becomes the transmission determination threshold value (+1 [G]). Here, as described above, the main body 24 receives a greater centrifugal force as the vehicle speed increases. Therefore, when the vehicle speed exceeds a certain speed, the main body 24 has an angle with respect to the central axis of the valve hole 23. This angle increases as the vehicle speed increases.
Therefore, when traveling at high speed, the peak of the gravitational acceleration dependent component of the centrifugal acceleration detected by the G sensor 2b does not reach +1 [G]. Therefore, in this state, TPMS data cannot be transmitted in the fixed position transmission mode. .

On the other hand, in the first embodiment, a correction amount that increases as the wheel speed dependent component of the centrifugal acceleration increases is set, and the gravitational acceleration dependent component is increased and corrected.
As a result, as shown in FIG. 16, the amplitude of the corrected gravitational acceleration dependent component is increased and corrected, and the peak of the corrected gravitational acceleration dependent component is set to the transmission determination threshold value +1 [G] even during high-speed traveling. Since they can be matched, it is possible to prevent the transmission of TPMS data in the fixed position transmission mode.

Next, the effect will be described.
The tire pressure monitoring device of the first embodiment has the following effects.
(1) An air valve 20 attached to the wheel rim 22 of each wheel 1, a pressure sensor 2a for detecting tire air pressure, and a wheel 1 on a substrate 2g formed in the tire 21 and integrally with the air valve 20. G sensor 2b that detects the centrifugal acceleration Gs when rotating, and when the value of the gravity acceleration dependent component of the centrifugal acceleration becomes + 1G, the tire pressure, centrifugal acceleration Gs and sensor ID are wireless signals A transmitter 2d for transmitting, a main body 24 having a center of gravity outside the plane including the tire rotation shaft and the valve hole 23, a receiver 3 provided on the vehicle body side for receiving radio signals, and each wheel A wheel speed sensor 8 provided on the vehicle body side corresponding to 1 and outputs a wheel speed pulse proportional to the number of rotations of the wheel, and a rotational position calculation for detecting the rotational position of each wheel 1 from the count value of each wheel speed pulse Radio signals including parts 11a and 12a and a certain sensor ID The rotation position of each wheel 1 at the time of transmission is acquired a plurality of times and accumulated as rotation position data of each wheel 1, and the wheel position of the transmitter 2d corresponding to the sensor ID based on the degree of variation of each rotation position data Wheel position determination units 11c, 12c, and rotational position correction units 11d, 12d that correct the rotational position of each wheel 1 detected according to the centrifugal acceleration Gs detected by the G sensor 2b. .
When the transmitter 2d always transmits a radio signal at a constant rotational position, the rotational position of the wheel 1 on which the transmitter 2d is mounted is substantially constant among the rotational positions of the wheels 1 detected at that timing. While the values are shown, other rotational positions vary. Therefore, the wheel position of the transmitter 2d can be accurately determined by determining the wheel position of the transmitter 2d based on the degree of variation in the rotational position data of each wheel 1.
In addition, when the vehicle speed changes from the stop speed to the high vehicle speed, it is possible to suppress a decrease in the determination accuracy of the first wheel position determination control and the second wheel position determination control by correcting the rotational position according to the centrifugal acceleration.

(2) Provided with an inclination angle estimation unit 13 that estimates the inclination angle θ of the main body 24 from when the vehicle is stopped based on the detected centrifugal acceleration Gs, and the rotational position correction units 11d, 12d Based on this, the rotational position of each wheel 1 is corrected.
Since the inclination angle θ represents the amount of deviation from the top point of the TPMS sensor 2 when TPMS data is transmitted, the rotational position of each wheel 1 is corrected by the correction tooth number Δz obtained by converting the inclination angle θ to the number of teeth. The rotational position of each wheel 1 can be corrected to the rotational position when the TPMS sensor 2 is at the highest point. Thereby, since the rotational position of each wheel 1 when the rotational position of the TPMS sensor 2 is at the highest point can be obtained with high accuracy, the first wheel position determination is performed in a traveling scene where the vehicle speed changes from the stop speed to the high vehicle speed. Decrease in determination accuracy in the control and second wheel position determination control can be suppressed.

(3) A wheel speed base acceleration calculating unit 13a that calculates the centrifugal acceleration Gv acting on the main body 24 based on the change speed of the wheel speed pulse is provided, and the tilt angle estimating unit 13 is a centrifugal sensor that is detected by the G sensor 2b. The inclination angle θ is estimated based on the deviation ΔG between the direction acceleration Gs and the centrifugal direction acceleration Gv calculated by the wheel speed base acceleration calculation unit 13a.
Both the inclination angle θ and the deviation ΔG depend on the vehicle speed, and both have a certain relationship. Therefore, the inclination angle θ can be accurately estimated by estimating the inclination angle θ based on the deviation ΔG.

(4) The rotational position correction units 11d and 12d subtract the first corrected rotational position z _t2 + Δz and the corrected tooth number Δz obtained by adding the correction tooth number Δz corresponding to the inclination angle θ to the detected rotational position. The second corrected rotation position z _t2 −Δz is set as a corrected rotation position.
The center of gravity in the longitudinal direction of the main body 24 is closer to the button battery 2e than the surface 28 including the tire rotation axis and the valve hole 23, that is, closer to the left side 24c. When acted, the main body 24 is inclined in a direction in which the left side 24c moves outward in the tire radial direction. Here, in the left and right wheels, since the relationship between the tilt direction of the main body 24 and the rotation direction of the wheels is reversed, the direction in which the transmission timing of the TPMS data is shifted according to the vehicle speed is also reversed. Therefore, the wheel positions of all the transmitters 2d can be determined by preparing two post-correction rotational positions obtained by adding and subtracting the correction tooth number Δz.

(5) The air valve 20 is a snap-in method that is fixed to the valve hole 23 of the wheel rim 22 via a rubber portion 26.
Compared with a clamp-in type air valve that is fixed to a wheel rim with a valve washer and a valve nut, the snap-in type air valve has a larger inclination angle θ of the main body 24 with respect to the vehicle speed, and therefore, the rotation based on the inclination angle θ. The effect of position correction is remarkable.

[Example 2]
The tire pressure monitoring device of the second embodiment is different from the first embodiment only in the method of estimating the inclination angle.
[Inclination angle estimation unit]
The inclination angle estimation unit 13 inputs the centrifugal acceleration Gs acting on the TPMS sensor 2 detected by the G sensor 2b included in the decoded TPMS data output from the receiver 3. The inclination angle estimation unit 13 refers to the map of FIG. 17 from the value of the wheel speed dependent component of the centrifugal acceleration Gs detected by the G sensor 2b (the component obtained by removing the gravity acceleration dependent component from the centrifugal acceleration Gs). The inclination angle θ with respect to the initial position of the main body 24 is estimated. FIG. 17 is an estimation map of the inclination angle θ according to the wheel speed dependent component of the centrifugal acceleration Gs. The inclination angle θ has a characteristic that increases as the wheel speed dependent component of the centrifugal acceleration Gs increases. . This characteristic can be obtained in advance by experiments or the like.

Next, the operation will be described.
In the second embodiment, the tilt angle estimation unit 13 estimates the tilt angle θ based on the wheel speed dependent component of the centrifugal acceleration Gs detected by the G sensor 2b.
Since the tilt angle θ of the main body 24 and the wheel speed dependent component of the centrifugal acceleration acting on the TPMS sensor 2 have a certain relationship, the tilt angle θ is estimated based on the wheel speed dependent component of the centrifugal acceleration Gs. Thus, the inclination angle θ can be estimated with high accuracy.

Next, the effect will be described.
In addition to the effects (1), (3), and (4) of the first embodiment, the tire pressure monitoring device of the second embodiment has the following effects.
(6) The tilt angle estimation unit 13 estimates the tilt angle θ based on the value of the wheel speed dependent component of the centrifugal acceleration Gs detected by the G sensor 2b.
Since the tilt angle θ of the main body 24 and the wheel speed dependent component of the centrifugal acceleration acting on the TPMS sensor 2 have a certain relationship, the tilt angle θ is estimated based on the wheel speed dependent component of the centrifugal acceleration Gs. Thus, the inclination angle θ can be estimated with high accuracy.

Example 3
The tire pressure monitoring device of the third embodiment is different from the first embodiment only in the method of estimating the inclination angle.
[Inclination angle estimation unit]
The inclination angle estimation unit 13 inputs the centrifugal acceleration Gs acting on the TPMS sensor 2 detected by the G sensor 2b included in the decoded TPMS data output from the receiver 3. The inclination angle estimation unit 13 estimates the inclination angle θ with respect to the initial position of the main body 24 from the gravity acceleration dependent component of the centrifugal acceleration Gs detected by the G sensor 2b with reference to the map of FIG. FIG. 18 is an estimation map of the tilt angle θ according to the gravity acceleration dependent component of the centrifugal acceleration Gs. The tilt angle θ has a characteristic that increases as the gravity acceleration dependent component of the centrifugal acceleration Gs increases. . This characteristic can be obtained in advance by experiments or the like.
The inclination angle estimation unit 13 inputs the centrifugal acceleration Gs acting on the TPMS sensor 2 detected by the G sensor 2b included in the decoded TPMS data output from the receiver 3. The tilt angle estimation unit 13 estimates the tilt angle θ with respect to the initial position of the main body 24 from the peak of the gravity acceleration dependent component of the centrifugal acceleration Gs detected by the G sensor 2b with reference to the map of FIG. FIG. 18 is an estimation map of the inclination angle θ according to the peak of the gravity acceleration dependent component of the centrifugal acceleration Gs. The inclination angle θ is zero when the peak is +1 [G], and the peak becomes small. The characteristics increase with the increase. This characteristic can be obtained in advance by experiments or the like.

Next, the operation will be described.
In the third embodiment, the tilt angle estimation unit 13 estimates the tilt angle θ based on the peak of the gravity acceleration dependent component of the centrifugal acceleration Gs detected by the G sensor 2b.
That is, the peak of the gravitational acceleration dependent component is determined by the angle of the main body 24 with respect to the central axis of the valve hole 23, and this angle depends on the vehicle speed. Therefore, both the inclination angle θ and the peak of the gravity acceleration dependent component depend on the vehicle speed, and both have a certain relationship. Therefore, by estimating the inclination angle θ based on the peak of the gravity acceleration dependent component, the inclination angle θ θ can be estimated with high accuracy.

Next, the effect will be described.
In addition to the effects (1), (3), and (4) of the first embodiment, the tire pressure monitoring device of the third embodiment has the following effects.
(7) The tilt angle estimation unit 13 estimates the tilt angle θ based on the value of the gravity acceleration dependent component of the centrifugal acceleration Gs detected by the G sensor 2b.
Both the inclination angle θ and the peak of the gravity acceleration dependent component depend on the vehicle speed, and both have a certain relationship. Therefore, by estimating the inclination angle θ based on the peak of the gravity acceleration dependent component, the inclination angle θ is calculated. It can be estimated with high accuracy.

Example 4
The tire air pressure monitoring device according to the fourth embodiment is an example in which the rotational position is corrected according to the vehicle speed, and the correction amount is changed based on the temperature in the tire. Only the configuration different from the first embodiment will be described.
FIG. 19 is a configuration diagram of the tire pressure monitoring device of the fourth embodiment. The tire pressure monitoring device of the fourth embodiment includes a vehicle speed sensor 15 on the vehicle body side in addition to the configuration of the first embodiment shown in FIG.
[Wheel position determination control]
FIG. 20 is a control block diagram of the TPMSCU 4 for performing the wheel position determination control.
The rotational position correction unit 11d receives the vehicle speed detected by the vehicle speed sensor 15, calculates the correction tooth number Δz (≧ 0) from the map of FIG. 21 according to the vehicle speed, and the rotation position calculation unit 11a uses the correction tooth number Δz. The calculated rotational position (number of teeth zt2) of each wheel 1 is corrected. Here, it is ideal to estimate the vehicle speed at the time t2 from the vehicle speed detected at the time t4 when calculating the correction tooth number Δz, but the time between the time t2 and the time t4 is very short and much acceleration / deceleration Since it is considered that the vehicle speed has hardly changed unless the above is performed, the vehicle speed detected at time t4 may be regarded as the vehicle speed at time t2.
FIG. 21 is a correction tooth number calculation map corresponding to the vehicle speed. As shown in FIG. 21, the correction tooth number Δz has a characteristic of increasing as the vehicle speed increases. Further, in the vehicle speed range where the vehicle speed exceeds the predetermined vehicle speed (60 [km / h]), the amount of change in the correction tooth number with respect to the vehicle speed change is larger than the vehicle speed range below the predetermined vehicle speed. The correction tooth number Δz is set based on the change characteristic with respect to the vehicle speed of the rotational position data of the same wheel position as that of the transmitter 2d corresponding to a certain sensor ID, which is actually measured when traveling while gradually increasing the vehicle speed. Yes.

The rotational position correction unit 11d receives the temperature in the tire detected by the temperature sensor 2f, and corrects with the elastic coefficient estimation unit 13a to change the correction tooth number Δz according to the vehicle speed based on the temperature in the tire. A quantity changing unit 13b.
The elastic coefficient estimator 13a estimates the elastic coefficient of the rubber part 26 based on the temperature inside the tire. The elastic coefficient estimating unit 13a includes an elastic coefficient characteristic map with respect to the temperature of the rubber part 26, and estimates the elastic coefficient of the rubber part 26 from the temperature in the tire with reference to the elastic coefficient characteristic map. Here, the elastic coefficient characteristic with respect to the temperature of the rubber part 26 can be obtained in advance by experiments or the like.
The correction amount changing unit 13b changes the correction tooth number Δz based on the elastic coefficient estimated by the elastic coefficient estimating unit 13a. The correction amount changing unit 13b decreases the correction tooth number Δz as the estimated elastic coefficient is higher.
The rotation position correction unit 11d changes the correction tooth number Δz according to the temperature in the tire, and then adds a correction tooth number Δz to the tooth number zt2 calculated by the rotation position calculation unit 11a. zt2 + Δz and the second corrected rotation position zt2-Δz obtained by subtracting the correction tooth number Δz are respectively calculated to obtain a corrected rotation position.

[First wheel position determination control process]
FIG. 22 is a flowchart showing the flow of the first wheel position determination control process by the first control unit 11, and each step will be described below. In the following description, the case of sensor ID = 1 will be described, but the wheel position determination control process is also performed in parallel for other IDs (ID = 2, 3, 4).
In step S11, the rotational position calculation unit 11a receives TPMS data with sensor ID = 1.
In step S12, the rotational position calculation unit 11a calculates the rotational position of each wheel 1.
In step S13, the rotation position correction unit 11d corrects the rotation position data of each wheel 1 according to the vehicle speed, and calculates two corrected rotation positions.

In step S14, the dispersion calculation unit 11b calculates the dispersion characteristic value X of the rotational position data of each wheel 1.
In step S15, the wheel position determination unit 11c determines whether or not a predetermined number (for example, 10 times) of TPMS data with sensor ID = 1 has been received. If YES, the process proceeds to step S16. If NO, Return to step S1.
In step S16, the wheel position determination unit 11c determines whether or not the maximum dispersion characteristic value is larger than the first threshold value 0.57 and the remaining dispersion characteristic value is less than the second threshold value 0.37. If YES, the process proceeds to step S17. If NO, the process proceeds to step S18.

In step S17, the wheel position determination unit 11c determines that the wheel position of the rotational position data corresponding to the highest dispersion characteristic value is the wheel position of the sensor ID, and ends this control.
In step S18, the wheel position determination unit 11c determines whether or not a predetermined cumulative travel time (for example, 8 minutes) has elapsed since the start of the auto-learning mode. If YES, this control is terminated. If NO, the process returns to step S11.

[Second wheel position determination control process]
FIG. 23 is a flowchart showing the flow of the second wheel position determination control process by the second control unit 12, and each step will be described below. In the following description, the case of sensor ID = 1 will be described, but the wheel position determination control process is also performed in parallel for other IDs (ID = 2, 3, 4).
In step S21, the rotational position calculation unit 12a receives TPMS data with sensor ID = 1.
In step S22, the rotational position of each wheel 1 is calculated in the rotational position calculator 12a.
In step S23, the rotational position correction unit 12d corrects rotational position data of each wheel 1 according to the vehicle speed, and calculates two corrected rotational positions.

In step S24, the dispersion calculating unit 12b calculates a one-trip dispersion characteristic value Xtrpm of the rotational position data of each wheel 1.
In step S25, the variance calculation unit 12b determines whether or not a predetermined cumulative travel time (for example, 8 minutes) has elapsed since the start of the auto-learning mode. If YES, the process proceeds to step S26, and NO In the case of, return to step S1.
In step S26, the final dispersion characteristic value X is calculated in the dispersion calculation unit 12b.
In step S27, the wheel position determination unit 12c determines whether or not the maximum dispersion characteristic value is one. If YES, the process proceeds to step S28, and if NO, this control is terminated. The auto-learning mode ends when this control ends.
In step S28, the wheel position determination unit 12c determines that the wheel position of the rotational position data corresponding to the highest dispersion characteristic value is the wheel position of the sensor ID, and ends this control.

Next, the operation will be described.
[Rotation position correction action according to vehicle speed]
In the first embodiment, the rotation position correction units 11d and 12d are provided that correct the rotation position calculated by the rotation position calculation units 11a and 12a with the correction tooth number Δz according to the vehicle speed.
The inclination angle θ represents the amount of deviation from the uppermost point of the TPMS sensor 2 when TPMS data is transmitted, and this amount of deviation varies depending on the vehicle speed, so the number of correction teeth Δz corresponding to the vehicle speed can be used for each wheel. By correcting the rotational position, the rotational position of each wheel 1 can be corrected to the rotational position when the TPMS sensor 2 is at the highest point. Thereby, since the rotational position of each wheel 1 when the rotational position of the TPMS sensor 2 is at the highest point can be obtained with high accuracy, the first wheel position determination is performed in a traveling scene where the vehicle speed changes from the stop speed to the high vehicle speed. Decrease in determination accuracy in the control and second wheel position determination control can be suppressed.
The rotational position correction units 11d and 12d increase the correction tooth number Δz as the vehicle speed increases.
In the main body 24 of the TPMS sensor 2, the inclination angle θ with respect to the assembly becomes larger as the vehicle speed becomes higher. Therefore, the transmission timing of TPMS data becomes larger with respect to the specified timing as the vehicle speed becomes higher. Therefore, by increasing the correction tooth number Δz as the vehicle speed increases, it is possible to improve the determination accuracy of the wheel position in the traveling scene where the vehicle speed changes from the stop speed to the high vehicle speed.
The rotational position correction units 11d and 12d have a characteristic that the amount of change with respect to a change in vehicle speed is larger when the correction tooth number Δz is 60 [km / h] or more than when it is less than 60 [km / h].
The main body 24 of the TPMS sensor 2 has a larger change amount of the inclination angle θ with respect to the vehicle speed change in the region where the vehicle speed is 60 [km / h] or more than in the region where the vehicle speed is less than 60 [km / h]. Therefore, in the vehicle speed range of 60 [km / h] or higher, the vehicle speed is increased from the stopping speed by making the change amount of the correction tooth number Δz with respect to the vehicle speed change larger than the change amount of the vehicle speed range of less than 60 [km / h]. It is possible to improve the accuracy of determining the wheel position in a traveling scene that changes to the vehicle speed.

The rotation position correction units 11d and 12d subtract the first corrected rotation position zt2 + Δz obtained by adding the correction tooth number Δz to the rotation position calculated by the rotation position calculation units 11a and 12a and the correction tooth number Δz. 2 The post-correction rotation position zt2-Δz is set as the post-correction rotation position.
The center of gravity in the longitudinal direction of the main body 24 is closer to the button battery 2e than the surface 28 including the tire rotation axis and the valve hole 23, that is, closer to the left side 24c. When acted, the main body 24 is inclined in a direction in which the left side 24c moves outward in the tire radial direction. Here, in the left and right wheels, the relationship between the inclination direction of the main body 24 and the rotation direction of the wheels is reversed, so that the direction in which the transmission timing of the TPMS data is shifted is also reversed as the vehicle speed increases. Therefore, the wheel positions of all the transmitters 2d can be determined by preparing two post-correction rotational positions obtained by adding and subtracting the correction tooth number Δz.
The rotational position correction units 11d and 12d are configured to measure the vehicle speed of the rotational position data of the same wheel position as that of the transmitter 2d corresponding to a certain sensor ID, which is actually measured when the vehicle is traveling while gradually increasing the vehicle speed. Set based on the change characteristics with respect to.
Determine the wheel position in the driving scene where the vehicle speed changes from the stopping speed to the high vehicle speed by setting the characteristics according to the vehicle speed of the correction tooth number Δz based on the rotational position data of the same wheel as the actually measured TPMS sensor Accuracy can be improved.

[Correcting number of teeth correction according to tire temperature]
FIG. 24 is an elastic coefficient characteristic diagram with respect to the temperature of the rubber part 26. NBR is an example in which nitrile rubber (NBR) is used as the material of the rubber part 26, and EPDM is ethylene propylene rubber (EPDM) as the material of the rubber part 26. It is an example used.
As shown in FIG. 24, the elastic modulus of the rubber part 26 changes according to the atmospheric temperature of the rubber part 26, that is, the temperature in the tire, and particularly at a very low temperature, the lower the temperature in the tire, the lower the temperature of the rubber part 26. Increases elastic modulus. That is, since the elastic modulus of the rubber part 26 is higher at normal temperature than at normal temperature, the inclination angle θ of the main body part 24 with respect to the centrifugal force acting on the main body part 24 is smaller than at normal temperature even at the same vehicle speed. .
Therefore, when the number of correction teeth z is determined only at the vehicle speed at an extremely low temperature, an excessive correction tooth number Δz is set with respect to the inclination angle θ of the main body 24, so that the rotational position of the TPMS sensor 2 is the highest point. Thus, the rotational position of each wheel cannot be determined with high accuracy, resulting in a decrease in determination accuracy of the wheel position.

In contrast, the rotational position correction units 11d and 12d change the correction tooth number Δz based on the temperature in the tire.
Since the elastic coefficient of the rubber part 26 depends on the temperature in the tire, the wheel position accompanying the change in the elastic coefficient of the rubber part 26 at extremely low temperatures can be obtained by changing the correction tooth number Δz in consideration of the temperature in the tire. It is possible to suppress a decrease in determination accuracy.
The rotational position correction units 11d and 12d include an elastic coefficient estimation unit 13a that estimates the elastic coefficient of the rubber part 26 based on the temperature in the tire, and a correction amount change unit 13b that changes the correction tooth number Δz based on the elastic coefficient. Is provided.
If the elastic coefficient of the rubber part 26 is known, the deformation amount of the rubber part 24 when the centrifugal acceleration acts on the main body part 24 according to the vehicle speed, that is, the inclination angle θ of the main body part 24 can be estimated with higher accuracy. Therefore, by changing the correction tooth number Δz based on the elastic coefficient, it is possible to suppress a decrease in the determination accuracy of the wheel position at a very low temperature.

The correction amount changing unit 13b decreases the correction tooth number Δz as the elastic coefficient increases.
The higher the elastic coefficient of the rubber part 26 is, the smaller the inclination angle θ of the main body part 24 is even at the same vehicle speed. Therefore, the higher the elastic coefficient is, the smaller the correction tooth number Δz is, and after correction by the correction tooth number Δz. The rotational position of each wheel can be prevented from deviating from the rotational position of each wheel 1 when the rotational position of the TPMS sensor 2 is at the highest point.
The elastic deformation estimation unit 13a includes an elastic coefficient characteristic map with respect to the temperature of the rubber part 26, and estimates the elastic coefficient from the temperature in the tire with reference to the elastic coefficient characteristic map.
By estimating the elastic coefficient based on the actually measured elastic coefficient characteristic of the rubber part 26, the elastic coefficient of the rubber part 26 can be accurately estimated.

Next, the effect will be described.
In addition to the effects (1), (4), (5) of the first embodiment, the tire pressure monitoring device of the fourth embodiment has the following effects.
(8) A temperature sensor 2f for detecting the temperature in the tire is provided, and the rotational position correction units 11d and 12d change the correction tooth number Δz based on the detected temperature in the tire.
When the transmitter 2d always transmits a radio signal at a constant rotational position, the rotational position of the wheel 1 on which the transmitter 2d is mounted is substantially constant among the rotational positions of the wheels 1 detected at that timing. While the values are shown, other rotational positions vary. Therefore, the wheel position of the transmitter 2d can be accurately determined by determining the wheel position of the transmitter 2d based on the degree of variation in the rotational position data of each wheel 1.
Further, when the vehicle speed is changing from the stop speed to the high vehicle speed, it is possible to suppress a decrease in the determination accuracy of the first wheel position determination control and the second wheel position determination control by correcting the rotation position by the rotation position correction units 11d and 12d. .
Further, since the elastic coefficient of the rubber part 26 depends on the temperature in the tire, changing the correction tooth number Δz in consideration of the temperature in the tire is accompanied by a change in the elastic coefficient of the rubber part 26 at an extremely low temperature. A decrease in determination accuracy of the wheel position can be suppressed.

(9) The rotational position correction units 11d and 12d are an elastic coefficient estimation unit 13a that estimates the elastic coefficient of the rubber part 26 based on the temperature in the tire, and a correction amount change that changes the correction tooth number Δz based on the elastic coefficient Part 13b.
If the elastic coefficient of the rubber part 26 is known, the deformation amount of the rubber part 24 when the centrifugal acceleration acts on the main body part 24 according to the vehicle speed, that is, the inclination angle θ of the main body part 24 can be estimated with higher accuracy. Therefore, by changing the correction tooth number Δz based on the elastic coefficient, it is possible to suppress a decrease in the determination accuracy of the wheel position at a very low temperature.

(10) The correction amount changing unit 13b decreases the correction tooth number Δz as the elastic coefficient increases.
The higher the elastic coefficient of the rubber part 26 is, the smaller the inclination angle θ of the main body part 24 is even at the same vehicle speed. Therefore, the higher the elastic coefficient is, the smaller the correction tooth number Δz is, and after correction by the correction tooth number Δz. The rotational position of each wheel can be prevented from deviating from the rotational position of each wheel 1 when the rotational position of the TPMS sensor 2 is at the highest point.

(11) The elastic deformation estimation unit 13a includes an elastic coefficient characteristic map with respect to the temperature of the rubber part 26, and estimates the elastic coefficient from the temperature in the tire with reference to the elastic coefficient characteristic map.
By estimating the elastic coefficient based on the actually measured elastic coefficient characteristic with respect to the temperature of the rubber part 26, the elastic coefficient of the rubber part 26 can be accurately estimated.

[Other Examples]
The best mode for carrying out the present invention has been described with reference to the embodiments based on the drawings. However, the specific configuration of the present invention is not limited to the embodiments, and does not depart from the gist of the invention. Such design changes are included in the present invention.
For example, the air valve may be a clamp-in type air valve fixed to a wheel rim with a valve washer and a valve nut.
In the fourth embodiment, the example in which the vehicle speed sensor is provided is shown, but the vehicle speed may be detected from the wheel speed pulse of the wheel speed sensor.
In the fourth embodiment, the correction tooth number Δz is set according to the vehicle speed. However, the parameter for setting the correction tooth number Δz has a certain relationship with the centrifugal acceleration acting on the main body. good. For example, the correction tooth number Δz may be set according to the centrifugal acceleration detected by the acceleration sensor (G sensor) 2b.

Claims (11)

An air valve attached to the valve hole of the wheel rim of each wheel;
Tire pressure detecting means for detecting tire air pressure on a substrate formed integrally with the air valve inside the tire, acceleration detecting means for detecting centrifugal acceleration when the wheel is rotating, When the value of the gravity acceleration dependent component of the centrifugal acceleration becomes a predetermined value, the acceleration detecting means determines that the rotational position is a predetermined rotational position, and the tire air pressure, the centrifugal acceleration, and identification information unique to each transmitter are converted into a radio signal. A main body having a center of gravity outside the plane including the tire rotation shaft and the valve hole ,
A receiver provided on the vehicle body side for receiving the radio signal;
A wheel speed sensor provided on the vehicle body side corresponding to each wheel and outputting a wheel speed pulse proportional to the rotation speed of the wheel;
Rotation position detection means for detecting the rotation position of each wheel from the count value of each wheel speed pulse;
The rotation position of each wheel when a wireless signal including certain identification information is transmitted is acquired a plurality of times and accumulated as rotation position data of each wheel, and the identification information is handled based on the degree of variation of each rotation position data. Wheel position determination means for determining the wheel position of the transmitter;
Based on the centrifugal acceleration detected by the acceleration detecting means, a rotational position difference between the rotational position of the acceleration detecting means and the predetermined rotational position when a wireless signal including the certain identification information is transmitted, Rotational position correcting means for correcting the detected rotational position based on the rotational position difference;
A tire pressure monitoring device comprising: In the tire pressure monitoring device according to claim 1,
Inclination angle estimation means for estimating an inclination angle of the main body portion from when the vehicle is stopped based on the detected centrifugal acceleration,
The tire pressure monitoring device, wherein the rotational position correcting means corrects the detected rotational position based on the inclination angle. In the tire pressure monitoring device according to claim 2,
Wheel speed based acceleration calculation means for calculating centrifugal acceleration acting on the main body based on the change speed of the wheel speed pulse,
The inclination angle estimation means estimates the inclination angle based on a deviation between the centrifugal acceleration detected by the acceleration detection means and the centrifugal acceleration calculated by the wheel speed base acceleration calculation means. Tire pressure monitoring device. In the tire pressure monitoring device according to claim 2,
The tire pressure monitoring device, wherein the inclination angle estimation means estimates the inclination angle based on a wheel speed dependent component value of centrifugal acceleration detected by the acceleration detection means. In the tire pressure monitoring device according to claim 2,
The tire pressure monitoring device, wherein the inclination angle estimation means estimates the inclination angle based on a value of a gravity acceleration dependent component of centrifugal acceleration detected by the acceleration detection means. In the tire pressure monitoring device according to any one of claims 2 to 5,
The tire pressure monitoring device, wherein the rotational position correcting means uses two values obtained by adding and subtracting a correction amount corresponding to the tilt angle with respect to the detected rotational position as a corrected rotational position . The tire pressure monitoring device according to any one of claims 1 to 6 ,
The tire air pressure monitoring apparatus according to claim 1, wherein the air valve is a snap-in type that is fixed to a valve hole of the wheel rim via an elastic body . In the tire pressure monitoring device according to claim 7,
Temperature detecting means for detecting the temperature inside the tire,
The tire pressure monitoring device, wherein the rotational position correcting means changes a correction amount for correcting the detected rotational position based on a temperature in the tire. The tire pressure monitoring device according to claim 8 ,
The rotational position correcting means includes
An elastic coefficient estimator for estimating an elastic coefficient of the elastic body based on the temperature in the tire;
A correction amount changing unit that changes the correction amount based on the elastic coefficient;
Tire air pressure monitoring system characterized by comprising a. The tire pressure monitoring device according to claim 9 ,
The tire pressure monitoring device, wherein the correction amount changing unit decreases the correction amount as the elastic coefficient is higher . In the tire pressure monitoring device according to claim 9 or 10 ,
The tire coefficient monitoring unit includes an elastic coefficient characteristic map with respect to the temperature of the elastic body, and estimates the elastic coefficient from the temperature in the tire with reference to the elastic coefficient characteristic map. .

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