JP6953844B2 - Control device - Google Patents

Description

The present disclosure relates to a control device.

For example, by performing tire rotation for changing the position of a tire in a vehicle, it is possible to make the wear state of each tire uniform, and further, it is possible to suppress uneven wear. This can extend the life of the tire.

Tire rotation is performed, for example, by a predetermined method when a predetermined mileage is reached.

Japanese Unexamined Patent Publication No. 2005-324578

By the way, the way tires are used differs between vehicles. Therefore, even if the mileage is the same between the vehicles, the amount of tire wear is different. As a result, tire rotation may be performed even in a vehicle in which the amount of tire wear is small. On the other hand, even in a vehicle with a large amount of tire wear, tire rotation may not be performed.

Further, depending on how the tires are used, the positions of the tires with a relatively large amount of wear and the positions of the tires with a relatively small amount of wear differ between vehicles. As a result, if tire rotation is performed by a predetermined method, tires with a relatively large amount of wear may be exchanged or tires with a relatively small amount of wear may be exchanged, and the tire rotation is appropriate. It may not be done.

An object of the present disclosure is to provide a control device capable of appropriately performing tire rotation.

The control device of the present disclosure is
An input section for inputting information on how to use multiple tires mounted on the vehicle,
The groove depth between the plurality of tires is based on information on how the tire is used , including the tire air pressure, the number of steering steerings, the steering steering speed, the lateral G of the vehicle, the vehicle deceleration, and the engine torque output value. A calculation unit that calculates the remaining mileage until the difference exceeds a predetermined allowable value,
Equipped with a,
Groove depth between the plurality of tires, when the tire width direction entire area is divided into a plurality of regions, Ru groove depth Sadea in each divided region.

According to the present disclosure, tire rotation can be appropriately performed.

A block diagram showing an example of the configuration of the control device according to the embodiment of the present disclosure. Graph showing the relationship between mileage and tire groove depth Flowchart showing tire rotation support processing

Hereinafter, the control device 1 according to the embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing an example of the configuration of the control device 1 according to the present embodiment.

In the present embodiment, the case where the control device 1 is applied to the vehicle of the four-wheeled vehicle will be described. The front right wheel, front left wheel, rear right wheel, and rear left wheel of the four-wheeled vehicle are suspended from the vehicle body by suspension. In the following description, the tire air pressure refers to the tire air pressure on each wheel.

As shown in FIG. 1, the control device 1 includes an ECU 10, an input unit 100, and a notification unit 50.

The ECU 10 is a device that controls each system in the vehicle by using an electronic circuit. The ECU 10 has a calculation unit 20, a storage unit 30, and an output unit 40.

The input unit 100 acquires information on how the tire is used on each wheel. In addition, in order to acquire information on how tires are used (hereinafter referred to as related information), there are cases where the information is directly acquired for each tire, and cases where the related information is acquired and a predetermined calculation is performed based on the related information. It may be calculated for each tire with reference to the formula.

The input unit 100 includes a tire air pressure acquisition unit 11, a steering steering frequency acquisition unit 12, a steering steering speed acquisition unit 13, a vehicle lateral G acquisition unit 14, a vehicle deceleration acquisition unit 15, and an engine torque output value acquisition unit 16.

The tire air pressure acquisition unit 11 acquires the tire air pressure at predetermined time intervals. The tire air pressure is detected by an air pressure sensor (not shown) mounted inside the tire or wheel. The tire air pressure acquisition unit 11 may acquire the air pressure from the tire pressure monitoring system (TPMS) that monitors the tire air pressure and detects an abnormality.

The steering steering frequency acquisition unit 12 acquires a detection value (steering angle of the steering wheel) of the steering sensor (not shown). The steering steering count acquisition unit 12 calculates the steering steering count based on the detection value of the steering sensor.

The steering steering speed acquisition unit 13 acquires the detection value of the steering sensor. The steering steering speed acquisition unit 13 calculates the steering steering speed based on the detection value of the steering sensor.

The vehicle lateral G acquisition unit 14 acquires the detected value of the lateral acceleration sensor (not shown). The vehicle lateral G acquisition unit 14 calculates the lateral G of the vehicle at predetermined time intervals based on the detection value of the lateral acceleration sensor.

The vehicle deceleration acquisition unit 15 acquires the detected values of the front and rear G sensors (not shown). The vehicle deceleration acquisition unit 15 calculates the deceleration of the vehicle at predetermined time intervals based on the detected values of the front and rear G sensors.

The engine torque output value acquisition unit 16 acquires the detected value of the torque sensor (not shown). The engine torque output value acquisition unit 16 calculates the engine torque output value at predetermined time intervals based on the detection value of the torque sensor.

The tire air pressure, the number of steering steerings, the steering steering speed, the lateral G of the vehicle, the vehicle deceleration, and the output values of the engine torque may be collectively referred to as "information on how the tires are used". In addition, information on how tires are used may be simply referred to as "related information."

The calculation unit 20 has components of the groove depth calculation unit 21, the groove depth estimation unit 22, and the mileage calculation unit 23. The functions of each component of the calculation unit 20 are realized by the ECU 10 executing the control program.

The groove depth calculation unit 21 calculates the amount of wear for each tire at predetermined time intervals with reference to a predetermined calculation formula based on information (related information) on how the tire is used such as tire air pressure. do. The calculation formula is expressed as, for example, the sum of the amount of wear according to each of the related information. The calculation formula is set according to, for example, the type of tire and the vehicle type. The amount of wear for each tire is stored in the storage unit 30 in association with the time when the related information is acquired and the mileage corresponding to the time when the related information is acquired. The mileage is calculated by the ECU 10 based on the detection result of the vehicle speed sensor (not shown).

The groove depth calculation unit 21 calculates the groove depth of the tire for each predetermined mileage (for example, 100 km) based on the above-mentioned wear amount. Here, the groove depth calculation unit 21 calculates the average groove depth in the entire region in the tire width direction. The groove depth calculation unit 21 may calculate the groove depth for each predetermined mileage, for example, and when the mileage reaches 500 km, for example, the groove depth of the tire for every 100 km is summarized. May be calculated.

FIG. 2 is a graph showing the relationship between the mileage and the groove depth of the tire. FIG. 2 shows the coordinates with the mileage as the horizontal axis and the groove depth of the tire as the vertical axis. On the coordinates of FIG. 2, the groove depths of the tires for each mileage are plotted and shown only for the tires of the left rear wheel and the right front wheel of the four wheels.

The groove depth estimation unit 22 estimates the change in the groove depth of the tire with respect to the mileage. Specifically, the groove depth estimation unit 22 uses a known method (for example, the least squares method) to obtain the tire groove depths for each mileage (five groove depths plotted in FIG. 2). Find an approximate straight line that approximates. The obtained approximate straight line represents the change in the groove depth of the tire with respect to the mileage.

The mileage calculation unit 23 calculates the remaining mileage until the difference in groove depth between the tires exceeds the permissible value based on the obtained approximate straight line.

Hereinafter, a method of calculating the remaining mileage will be specifically described with reference to FIG. Here, it is assumed that the difference in groove depth between the tires of the left rear wheel and the tire of the right front wheel of the four wheels expands fastest, and the calculation method will be described only for these two tires. FIG. 2 shows an approximate straight line LL showing a change in the groove depth of the tire of the left rear wheel with respect to the mileage. Further, an approximate straight line LR showing a change in the groove depth of the tire of the right front wheel with respect to the mileage is shown.

The mileage calculation unit 23 obtains the remaining mileage DT from the current position CP until the difference in groove depth exceeds the permissible value Va in the two approximate straight lines LL and LR.

The storage unit 30 stores a control program for executing the function of each component of the calculation unit 20.

The output unit 40 outputs the result calculated by the calculation unit 20 (for example, the remaining mileage DT).

The ECU 10 causes the notification unit 50 to display the remaining mileage DT. When displaying the remaining mileage DT, the ECU 10 may display that the difference between the groove depth of the tires of the left rear wheel and the groove depth of the tires of the right front wheel reaches the allowable value Va.

Next, the tire rotation support process will be described with reference to FIG. FIG. 3 is a flowchart showing the tire rotation support process. This process is started, for example, when the power of the vehicle is turned on.

First, in step S100, the input unit 100 acquires information on how the tire is used.

In step S110, the groove depth calculation unit 21 calculates the groove depth of the tire for each mileage based on the information on how the tire is used.

In step S120, the groove depth estimation unit 22 estimates the change in the tire groove depth with respect to the mileage based on the tire groove depth for each mileage.

In step S130, the mileage calculation unit 23 calculates the remaining mileage until the difference in groove depth between the tires exceeds the permissible value.

In step S140, the ECU 10 causes the notification unit 50 to display the remaining mileage. After that, the process ends.

<Effect of this embodiment>
As described above, the control device 1 according to the present embodiment is a groove depth calculation unit that calculates the groove depths of the plurality of tires based on the information on how the plurality of tires mounted on the vehicle are used. A plurality of tires based on 21 It is provided with a mileage calculation unit 23 for calculating the remaining mileage until the difference in groove depth between the tires exceeds a predetermined allowable value. As a result, it is possible to accurately notify the user and the like of the remaining mileage, which is a guideline for the tire rotation time, so that the tire rotation can be performed appropriately.

In the control device 1 according to the above embodiment, the input unit 100 has a tire air pressure acquisition unit 11 and the like for acquiring the tire air pressure. However, the present invention is not limited to this. For example, the input unit 100 may have an acquisition unit that acquires the vehicle speed, the vehicle acceleration, and the axle load, respectively, in addition to them. The groove depth calculation unit 21 calculates the groove depth of the tire based on the information on how these tires are used. As a result, the calculated groove depth can be made closer to the actual groove depth of the tire, so that the remaining mileage can be accurately notified to the user or the like.

Further, in the above embodiment, when calculating the groove depth of the tire, the groove depth calculation unit 21 calculates the average groove depth in the entire region in the tire width direction. However, the present invention is not limited to this. When the entire tire width direction region is divided into a plurality of regions (for example, a tire width direction inner region, a tire width direction outer region, and a tire width direction central portion region), the groove depth calculation unit 21 is divided into each of the divided regions. The groove depth in the region may be calculated. As a result, the mileage calculation unit 23 can calculate the remaining mileage until the difference in groove depth between the tires, for example, in the outer region in the tire width direction exceeds the permissible value. Therefore, by performing tire rotation based on the remaining mileage, for example, it is possible to suppress uneven wear of tires in a vehicle in which uneven wear (outward wear) in the outer region in the tire width direction tends to be severe.

The control device of the present disclosure is useful as a driving support device that is required to support the vehicle so that it can run safely through various information related to the condition of the tire.

1 Control unit 10 ECU
11 Tire air pressure acquisition unit 12 Steering frequency acquisition unit 13 Steering steering speed acquisition unit 14 Vehicle lateral G acquisition unit 15 Vehicle deceleration acquisition unit 16 Engine torque output value acquisition unit 20 Calculation unit 21 Groove depth calculation unit 22 Groove depth estimation Unit 23 Mileage calculation unit 30 Storage unit 40 Output unit 50 Notification unit 100 Input unit

Claims (2)

An input section for inputting information on how to use multiple tires mounted on the vehicle,
The groove depth between the plurality of tires is based on information on how the tire is used , including the tire air pressure, the number of steering steerings, the steering steering speed, the lateral G of the vehicle, the vehicle deceleration, and the engine torque output value. A calculation unit that calculates the remaining mileage until the difference exceeds a predetermined allowable value,
Equipped with a,
The groove depth between a plurality of tires, when the tire width direction entire area is divided into a plurality of regions, Ru groove depth Sadea in each divided region, the control device. The calculation unit
A groove depth calculation unit that calculates the groove depths of the plurality of tires based on the information on how the tires are used, and a groove depth calculation unit.
A groove depth estimation unit that estimates the change in groove depth with respect to the mileage from the calculated groove depth for each tire, and
A mileage calculation unit that calculates the remaining mileage until the difference in groove depth between the plurality of tires exceeds a predetermined allowable value based on the change in the groove depth with respect to the mileage of each tire. ,
The control device according to claim 1.

Images