KR20170013803A - TIRE PRESSURE MONITORING SYSTEM AND METHOD FOR IDENTIFYINGf POSITION OF EACH TIRES - Google Patents

Abstract

The present invention relates to a tire pressure monitoring system and a tire location checking method thereof. The tire pressure monitoring system includes: multiple sensors which are installed on individual tires of a vehicle, include two-shaft sensors outputting unique identification information as well as the Z-axis phase and Y-axis phase in accordance with a vehicle operation and being installed on opposite sides when being installed on inner and outer wheels, and output the correlation between the X-axis phase and Z-axis phase in every set time point for a set period; a wireless reception unit which receives wireless signals transmitted from multiple sensors; and a monitoring unit which receives the steering angle information while the vehicle moves, recognizes the reception number of the individual sensors received through the wireless reception unit for a set period as the wheel rotation number of each sensor unit when the steering angle is equal to or greater than a set angle, compares the wheel rotation number of each sensor unit and the wheel rotation number of each set tire location to recognize the tire location of each sensor unit, and recognizes the inner and outer wheels by using the correlation information regarding multiple wheels.

Description

FIELD OF THE INVENTION [0001] The present invention relates to a tire pressure monitoring system,

TECHNICAL FIELD The present invention relates to a tire pressure monitoring system and a tire positioning method applied to a commercial vehicle.

The TPMS installed in the vehicle is a device for installing various sensors on each tire, sensing the pressure of each tire using the tire condition information sensed by each installed sensor, and maintaining the pressure of each tire at a proper pressure. For this pressure maintenance function, the TPMS should be aware of the tire position information received from the sensor from which tire (or wheel).

In order to grasp the position of the tires, different wheel identification information is given for each tire position, and the wheel identification information is included in the tire state information to be transmitted.

If the tire is replaced, tire state information including new wheel identification information is generated. If the operator does not register the wheel identification information by hand, the TPMS does not know the tire state information to be transmitted from the tire at a certain position.

In order to solve this problem, a conventional TPMS is applied to a technique for automatically detecting the position of a replacement tire after a tire is replaced. For example, in Korea Patent Publication No. 2012-0128431 (hereinafter referred to as "431 patent"), a 3-axis geomagnetic sensor is applied to each wheel, a steering angle of each tire is obtained from a 3-axis geomagnetic sensor, Thereby determining the position of the tire.

Korean Patent Laid-Open Publication No. 2014-0006029 (hereinafter referred to as " 029 patent ") discloses a technique of detecting acceleration sensor signals in a tire for a certain period of time by using a wheel-specific speed sensor provided in a vehicle and an acceleration sensor in a tire, And the position of each tire is grasped by comparing the phase position by the speed sensor and the cluster diagram.

However, the 431 and 029 patents are mainly applied to passenger cars, and when applied to a commercial vehicle, there is a problem that it is not possible to grasp which of the wheels is an inner wheel or an outer wheel.

1. Korean Patent Publication No. 2012-0128431 (November 27, 2012) 2. Korean Patent Publication No. 2012-0128431 (2011.01.15)

SUMMARY OF THE INVENTION It is an object of the present invention to provide a tire pressure monitoring system and a tire pressure monitoring system which can automatically detect whether a replacement or moving wheel is a front wheel or a rear wheel, And to provide a location checking method.

Embodiments according to the present invention can be used to accomplish other tasks not specifically mentioned other than the above-described tasks.

According to an aspect of the present invention, there is provided a tire pressure monitoring system comprising: a tire pressure monitoring system installed in each tire of a commercial vehicle for outputting unique identification information and outputting a Z-axis phase and an X- Axis sensor is installed in the inner and outer rings of the outer ring, the two-axis sensors are installed in opposite directions to each other, and the correlation information between the X-axis phase and the Z-axis phase Based on the number of times of reception of the correlation information received from each of the plurality of sensor units at each of the set cycle time points, a plurality of sensor units for outputting the correlation information, The tire position corresponding to the sensor section is grasped, and the position of the inner ring and the outer ring It includes parts of sintering.

The monitoring unit receives the steering angle information when the commercial vehicle is moving and grasps the number of times of receipt of the correlation information of the plurality of sensor units received through the wireless receiver during the set time period as the wheel rotation number of each sensor unit when the steering angle is not less than the set angle And the position of the tire corresponding to each sensor unit is determined by comparing the wheel rotation number of each sensor unit with the ratio of the wheel rotation number by the set tire position. At this time, the monitoring unit can grasp the position of each tire by using the ratios of the ratios of the wheels by the tire position according to the type of the vehicle.

The sensor unit further includes a pressure sensor for sensing a pressure inside the tire and a temperature sensor for sensing a temperature inside the tire used to compensate for an influence of a pressure rise due to temperature.

The setting cycle time exists once at the time of the tire rotation, and is one of the Z-axis phase waveform or the X-axis phase waveform of the set period and is Z _max point in the Z-axis phase waveform of one cycle, And may be an X _max point in the X-axis phase waveform.

The monitoring unit compares the sensor unit ID received from the plurality of sensor units with the sensor unit IDs according to the set tire positions to identify the tire positions corresponding to the sensor unit IDs when the new sensor unit IDs exist do.

The monitoring unit may be configured such that, when the sensor unit ID received from the plurality of sensor units is equal to the sensor unit ID of the set tire position, if the steering angle of the vehicle is less than the set angle, And when the steering angle is equal to or more than the set angle, the number of times of reception of each of the plurality of sensor units received through the wireless receiving unit during the set time is determined as the wheel rotation number of each sensor unit, The tire position corresponding to each sensor unit is compared with the ratio of the number of rotations of the wheel by the set tire position, and the inner and outer wheels are grasped by using the correlation information for the two wheels, .

According to another aspect of the present invention, there is provided a tire positioning method comprising the steps of: determining whether a steering angle is equal to or greater than a predetermined angle when a commercial vehicle starts moving; A second step of receiving correlation information between the X-axis phase and the Z-axis phase transmitted from each sensor section including a two-axis sensor outputting a phase and an X-axis phase at each set-up time point during a set time, A third step of grasping a tire position corresponding to each sensor unit based on the number of times of reception of the correlation information received from each of the sensor units at each of the set period points in the case of a set angle or more, , It is determined whether the X-axis phase is ahead or the Y-axis phase is ahead through the correlation information of each sensor unit corresponding to the corresponding two- A fourth step of identifying a called inner and outer rings, and a fifth step of registering in response to the tire location obtained for each sensor unit ID.

The third step is to determine the number of times of receipt of the correlation information for each sensor part during the set time period as the number of wheel rotation of each sensor part and compare the detected number of wheel rotation of each sensor part with the ratio of wheel rotation number per set tire position, And the position of the tire corresponding to the tire.

The tire position confirming method according to an embodiment of the present invention includes the steps of receiving a sensor unit ID from a plurality of sensors mounted on respective tires of the commercial vehicle before the first step, Determining whether or not a new sensor unit ID is present in comparison with the sensor unit-specific sensor unit ID, and when the new sensor unit ID does not exist, if the steering angle is less than the set angle, And performing the third to fifth steps sequentially when the steering angle is not less than the set angle.

In the step of performing the third to fifth steps in sequence, the fifth step determines whether the sensor unit ID for each tire position is the same as the sensor unit ID for each set tire position, and if not, The sensor unit ID is updated to the sensor unit ID for each tire position without updating the sensor unit ID or determining whether the sensor unit ID for each tire position and the sensor unit ID for each tire position are the same.

According to one embodiment of the present invention, an inexpensive two-axis sensor is applied to lower the manufacturing cost, and the axis of the tire on which the tire is mounted and the position of the tire on the axis are identified by using the number of revolutions of each tire during steering, By using the output, it is possible to quickly and accurately identify the tire position by determining whether the tire is an inner or a rear wheel.

1 is a block diagram of a tire pressure monitoring system according to an embodiment of the present invention.
2 is a schematic view of a tire pressure monitoring system applied to a commercial vehicle according to an embodiment of the present invention.
FIG. 3 is a view showing a two-axis sensor mounted on an outer race according to an embodiment of the present invention. FIG.
4 is a waveform diagram showing signals output from a two-axis sensor of an inner ring and an outer ring according to an embodiment of the present invention.
FIG. 5 is a diagram illustrating a method of distinguishing wheel positions based on a steering angle according to an embodiment of the present invention.
FIG. 6 is a flowchart illustrating a tire position determination method in a tire pressure monitoring system according to an embodiment of the present invention.
FIG. 7 is a flowchart illustrating a tire position determination method in a tire pressure monitoring system according to another embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may be embodied in many different forms and is not limited to the embodiments described herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and the same reference numerals are used for the same or similar components throughout the specification. In the case of publicly known technologies, a detailed description thereof will be omitted.

In this specification, when a part is referred to as "including " an element, it is to be understood that it may include other elements as well, without departing from the other elements unless specifically stated otherwise. Also, the terms "part," " module, "and the like, which are described in the specification, refer to a unit for processing at least one function or operation, and may be implemented by hardware or software or a combination of hardware and software.

Hereinafter, an applied tire pressure monitoring system and a tire position determining method for a commercial vehicle according to an embodiment of the present invention will be described with reference to FIGS. 1 to 6 attached hereto.

FIG. 1 is a block diagram of a tire pressure monitoring system according to an embodiment of the present invention, and FIG. 2 is a schematic view of a tire pressure monitoring system applied to a commercial vehicle according to an embodiment of the present invention.

1 and 2, a tire pressure monitoring system according to an embodiment of the present invention is applied to a commercial vehicle having multiple axes and at least two wheels, and includes a sensor unit 100, a wireless reception unit 200, (300).

The sensor unit 100 is provided for each tire located at both ends of each of the shafts 10, 20 and 30 and is provided with unique identification information (sensor unit ID) And transmits identification information.

Specifically, the sensor unit 100 includes a two-axis sensor 110, a pressure sensor 120, a temperature sensor 130, a sensor control unit 140, and a wireless transmission unit 150.

The two-axis sensor 110 is an acceleration sensor that measures and outputs gravity acceleration of two axes, that is, Z axis and X axis, acting on the tire during tire rotation, and the output is displayed in phase. The two-axis sensor 110 is characterized in that the phase of the Z-axis and the phase of the X-axis are reversed depending on the installed direction. Accordingly, the installation direction of the two-axis sensor 110 is determined according to the position of the tire. That is, the two-axis sensor 110 is installed in the opposite direction to the inner and outer rings in the case of a two-wheeled vehicle. In the case of a single wheel, whether the inner ring is set in the same installation direction or in the same installation direction as the outer ring is determined in advance.

The pressure sensor 120 senses and outputs the pressure inside the tire, and the temperature sensor 130 senses the internal temperature of the tire used to compensate for the influence of the pressure rise due to the temperature and outputs the sensed temperature.

The sensor control unit 140 receives unique identification information, that is, a sensor unit ID, and transmits unique identification information when transmitting through the wireless transmission unit 150. [ The sensor control unit 140 receives the outputs of the two-axis sensor 110, the pressure sensor 120, and the temperature sensor 130 and selectively transmits the output of each sensor based on the set time from the initial movement of the vehicle. At this time, the sensor control unit 140 detects the output of the two-axis sensor 110 and determines the number of revolutions of the tire based on one phase waveform (e.g., Z-axis phase waveform or X-axis phase waveform) And provides correlation information between the X-axis phase and the Z-axis phase to the monitoring unit 300.

The setting cycle time may be a Z _max point (see FIG. 4) of the Z-axis phase waveform, a Z _min point, or a point of one of the other phase waveforms. The sensor control unit 140 transmits correlation information every one period of the phase waveform. However, the sensor control unit 140 can transmit correlation information every set period such as two or three periods. Of course, the setting cycle time may be an X _max point, a X _min point, or a point of one of the other phase waveforms, as in the case of the above-described Z axis phase waveform when the X axis phase waveform is referred to.

As will be described later, the setting cycle time provided by the sensor control unit 140 is used as information for grasping the tire rotation number, and the correlation information is used as information for grasping whether the wheel is an inner wheel or an outer wheel in the plural wheels.

The wireless transmission unit 150 operates under the control of the sensor control unit 140 and transmits the outputs of the sensors 110 to 130 in a radio signal, that is, a radio frequency (RF). The radio receiving unit 200 receives the RF signal transmitted from the radio transmitting unit 150.

The monitoring unit 300 uses the output of the two-axis sensor 110 for each tire received from the sensor unit 100, the identification information (i.e., the sensor unit ID) of the sensor unit 100 and the steering angle information received from the vehicle And recognizes the sensor unit ID corresponding to the position of each tire. At this time, the monitoring unit 300 can further acquire the sensor unit ID corresponding to the position of each tire by using the vehicle type information stored in the storage unit (not shown). The vehicle type information includes information on the ratios of ratios for each wheel.

The monitoring unit 300 analyzes the outputs of the pressure sensor 120 and the temperature sensor 130 received from the sensor unit 100 and determines the pressure of each tire , And performs a pressure holding function corresponding to the detected pressure.

Hereinafter, the two-axis sensor mounted on the outer ring will be described with reference to FIGS. 3 and 4. FIG. FIG. 3 is a view showing a two-axis sensor mounted on an outer ring according to an embodiment of the present invention. FIG. 4 is a view showing a waveform of a signal output from a two-axis sensor of an inner ring and an outer ring according to an embodiment of the present invention. .

The two-axis sensor 110 is provided on the outer ring 10 and the inner ring 20, respectively, of the two-wheeled vehicle. The two-axis sensor 110 installed on the outer ring 10 is referred to as a "first two-axis sensor 111" and the two-axis sensor 110 provided on the outer ring 10 is referred to as a "second two-axis sensor 112" "

The first two-axis sensor 111 and the second two-axis sensor 112 are installed so that their mounting directions are opposite to each other. 4, the Z-axis phase and the X-axis phase of the first and second 2-axis sensors 111 and 112 are set to be . That is, as shown in FIG. 4, when the X-axis phase S1 is displayed ahead of the Z-axis phase S2 in the first two-axis sensor 111, the Z- S2 are displayed preceding the X-axis phase S1.

The Z-axis phase S2 is displayed in front of the X-axis phase S1 in the first two-axis sensor 111 according to the installation direction of the first and second two-axis sensors 111, The X-axis phase S1 can be displayed ahead of the Z-axis phase S2 in the X-axis phase step 112 of FIG. Here, the phase difference between the Z-axis phase S2 and the X-axis phase S1 is a correlation between the Z-axis phase and the X-axis phase, and the correlation information provided by the sensor control unit 140 indicates that the Z- Or whether the X-axis phase (S1) is preceded.

On the other hand, if the phase velocity is measured with respect to the phases of the two-axis sensors 111 and 112 or the number of cycles during the set time is counted, the number of revolutions per one tire (number of revolutions of the wheel) can be grasped. This is because one cycle phase of the X axis and the Z axis corresponds to one rotation of the tire.

Hereinafter, a method of distinguishing a wheel position based on a steering angle will be described with reference to FIG. FIG. 5 is a diagram illustrating a method of distinguishing wheel positions based on a steering angle according to an embodiment of the present invention.

When the vehicle rotates, the rear wheels always rotate inward relative to the front wheels on the same axis, so that the front wheels and the rear wheels exhibit different rotational trajectories. Also, the left wheel and the right wheel on the same axis represent different rotational trajectories according to the rotational direction. The difference in the rotational locus is larger for commercial vehicles than for passenger cars, and larger for larger vehicles.

5, when turning the steering wheel to the right by δ, the left front wheel 1 and the right front wheel 1, 2 are turned to the right in association with the rotation of the steering wheel. The steering angle alpha of the left front wheel 1 is smaller than the steering angle beta of the right front wheel 2 so that the turning radius R1 of the left front wheel 1 is smaller than the turning radius R1 of the right front wheel 2, (R3).

Since the left rear wheel 3 rotates inwardly of the left front wheel 1 and the right rear wheel 4 rotates inward than the right front wheel 2, the turning radius R2 of the left rear wheel 3 is smaller than the turning radius R2 of the left rear wheel 3. [ And the turning radius R4 of the right rear wheel 3 is shorter than the turning radius R3 of the right front wheel 4. [ The turning radius R2 of the left rear wheel 3 is longer than the turning radius R3 of the right front wheel 2. [

Thus, each wheel of the vehicle has different turning radii R1, R2, R3, R4, and this feature is equally applicable to commercial vehicles. The fact that the turning radii (R1, R2, R3, R4) of the wheels are different from each other with respect to one point (O) means that the number of turns of each wheel is different. Since each wheel is installed at a certain distance and distance with respect to each other, the number of revolutions of each wheel is different according to the size of the steering angle, but the ratio of the number of revolutions per each wheel is constant according to the steering direction.

For example, in the case of a right turn, the left front wheel 1 has the largest number of wheel revolutions according to the length of the turning radius, and the left rear wheel 3, right front wheel 2 and right rear wheel 4 have the smallest wheel revolutions . In another example, the right front wheel 2 represents the greatest number of wheel revolutions, and the right rear wheel 4, the left front wheel 1 and the left rear wheel 3 represent the smallest wheel revolutions.

Therefore, the number of revolutions of each wheel is measured at the time of steering, and the position of the tire can be known by comparing with each other. The comparison of wheel rpm shows the position of the left, right, front, and back of the tire, but there is a limit to distinguishing between the inner wheel and the outer wheel. Therefore, in the present invention, the two-axis sensor 110 is used to discriminate whether the inner wheel or the outer wheel is a multi-wheel so as to grasp the exact position of the tire.

Hereinafter, with reference to FIG. 6 and FIG. 7, a tire position determination method in a tire pressure monitoring system according to an embodiment of the present invention will be described.

FIG. 6 is a flowchart illustrating a tire position determination method in a tire pressure monitoring system according to an embodiment of the present invention. 6, when the commercial vehicle is stopped, the sensor control unit 140 of each sensor unit 100 determines whether the vehicle is moving with the output of the two-axis sensor 110 or the motion sensor 140 (S601) .

In step S602, the sensor control unit 140 sets a sleep mode when it determines that the vehicle is not moving through the determination step S601. If the sensor unit ID is not detected in the first time period through the wireless transmission unit 150 Information) (S603). Of course, if the vehicle does not move, it may be possible to omit step S603 because the vehicle may be parked or not operated. Therefore, in the embodiment of the present invention, the first time period (e.g., 15 minutes) to transmit the sensor ID.

The sensor control unit 140 transmits the sensor unit ID (identification information) and the output of the two-axis sensor 110 at a second time period for the first time when it is determined that the vehicle has started to move through the determining step S601 (S604). Here, the second cycle time is set to a relatively fast time such as 0.5 second or 1 second.

When the first set time elapses from the time when it is determined that the vehicle has started to move in the case where the vehicle continues to move (S605), the sensor control unit 140 sets X (X) received from the 2-axis sensor 110 of each tire for the second time correlation of the axial phase (S1) and a Z-axis phase (S2) to identify and Z-phase (S2) the set cycle time (e.g., time when the Z _max) X-axis phase (S1) in the Z-phase (S2) (That is, correlation information indicating whether the X-axis phase S1 precedes or the Z-axis phase S2 precedes), together with the sensor unit ID, to the monitoring unit 300 (S606). The first set time is equal to or longer than the first time.

The sensor control unit 140 determines that the vehicle is in a continuously moving state when the second time period ends or the second set time period elapses from the second time period in step S607. 1 minute, 2 minutes, etc.), the output of the pressure sensor 120 and the temperature sensor 130 to the monitoring unit 300 (S608).

On the other hand, if the sensor unit ID is received through the wireless reception unit 200 in response to the step S604, the monitoring unit 300 determines the sensor unit ID of each received tire (S610) And compares it with the sensor unit ID (S611).

If the sensor unit ID received in the comparing step S611 and the previously registered sensor unit ID match each other (S612), the monitoring unit 300 determines that there is no tire replacement and stores the sensor unit ID for each registered tire position as it is To perform tire pressure monitoring (S620). On the other hand, if the monitoring unit 300 does not match at least one of the sensor unit ID and the pre-registered sensor unit ID received in the comparing process (S311) (S612), the sensor unit ID received in step S606, The position of the tire is determined using the output of the sensor 110, the steering angle information, and the vehicle type information.

Specifically, the monitoring unit 300 receives the steering angle information from the steering angle sensor (not shown) in the vehicle, determines the current steering angle (S613), and determines whether the steering angle is equal to or greater than the set angle (S614). Here, when the setting angle is set to a large value, a more accurate result can be obtained, but the ratio of the number of rotations of each wheel can be set to a minimum angle that makes a difference.

The monitoring unit 300 grasps the steering direction if the steering angle is equal to or greater than the set angle and grasps the number of times of reception from the correlation information at the Z _max point during the second time corresponding to each sensor unit ID received in step S606 S615) and recognizes the number of times of reception as the number of revolutions of the corresponding sensor unit ID (S616).

In step S616, the monitoring unit 300 determines the number of revolutions of each sensor unit ID, compares the number of revolutions of each sensor unit ID with the ratio of revolutions per set vehicle type, It is determined whether it corresponds to the tire of the position (S617).

If the two sensor units ID correspond to the same tire position, the monitoring unit 300 determines that the corresponding tire position is a two-wheeled vehicle. Using the correlation information corresponding to the two sensor unit IDs and the set correlation information, Or an outer ring (S618).

Accordingly, the monitoring unit 300 recognizes one sensor unit ID corresponding to the one wheel, one sensor unit ID corresponding to the inner ring in the case of the two-wheeled vehicle, and one sensor unit ID corresponding to the outer wheel, Each sensor unit ID is identified. If the sensor unit ID corresponding to all the tires is identified, the monitoring unit 300 registers the detected sensor unit ID in association with the corresponding tire position (S619).

When the process of S619 is completed, the monitoring unit 300 can identify the tire position through the sensor unit ID included in the received radio signal, and the pressure sensor 120 and the temperature sensor 130 through the wireless receiving unit 200, it is possible to identify the sensor information of the tire at a certain position through the sensor unit ID of each sensor unit 100, The pressure of the tire is monitored using the output of the tire pressure sensor 100 (S620).

Hereinafter, with reference to FIG. 7, a tire position determination method in a tire pressure monitoring system according to another embodiment of the present invention will be described. FIG. 7 is a flowchart illustrating a tire position determination method in a tire pressure monitoring system according to another embodiment of the present invention.

Prior to the description, the tire position checking method described with reference to FIG. 6 is applicable to replacement of a new tire, but it is difficult to apply to a change in position between existing mounted tires (i.e., when changing the position of a tire). The tire position determination method with reference to FIG. 7 is applicable to a new tire replacement and a position change between tires.

In this embodiment, the operation of each sensor unit 100 is the same as that of steps S601 to S608 with reference to FIG. 6, so that the description of the operation of the sensor unit 100 will be omitted.

7, when the sensor unit ID transmitted through the process of S604 is received through the wireless reception unit 200, the monitoring unit 300 determines the sensor unit ID of each received tire (S710) (S711). Then, it is determined whether the detected sensor ID is identical to the previously registered sensor ID (S712).

If the sensor unit ID received in step S712 does not match the pre-registered sensor unit ID, the monitoring unit 300 performs step S613 shown in FIG. 6, performs step S613, and then proceeds to step S620. . On the other hand, if the sensor unit ID received in the determining step S712 matches the pre-registered sensor unit ID, the monitoring unit 300 receives the steering angle information from the steering angle sensor (not shown) (S713), and determines whether the steering angle is equal to or greater than the set angle (S714).

If the steering angle is less than the set angle, the monitoring unit 300 uses the previously registered sensor ID for each tire position (S715), and outputs the output of the pressure sensor 120 and the temperature sensor 130 received from each sensor unit 100 To perform a pressure sensing function for each tire (S620).

On the other hand, when the steering angle is equal to or greater than the set angle, the monitoring unit 300 grasps the steering direction and obtains the number of times of reception from the correlation information at the Z _max point for the second time corresponding to each sensor unit ID provided by the sensor unit 100 (S715), and recognizes the number of times of reception as the wheel rotation number of the corresponding sensor unit ID (S716).

In step S716, the monitoring unit 300 determines the number of revolutions of each sensor unit ID and compares the detected number of revolutions of each sensor unit ID with the ratio of revolutions per tire position set by the vehicle type. It is determined whether it corresponds to the tire of the position (S717).

If the two sensor units ID correspond to the same tire position, the monitoring unit 300 determines that the corresponding tire position is a two-wheeled vehicle. Using the correlation information corresponding to the two sensor unit IDs and the set correlation information, Or an outer ring (S718).

Accordingly, the monitoring unit 300 recognizes one sensor unit ID corresponding to the one wheel, one sensor unit ID corresponding to the inner ring in the case of the two-wheeled vehicle, and one sensor unit ID corresponding to the outer wheel, Each sensor unit ID is identified. When the sensor unit ID corresponding to all the tires is identified, the monitoring unit 300 compares the previously registered sensor unit ID with the previously registered sensor unit ID of each tire position (S720) (S721).

If the two sensor unit IDs match, the monitoring unit 300 performs tire air pressure monitoring using the previously registered sensor unit IDs in the same manner as in step S715. On the other hand, if the two sensor unit IDs do not coincide with each other, the monitoring unit 300 determines that the tire position is changed and updates the registered sensor unit ID to the sensor unit ID for each tire position (S722).

Then, the monitoring unit 300 performs tire air pressure monitoring using the updated sensor unit ID for each tire position.

Meanwhile, in another embodiment of the present invention, the process of comparing and determining whether the sensor unit ID is identical to the previously registered sensor unit ID is omitted after the sensor unit ID for each tire position is detected as in step S719, Can be performed.

While the present invention has been particularly shown and described with reference to exemplary embodiments, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, It belongs to the scope.

100: sensor unit 110: two-axis sensor
120: pressure sensor 130: temperature sensor
140: sensor control unit 150: wireless transmission unit
200: wireless receiver 300:

Claims (13)

Axis sensor that is installed for each tire of a commercial vehicle and outputs unique identification information and outputs a Z-axis phase and an X-axis phase according to the running of the commercial vehicle. In case of being installed on the inner and outer rings of the two- A plurality of sensor units installed in opposite directions to each other and outputting correlation information between the X-axis phase and the Z-axis phase at a set cycle time during a set time,
A wireless receiver for receiving wireless signals transmitted from the plurality of sensor units, and
And a control unit for determining the position of the tire corresponding to each sensor unit based on the number of times of reception of the correlation information received from the plurality of sensor units at the set cycle time point, Monitoring department
The tire pressure monitoring system comprising: The method of claim 1,
The monitoring unit receives the steering angle information when the commercial vehicle is moving and grasps the number of times of receipt of the correlation information of the plurality of sensor units received through the wireless receiver during the set time period as the wheel rotation number of each sensor unit when the steering angle is not less than the set angle The tire pressure monitoring system according to any one of claims 1 to 3, wherein the tire pressure monitoring system compares the wheel speeds of the detected sensor units with the ratios of the wheel ratios according to the set tire positions and grasps the positions of the tires corresponding to the respective sensor units. 3. The method of claim 2,
Wherein the monitoring unit grasps the position of each tire by using a ratio of the number of rotations of the tire by the tire position according to the type of the vehicle. The method of claim 1,
Wherein the sensor unit further comprises a pressure sensor for sensing a pressure inside the tire and a temperature sensor for sensing an internal temperature of the tire used to compensate for the influence of a pressure rise due to temperature. The method of claim 1,
Wherein the setting cycle time exists once at the time of one rotation of the tire and is one of a Z-axis phase waveform or an X-axis phase waveform of the set period. The method of claim 5,
Said set period is a time period or the Z _max Z axis points in the phase of, in the X-axis phase of a cycle X _max point of the tire pressure monitoring system. The method of claim 1,
The monitoring unit compares the sensor unit ID received from the plurality of sensor units with the sensor unit IDs according to the set tire positions to identify the tire positions corresponding to the sensor unit IDs when the new sensor unit IDs exist Tire pressure monitoring system. 8. The method of claim 7,
The monitoring unit may be configured such that, when the sensor unit ID received from the plurality of sensor units is equal to the sensor unit ID of the set tire position, if the steering angle of the vehicle is less than the set angle, And when the steering angle is equal to or more than the set angle, the number of times of reception of each of the plurality of sensor units received through the wireless receiving unit during the set time is determined as the wheel rotation number of each sensor unit, The tire position corresponding to each sensor unit is compared with the ratio of the number of rotations of the wheel by the set tire position, and the inner and outer wheels are grasped by using the correlation information for the two wheels, Wherein the tire pressure monitoring system further performs the following operations. A first step of determining whether the steering angle is equal to or greater than a set angle when the movement of the commercial vehicle is started,
Axis direction and the Z-axis phase transmitted from the respective sensor units including the two-axis sensor for outputting the Z-axis phase and the X-axis phase according to the running of the commercial vehicle during the set time, A second step of receiving,
A third step of grasping a tire position corresponding to each sensor unit based on the number of times of receipt of the correlation information received from each sensor unit at each of the set cycle time points when the steering angle is equal to or greater than a set angle,
When the tire position corresponds to a plurality of wheels, the correlation information of each sensor section corresponding to the corresponding outer ring is detected through the X-axis phase or the Y- Step, and
A fifth step of registering the ID of each sensor unit in correspondence with the detected tire position
Wherein the tire is a tire. The method of claim 9,
The third step is to determine the number of times of receipt of the correlation information for each sensor part during the set time period as the number of wheel rotation of each sensor part and compare the detected number of wheel rotation of each sensor part with the ratio of wheel rotation number per set tire position, And determining a position of the tire corresponding to the tire position. The method of claim 9,
Prior to the first step,
Receiving a sensor unit ID from a plurality of sensors mounted on each tire of the commercial vehicle, and
And comparing the sensor unit ID of each received sensor unit with the sensor unit ID of the set tire position to determine whether a new sensor unit ID exists,
If there is no new sensor unit ID,
Performing tire air pressure monitoring using the sensor unit ID for each of the set tire positions when the steering angle is less than the set angle and performing the third to fifth steps sequentially when the steering angle is not less than the set angle, checking way. 12. The method of claim 11,
In the step of sequentially performing the third to fifth steps,
In the fifth step, it is determined whether the sensor unit ID for each tire position is the same as the sensor unit ID for each of the tire positions. If the sensor unit ID is not identical to the sensor unit ID for each tire position, And updates the sensor unit ID for each detected tire position without determining whether the sensor unit IDs for the respective tire positions are the same. 11. The method of claim 10,
Wherein the setting cycle time exists once at the time of one rotation of the tire and is one point of the Z-axis phase waveform or the X-axis phase waveform of one cycle.

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