KR20200085171A - Tire position idenfification method and tire monitoring system perfoming the same - Google Patents

Abstract

The present invention relates to a tire monitoring system, which includes: a state information collecting device mounted on the first tire of the vehicle transmits unique identification information in conjunction with the rotation period the first tire; a plurality of wheel speed sensors whose location information is changed in association with the rotation of each of the plurality of second tires mounted on the vehicle; and a monitoring device receives the unique identification information from the state information collecting device, detects the location information of each of the plurality of wheel speed sensors in connection with the reception time of the unique identification information for a predetermined period, identifies the position of the first tire based on a variation pattern of the position information of each of the plurality of wheel speed sensors detected in conjunction with the reception time of the unique identification information.

Description

Tire position identification method and tire monitoring system that performs the same {TIRE POSITION IDENFIFICATION METHOD AND TIRE MONITORING SYSTEM PERFOMING THE SAME}

An embodiment of the present invention relates to a tire location identification method and a tire monitoring system performing the same.

The Tire Pressure Monitoring System (TPMS) detects tire condition information through various sensors installed on the tires of a vehicle and uses it to sense the pressure of each tire to maintain the pressure of each tire at an appropriate pressure. Device.

In order for the TPMS to perform the pressure maintenance function, it is necessary to be able to identify which tire the status information received from the sensors is for. In the related art, a method of assigning different identification information to each tire-mounted wheel for tire identification and including corresponding wheel identification information when transmitting status information has been used. However, in this method, when the tire is replaced, the wheel identification information is also changed, and when the tire is replaced, the operator has to manually perform a process of registering new wheel identification information in the TPMS.

The problem to be solved through an embodiment of the present invention, even if the operator does not perform the process of individually registering the identification number of a new tire when replacing the tire of the vehicle, the tire pressure monitoring system automatically replaces the tire and positions the replaced tire. It is to provide a tire location identification method and a tire monitoring system for performing the same, which support to enable recognition.

A tire monitoring system according to an embodiment of the present invention for solving the above problems is mounted on a first tire of a vehicle, and a status information collecting device periodically transmitting unique identification information in conjunction with a rotation cycle of the first tire, The plurality of second tires mounted on the vehicle receives the unique identification information from a plurality of wheel speed sensors in which position information is changed in connection with rotation of each, and the state information collecting device, and receives the unique identification information for a predetermined period of time. The position information of each of the plurality of wheel speed sensors is detected in conjunction with a reception time point, and based on the variation pattern of the position information of each of the plurality of wheel speed sensors detected in connection with the reception time of the unique identification information, the second It may include a monitoring device for identifying the position of one tire.

Each of the plurality of wheel speed sensors may be a wheel speed sensor in an anti-lock brake system of a corresponding tire.

The position information of each of the plurality of wheel speed sensors may be relative angle information based on a reference point.

The state information collecting device includes a two-axis sensor mounted on the first tire to generate a sensing signal corresponding to the acceleration information of the first tire, and the sensing signal is an X-axis output from the two-axis sensor. It includes a phase waveform and a Z-axis phase waveform, and the acceleration information may include phase difference information between the X-axis phase waveform and the Z-axis phase waveform.

The two-axis sensor has a different installation direction depending on the position of the first tire, the monitoring device receives the acceleration information from the state information collection device, and estimates the rotation direction of the first tire from the acceleration information And, the position of the first tire may be determined based on the rotational direction of the first tire.

In the two-axis sensor, the installation direction when the first tire is the left wheel and the installation direction when the first tire is the right wheel are opposite to each other, and the installation direction when the first tire is an inner ring constituting a double wheel. And the installation direction in the case where the first tire is an outer ring constituting the double wheel may be opposite to each other.

The rotation direction of the first tire estimated from the acceleration information while the vehicle is moving in the first direction is estimated in opposite directions to the case where the first tire is the left wheel and the case where the first tire is the right wheel, The case where the first tire is an inner ring constituting the double wheel and the case where the first tire is an outer ring constituting the double ring may be estimated in opposite directions.

The monitoring device calculates clustering for each of the plurality of wheel speed sensors through statistical analysis of the position information of each of the plurality of wheel speed sensors detected in conjunction with the time point when the unique identification information is received, and the cluster The position of the first tire may be identified based on the tire position defined for each of the plurality of wheel speed sensors.

Further comprising a receiving device for receiving a signal wirelessly from a plurality of state information collecting device including the state information collecting device, the monitoring device, the plurality of wheel speed sensor based on the variation pattern of the position information of each of the plurality of If the identification of the position of one tire fails, the position of the first tire may be identified based on the signal reception strength at the receiving device for each of the plurality of status information collecting devices.

In addition, the method for identifying a tire position of a tire monitoring system mounted on a vehicle according to an embodiment of the present invention is uniquely identified from the state information collecting device of the first tire in conjunction with a rotation cycle of the first tire mounted on the vehicle. Receiving information, detecting the positional information for each of a plurality of wheel speed sensors in which position information is changed in association with rotation of each of a plurality of second tires mounted on the vehicle when the unique identification information is received; During a predetermined period, repeating the step of receiving the unique identification information and the step of detecting the location information, and based on the variation pattern of the location information detected for each of the plurality of wheel speed sensors during the predetermined period. , Identifying the position of the first tire.

In the tire position identification method, each of the plurality of wheel speed sensors is a wheel speed sensor in an anti-lock brake system of a corresponding tire, and the position information of each of the plurality of wheel speed sensors is a reference point. It may be relative angle information based on.

The tire position identification method includes receiving, from the state information collecting device, acceleration information of the first tire detected through a two-axis sensor, and estimating a rotation direction of the first tire based on the acceleration information. And, Based on the rotational direction further comprises the step of identifying the position of the first tire, the two-axis sensor, the installation direction is changed according to the position of the first tire, the rotational direction, the two-axis It can be estimated differently depending on the installation direction of the sensor.

In the tire position identification method, the rotational direction is estimated in opposite directions to the case where the first tire is the left wheel and the case where the first tire is the right wheel, and the case where the first tire is an inner ring constituting a double wheel and the first tire It can be estimated in the opposite direction to each other even when the outer ring constituting the double wheel.

The identifying may include calculating a clustering degree for each of the plurality of wheel speed sensors through statistical analysis of position information detected for each of the plurality of wheel speed sensors during the predetermined period, and the cluster diagram and And identifying the position of the first tire based on the tire position defined for each of the plurality of wheel speed sensors.

The vehicle further includes a receiving device for wirelessly receiving a signal from a plurality of state information collecting devices including the state information collecting device, wherein the tire position identification method is a variation of the position information of each of the plurality of wheel speed sensors When the location identification of the first tire based on the pattern fails, detecting a signal reception strength at the receiving device for each of the plurality of state information collecting devices, and the receiving for each of the plurality of state information collecting devices The method may further include identifying the location of the first tire based on the signal strength at the device.

According to an embodiment of the present invention, even when an operator does not perform the process of individually registering the identification number of a new tire when replacing the tire of the vehicle, the tire pressure monitoring system automatically recognizes the tire replacement and the position of the replaced tire It is possible.

1 is a structural diagram schematically showing a tire monitoring system according to an embodiment of the present invention.
2A shows examples of sensing signals output from a two-axis sensor of a tire monitoring system according to an embodiment of the present invention.
2B shows an example in which a two-axis sensor of a tire monitoring system according to an embodiment of the present invention is installed on each tire of a vehicle.
Figure 3 shows an example of a wheel speed sensor assembly of a tire monitoring system according to an embodiment of the present invention.
4 is a flowchart illustrating a tire location identification method of a tire monitoring system according to an embodiment of the present invention.
5A is a flowchart schematically showing a method for identifying a tire position using a variation pattern of position information of a wheel speed sensor in a tire monitoring system according to an embodiment of the present invention.
5B is a flowchart detailing the clustering correction step of FIG. 5A.
6A and 6B show examples in which a wheel speed sensor and a receiving device of a tire monitoring system according to an embodiment of the present invention are mounted in a vehicle.
7 is a flowchart schematically showing a method of identifying a tire position using a signal reception strength in a tire monitoring system according to an embodiment of the present invention.
8 is a diagram illustrating a vehicle to which a tire monitoring system according to an embodiment of the present invention is applied to illustrate the method of FIG. 7 as an example.
9 is a flowchart schematically showing a method of performing tire position identification through automatic learning in a tire monitoring system according to an embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art to which the present invention pertains may easily practice. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. In addition, in order to clearly describe the present invention in the drawings, parts irrelevant to the description are omitted, and like reference numerals are assigned to similar parts throughout the specification.

Throughout the specification and claims, when a part “includes” a certain component, it means that the component may further include other components, not to exclude other components, unless specifically stated to the contrary.

Hereinafter, a tire position identification method and a tire monitoring system performing the same will be described in detail with reference to necessary drawings.

1 is a structural diagram schematically showing a tire monitoring system according to an embodiment of the present invention. In addition, Figure 2a shows an example of a sensing signal output from the two-axis sensor of the tire monitoring system according to an embodiment of the present invention, Figure 2b is a two-axis sensor of the tire monitoring system according to an embodiment of the present invention Shows an example that is installed on each tire of the vehicle.

Referring to FIG. 1, the tire monitoring system 10 according to an embodiment of the present invention may include a state information collection device 100, a plurality of wheel speed sensors 210, and a monitoring device 300. .

The state information collecting device 100 is installed for each tire of the vehicle, and can collect and transmit state information such as acceleration information, pressure information, and temperature information of the corresponding tire through at least one sensor to the monitoring device 300. .

The state information collecting device 100 may include a two-axis sensor 111, a transmitter 130, and a sensor controller 120.

The two-axis sensor 111 is an acceleration sensor, and may be mounted on each tire of the vehicle. The two-axis sensor 111 may measure a gravitational acceleration of two axes, that is, the Z-axis and the X-axis, acting on the tire when the tire rotates, and output a corresponding sensing signal (voltage signal). Referring to FIG. 2A, the sensing signal output from the 2-axis sensor 111 includes an X-axis phase waveform (S1) and a Z-axis phase waveform (S2), and one cycle of each phase waveform (S1, S2) corresponds It can correspond to one rotation cycle of the tire.

The two-axis sensor 111 has a characteristic that a phase relationship, that is, a phase difference between the Z-axis phase waveform and the X-axis phase waveform included in the sensing signal is changed according to the installation direction. In FIG. 2A, (a) and (b) show output signals of the two-axis sensors 111 having opposite installation directions. Referring to FIG. 2A, the phase relationship between the X-axis phase waveform and the Z-axis phase waveform may be reversed depending on the installation direction.

In an embodiment, by using these features of the two-axis sensor 111, the installation direction of the two-axis sensor 111 differently for the left and right wheels mounted on one axle and the inner and outer rings mounted on one drive shaft. By doing so, the output of the two-axis sensor 111 is used for tire position identification. For convenience of explanation, in this document, among the two-axis sensors 111 installed in opposite directions, the two-axis sensor 111 having a first installation direction is referred to as a first-direction two-axis sensor, and is installed. The second-axis sensor 111, which is the second direction opposite to the first direction, is used as a second-direction 2-axis sensor.

For example, in FIG. 2B, a first two-axis sensor 111 is installed on the left wheel LW1 among the front wheels connected to the same axle 5a, and a second two-way sensor 111 on the right wheel RW1. Is installed. In addition, the first two-axis sensor and the second-direction two-axis sensor are installed on the inner ring (LW22) and the outer ring (LW21), respectively, of the two-wheeled wheels installed as the rear wheel, and the inner ring (RW22) and the outer ring (RW21) of the right double-wheeled ) May be provided with a second-direction two-axis sensor and a first-direction two-axis sensor, respectively. On the other hand, in this document, the double wheel indicates a state in which two wheels are installed on one drive shaft, that is, an inner ring and an outer ring, and a single wheel indicates a state in which one wheel is installed on one drive shaft.

When the sensing signal is received from the two-axis sensor 111, the sensor controller 120 may process the sensing information of the corresponding tire through signal processing such as analog to digital (AD) conversion. The sensing information processed from the sensing signal of the 2-axis sensor 111 is the acceleration information of the corresponding tire, and the phase correlation between the X-axis phase waveform and the Z-axis phase waveform included in the sensing signal of the 2-axis sensor 111 (or Phase difference).

When the sensor controller 120 acquires sensing information (acceleration information) from the output signal of the two-axis sensor 111, it is referred to as unique identification information (hereinafter referred to as'sensor ID') given to the status information collecting device 100. Together with), and transmits it to the monitoring device 300 through the transmitter 130. In particular, the sensor controller 120 monitors the sensing signal of the two-axis sensor 111 and when the rotation of the corresponding tire is sensed, it is acquired through the two-axis sensor 111 together with the sensor ID to identify the position of the corresponding tire. One sensing information, that is, acceleration information, may be transmitted to the monitoring device 300 for a predetermined period (eg, 15 minutes). Here, the unique identification information (sensor ID) given to each state information collecting device 100 may be provided differently for each state information collecting device 100 so as to identify the state information collecting device 100.

The transmission cycle for transmitting the sensor ID and acceleration information from the sensor controller 120 to the monitoring device 300 is one cycle of the X-axis phase waveform (or Z-axis phase waveform) included in the sensing signal of the 2-axis sensor 111. It can be determined in response. One cycle of the X-axis phase waveform and the Z-axis phase waveform output from the two-axis sensor 111 corresponds to one rotation cycle of the tire. For example, in FIG. 2A, the repetition period of each of the Z _MAX and Z _MIN points of the Z-axis phase waveform and the X _MAX and X _MIN points of the X-axis phase waveform corresponds to one rotation cycle of the tire. Accordingly, the sensor controller 120 determines the transmission time of the sensor ID and acceleration information from the detection time of the X _MAX point of the X-axis phase waveform, or the X _MIN point (or Z _MAX point of the Z-axis phase waveform, or Z _MIN point). By determining, it is possible to transmit the sensor ID and acceleration information to the monitoring device 300 in response to one rotation cycle of the tire. However, the technical idea of the present invention is not limited to this, and the sensor controller 120 may transmit sensor ID and acceleration information to the monitoring device 300 in response to a two-cycle cycle, a three-cycle cycle, and the like.

On the other hand, in order to monitor the pressure state of the tire in the monitoring device 300, in addition to the tire acceleration information, the pressure information, temperature information, etc. of the tire are additionally required. For example, the internal temperature of the tire can be used to compensate for the pressure rise phenomenon depending on the temperature of the tire. Accordingly, the state information collecting device 100 may further include various sensors such as the pressure sensor 112 and the temperature sensor 113, and collect various sensing information representing state information of the corresponding tire. Then, the collected tire status information may be periodically transmitted to the monitoring device 300 through the transmitter 130.

The transmitter 130 is a wireless transmitter and performs a function of wirelessly transmitting various information under the control of the sensor controller 120.

The plurality of wheel speed sensors 210 are respectively installed on the corresponding tire (or wheel) and may be used to detect the rotational speed (or wheel rotational speed) of the corresponding tire. The wheel speed sensor 210 periodically outputs the position information of the wheel speed sensor 210, and the position information of the wheel speed sensor 210 is at an angle at which the wheel speed sensor 210 rotates based on a reference point. It may include relative angle information as to whether it is located.

3 shows an example of an assembly of a wheel speed sensor 210 according to an embodiment of the present invention.

Referring to FIG. 3, the wheel speed sensor assembly 200 may include a wheel speed sensor 210, a sensor ring 220, and a controller 230.

The sensor ring 220 is installed to rotate in association with the rotation of the corresponding tire (or wheel), and includes serrated protrusions 221 protruding radially. The projections 221 of the sensor ring 220 are arranged at regular intervals along the outer circumferential surface of the sensor ring 220, and to designate a reference point RP as a reference for determining the rotational position, the projection of a specific point is omitted. Can.

The wheel speed sensor 210 is fixed to a position spaced apart from the protrusions 221 of the sensor ring 220 and when the protrusions 221 pass the wheel speed sensor 210 by the rotation of the sensor ring 220. A pulse signal corresponding to this can be generated every time. Therefore, the controller 230 can estimate the position information of the wheel speed sensor 210 by analyzing the pulse signal output from the wheel speed sensor 210. That is, the controller 230 analyzes the pulse interval of the pulse signal output from the wheel speed sensor 210 to detect the point at which the reference point RP of the sensoring 220 has passed the wheel speed sensor 210, and the reference point ( Position of the wheel speed sensor 210 indicating how much the wheel speed sensor 210 is located at an angle rotated based on the reference point RP from the number of pulses generated after the RP) has passed the wheel speed sensor 210. Information can be estimated.

When the position information of the wheel speed sensor 210 is estimated, the controller 230 may transmit it to the monitoring device 300 using a communication method such as a controller area network (CAN) or a local interconnect network (LIN).

The above-described wheel speed sensor assembly 200 may be implemented in an anti-lock brake system (ABS). ABS is a brake system for preventing the phenomenon that the wheel is locked when the vehicle is suddenly braked, and includes at least one wheel speed sensor for detecting the rotational speed of the corresponding wheel. Accordingly, when the wheel speed sensor assembly 200 is implemented in ABS, the wheel speed sensor in ABS is used as the wheel speed sensor 210, and the ABS controller can perform the function of the controller 230.

On the other hand, in the monitoring device 300, which will be described later, the position information of the wheel speed sensor 210 is used to match each state information collecting device 100 and the wheel speed sensor 210, and the tire on which the wheel speed sensor 210 is installed Based on the position information, the tire position of the corresponding state information collecting device 100 is identified. The tire position information of each wheel speed sensor 210 is preset when the wheel speed sensor assembly 200 is installed, and the controller 230 can transmit it to the monitoring device 300 through CAN, LIN communication, and the like.

Referring to FIG. 1 again, the monitoring device 300 is a device that monitors the pressure state of each tire by analyzing tire state information received from each state information collecting device 100, the receiver 310, the memory 320 , And a main controller 330.

The receiver 310 is a wireless receiver, and can receive various information wirelessly from the state information collection devices 100.

The memory 320 may temporarily store data input/output from the monitoring device 300. For example, the memory 320 may map and store tire positions corresponding to sensor IDs of each state information collecting device 100. In addition, for example, the memory 320 may map and store various tire state information (acceleration information, pressure information, temperature information, etc.) received from the state information collection device 100 to a corresponding sensor ID. Also, for example, the memory 320 may map and store corresponding tire position information for each wheel speed sensor 210. Also, for example, the memory 320 may map and store location information received from the corresponding wheel speed sensor 210 for each wheel speed sensor 210.

In order for the monitoring device 300 to analyze the state information received from each state information collecting device 100 to grasp the state of each tire, the tire positions (front, front, rear, and rear left) corresponding to each state information collecting device 100 , Whoo, Outer ring, Inner ring, etc.). Therefore, the main controller 330 performs a process of automatically identifying the tire position corresponding to each state information collecting device 100 before monitoring the tire state.

As described with respect to each state information collecting device 100, a cycle in which each state information collecting device 100 transmits acceleration information and a sensor ID for identifying the position of the corresponding tire is interlocked with the rotation cycle of the corresponding tire. . And, the position information of the wheel speed sensor 210 is changed in conjunction with the rotation cycle of the tire. Therefore, it is very likely that the positional information of each wheel speed sensor 210 is detected whenever the sensor ID is received from the state information collecting device 100 installed on the same tire as itself.

Using this principle, the main controller 330 detects the position information of each wheel speed sensor 210 whenever acceleration information and a sensor ID for tire position identification are received from each state information collecting device 100, By analyzing the positional information of each wheel speed sensor 210 detected for a predetermined period, and specifying the wheel speed sensors 210 having a statistically small dispersion value, it is possible to match the tire position to each state information collecting device 100.

Meanwhile, when the tire positioning process is performed while the vehicle continues driving straight, tires connected to one axle may rotate with a similar rotation cycle. For example, in FIG. 2B, the left wheel LW1 and the right wheel RW1 mounted on the first axle 5a rotate at a similar rotational cycle when the vehicle is traveling straight, and the wheel speed installed on the left wheel LW1 and the right wheel RW1 The locations of the sensors 210 may be changed at periods similar to each other. Accordingly, in the process of identifying the tire position of the state information collecting device 100 installed on the left wheel LW1 or the right wheel RW1 mounted on the first axle 5a using the position information of the wheel speed sensors 210. , The wheel speed sensors 210 installed on the left wheel LW1 and the right wheel RW1 may be recognized as matching wheel speed sensors. Accordingly, in the embodiment, the installation direction of the two-axis sensor 111 is reversed for the front wheel and the right wheel (for example, the left wheel LW1 and the right wheel RW1) mounted on the same axle 5a, and the main controller ( 330) can perform tire position identification by using the two-axis sensors 111 of the front and right wheels mounted on the same axle to output acceleration information in which the phase difference between the X-axis and Z-axis phase waveforms is reversed. have.

In addition, in the case of the double wheel, both the inner ring and the outer ring rotate in conjunction with the same drive shaft. Accordingly, in the process of identifying the tire position of the inner ring or outer ring state information collecting device 100 using the position information of the wheel speed sensors 210, the wheel speed sensors 210 of the inner and outer wheels are all matched. It can also be recognized as a speed sensor. Therefore, in the embodiment, the installation direction of the two-axis sensor 111 is reversed for the inner and outer rings mounted on the same drive shaft, and the main controller 330 thereby causes the two-axis sensor 111 of the inner and outer rings mounted on the same drive shaft. ) May perform tire position identification by outputting acceleration information in which phase differences between the X-axis and Z-axis phase waveforms are reversed.

As described with reference to FIG. 2A, the X-axis and Z-axis phase waveforms output from the two-axis sensors 111 installed in opposite directions appear to be reversed in phase. Therefore, when obtaining the acceleration information using the two-axis sensors 111 installed in opposite directions to the same tire, the rotation directions of the tires indicated by the two acceleration information appear opposite to each other. Therefore, the main controller 330 estimates the rotation direction of the tire by analyzing the acceleration information (phase correlation between the X-axis and Z-axis phase waveforms) received from the state information collecting device 100, and mounts it on the same axle It can be used to distinguish the front and right wheels, or the outer and inner wheels mounted on one drive shaft. At this time, the main controller 330 estimates the rotation direction of the tire from the acceleration information whenever the acceleration information is received from each state information collecting device 100, and the estimated tire rotation direction is the same continuously and a predetermined number of times. In the case, the direction of rotation of the tire in which each state information collecting device 100 is installed is finally determined.

On the other hand, as described above, the method for identifying the tire position by analyzing the positional information variation pattern of the wheel speed sensor 210 has a problem that can be identified only for the tire on which the wheel speed sensor 210 is installed. Therefore, the tire monitoring system 10 according to the embodiment includes at least one more receiving device 400 when there is a tire on which the wheel speed sensor 210 is not installed, and each state information collecting device is received by the receiving device 400 The process of identifying the tire position may be further performed using the signal reception strength received from the wireless signal transmitted from (100). To this end, each receiving device 400 is a receiver 410 for receiving a radio signal from each state information collecting device 100, and a sub-controller for detecting the signal reception strength of signals received through the receiver 410 420.

When a signal is received from each state information collecting device 100, the sub-controller 420 may detect the signal reception strength of each state information collecting device 100. In addition, the sensor ID received from each state information collecting device 100 and the signal reception strength of each state information collecting device 100 may be transmitted to the main controller 330 through CAN, LIN communication, or the like.

Each receiving device 400 may be disposed adjacent to any one of the tires on which the wheel speed sensor 210 is not installed. The signal reception strength at the reception device 400 varies depending on the distance between the reception device 400 and the status information collection device 100. Therefore, when the signal reception strength and the corresponding sensor ID are received from the reception device 400, the main controller 330 sorts the sensor IDs in the order of the strong signal reception strength, and the sorting order of the sensor IDs and the reception device 400 )) and the tire position can be matched to each sensor ID using the distance between each tire. For example, the state information collecting device 100 having the strongest signal strength in the receiving device 400 can be said to be installed on the tire closest to the receiving device 400, so that the state information collecting device 100 The position of the tire closest to the receiver 400 may be matched to the sensor ID.

On the other hand, as in the case of performing tire position identification using the position information variation pattern of the wheel speed sensor 210, the main controller 330 collects each state information even when the tire position is identified based on the signal reception strength. The tire rotation direction estimated from the acceleration information received from the device 100 may be analyzed to distinguish tires connected to the same axle or outer and inner rings constituting one double wheel.

The main controller 330, as described above, the position information variation pattern of the wheel speed sensor 210, the rotation direction of each tire estimated using the two-axis sensor 111, the signal reception strength at the receiving device 400 When identification of the tire position for each status information collecting device 100 is completed by using or the like, the sensor ID of the corresponding status information collecting device 100 for each tire position is mapped and stored in the memory 320.

When the process of matching the position of each tire with each state information collecting device 100 is completed, the main controller 330 receives tire state information (acceleration information, pressure information, from the state information collecting device 100) through the receiver 310. Temperature information, etc.) periodically, and based on this, the pressure condition of each tire can be monitored.

Meanwhile, in FIG. 1, a case in which one monitoring device 300 receives and processes signals from all state information collecting devices 100 is illustrated as an example, but the technical spirit of the present invention is not limited thereto. In the case of a large vehicle, when the distance between the tires is far, and the status information is received from all the status information collecting devices 100 using the monitoring apparatus 300 fixed in one place, the status information far from the monitoring apparatus 300 Information transmitted from the collection device 100 may not be properly received. Accordingly, in another embodiment, the monitoring device 300 is additionally mounted on the vehicle as necessary, and the state information transmitted from the state information collecting devices 100 is divided and received through the additionally installed monitoring device 300. You may.

Hereinafter, a method for identifying a tire position according to an embodiment of the present invention will be described in more detail with reference to FIG. 4.

FIG. 4 is a flowchart illustrating a tire position identification method according to an embodiment of the present invention, and the tire position identification method of FIG. 4 is performed by the main controller 330 of the tire monitoring system 10 described with reference to FIG. 1. Can be.

Referring to Figure 4, the main controller 330 of the tire monitoring system 10 according to an embodiment of the present invention, if the tire position identification start condition is satisfied (S10), of each wheel speed sensor 210 for a predetermined period of time The tire position is identified based on the tire rotation direction estimated using the position information variation pattern and the acceleration information received from each state information collecting device 100 (S11).

In step S10, when the vehicle is turned on and the transmission is not set to reverse, the main controller 330 may determine that the tire position identification start condition is satisfied.

In step S10, when the sensor ID of the new status information collecting device 100 not registered in the tire monitoring system 10 is received for a predetermined period or more, the main controller 330 determines that the tire location identification start condition is satisfied. It might be.

The cycle for transmitting the acceleration information and the sensor ID to identify the tire position in each state information collecting device 100 is interlocked with the rotation cycle of the corresponding tire, and the positional information variation pattern of the wheel speed sensor 210 is also of the corresponding tire. It is interlocked with the rotation cycle. Accordingly, in step S11, the main controller 330 detects position information of each wheel speed sensor 210 whenever a sensor ID for tire position identification is received from each state information collecting device 100 for a predetermined period of time. And, by performing statistical analysis on the position information of the wheel speed sensor 210 detected for a predetermined period in response to the sensor ID reception, it is possible to match each state information collecting device 100 and the wheel speed sensor 210 have. And, for the state information collecting device 100 matched to each wheel speed sensor 210, the tire position may be identified by referring to tire position information predefined for the wheel speed sensor 210.

In addition, in step S11, the main controller 330 analyzes acceleration information (phase correlation between X-axis and Z-axis phase waveforms) received from each state information collecting device 100 to analyze each state information collecting device 100 )) can be used to determine the direction of rotation of a tire corresponding to )), and to distinguish tires connected to the same axle, or outer and inner rings constituting one double wheel.

In the step S11, a method of identifying a tire position using a positional information variation pattern of the wheel speed sensor 210 and a tire rotation direction corresponding to each state information collecting device 100 is illustrated in FIGS. 5A and 5B, which will be described later. It will be described in more detail with reference to.

Referring to FIG. 4 again, the main controller 330 performing the tire position identification through step S11 determines whether matching of the state information collecting device 100 is completed for all the wheel speed sensors 210 (S12). . That is, it is determined whether the corresponding state information collecting device 100 is identified for all tire positions where the wheel speed sensor 210 is installed.

The main controller 330, in step S12, the matching of the state information collecting device 100 for all the wheel speed sensors 210 is completed, or the tire position identification process using the position information variation pattern of the wheel speed sensors 210 ( If the number of repetitions of S11) is greater than or equal to a set value (for example, 3 times) (S13), the tire position identification process using the positional information variation pattern of the wheel speed sensor 210 ends.

On the other hand, in a state in which the matching of the state information collecting device 100 is not completed for at least some tires on which the wheel speed sensor 210 is installed, the number of repetitions of the tire position identification process s11 is set (for example, 3). Times), S11 is repeatedly performed.

On the other hand, the tire position identification method using the position information fluctuation pattern of the wheel speed sensor 210 can be identified only for the tire on which the wheel speed sensor 210 is installed. Therefore, the main controller 330, when there is a tire in which the wheel speed sensor 210 is not installed (S14), the signal reception strength at the receiving device 400 for each state information collecting device 100, and each Based on the estimated tire rotation direction using the acceleration information received from the state information collecting device 100, a tire position identification process is additionally performed (S15).

In step S15, the reception device 400 measures the signal reception strength of the radio signal received from each status information collecting device 100, and the measured signal reception strength to the main controller 330 along with the corresponding sensor ID. To deliver. The main controller 330, which has received this, sorts sensor IDs in which the corresponding tire position is not identified in the order of signal reception through the step S11, based on the sorted order and the distance between the receiving device 400 and each tire. Thus, it is possible to match the tire position to each sensor ID. In step S15, the tire is based on the signal reception strength at the receiving device 400 for each state information collecting device 100 and the tire rotation direction estimated from the acceleration information received from each state information collecting device 100. The method of identifying the location will be described in more detail with reference to FIG. 7 described later.

On the other hand, if the matching of the state information collecting device 100 corresponding to some tire position is not completed even in the state in which all of the steps S15 have been performed (S16), the main controller 330 through auto learning The tire position identification is completed for a tire position that has not yet been matched with the status information collecting device 100 (S17).

The method of performing tire position identification through automatic learning in the S17 system will be described in detail with reference to FIG. 9 described later.

On the other hand, when the matching of the state information collecting device 100 for all tire positions is completed through steps S10 to S17 described above, the main controller 330 maps the corresponding state information collecting device 100 for each tire position. And store it in the memory 320 (S18). That is, the sensor ID of the state information collecting device 100 corresponding to each tire position is mapped and stored in the memory 320.

5A is a flowchart schematically showing a method for identifying a tire position using a variation pattern of position information of a wheel speed sensor in a tire monitoring system according to an embodiment of the present invention. In addition, FIG. 5B is a flow chart illustrating in detail the clustering correction step of FIG. 5A. 6A and 6B show examples in which the wheel speed sensor and the receiving device of the tire monitoring system according to an embodiment of the present invention are mounted on a vehicle.

Referring to Figure 5a, the main controller 330 of the tire monitoring system 10 according to an embodiment of the present invention, the acceleration information and the sensor ID from the state information collecting device 100 for a predetermined period to identify the tire position To receive. Then, whenever the sensor ID is received from the state information collecting devices 100, the position information of each wheel speed sensor 210 is detected and stored in the memory 320 (S20).

In the step S20, the positional information detection period of each wheel speed sensor 210 may be determined until a preset time elapses from the time when detection of the positional information starts.

In the step S20, the period for detecting the position information of each wheel speed sensor 210 may be determined until the number of sensor IDs having a total number of receptions equal to or greater than a set value is greater than or equal to a threshold.

On the other hand, when the transmission of the vehicle is switched to the reverse state, the main controller 330 may delete all of the position information of the wheel speed sensor 210 detected through the step S20 and stop the tire position identification process.

In step S20, when the position information is detected from each wheel speed sensor 210, the main controller 330 may directly store it in the memory 320, and in order to efficiently use the memory 320, each wheel speed The location information of the sensor 210 may be converted into a cumulative histogram form of Table 1 below and stored.

Table 1 below shows the cumulative histogram of the position information of the wheel speed sensor 210 detected at each point in time at which a specific sensor ID is received, cumulatively counted according to the tire position of the wheel speed sensor 210 corresponding to the group to which each position information belongs. It is shown as an example.

Table 1. Cumulative histogram example group Cumulative count Translocation Comrade Rear seat Whoo 0~3 6 6 2 2 4~7 3 4 3 2 8~11 4 8 4 4 12~15 One 3 7 4 16~19 4 3 7 5 20~23 One 2 8 4 24~27 4 5 10 4 28~31 2 2 12 5 32~35 3 0 9 4 36~39 5 8 3 2 40~43 2 One 3 6 44~47 8 5 One 3 48~51 5 3 0 5 52~55 One 2 0 4 56~59 3 0 0 5 60~63 3 4 0 2 64~67 4 0 0 4 68~71 5 5 0 3 72~75 6 7 One 2 76-79 2 4 2 2 Sum 72 72 72 72

As shown in FIG. 3, due to the structural characteristics of the wheel speed sensor assembly 200, the resolution of the location information may be determined by the number of protrusions 221 formed on the sensor ring 220. For example, the wheel speed sensor assembly 200 in which the sensoring 220 is formed so that the projection of the reference point RP is omitted to have a total of 79 projections 221 may output a total of 80 position information values. . However, in the embodiment, as shown in Table 1 above, for efficient use of the memory 320, a total of 80 location information values are grouped by 4, classified into 20 groups (sections), and each group A cumulative histogram of cumulative counting of the position information of the wheel speed sensor 210 is generated and used. In Table 1 above, the front, front, rear, and rear right indicate the position of the tire on which each wheel speed sensor 210 is installed.

Referring to FIG. 5 again, the main controller 330 corresponds to the sensor ID of each state information collecting device 100 by using the position information of each wheel speed sensor 210 detected for a predetermined period through step S20. Then, the data clustering for each wheel speed sensor 210 is calculated (S21).

The data clustering in step S21 is the sum of all the cumulative counts of location information for N consecutive groups (for example, 5) among the groups that classify the location information values of the wheel speed sensor 210. The value obtained by dividing by the number of times the corresponding sensor ID is received is expressed as a percentage.

Table 2 below shows an example of a cluster diagram calculated from Table 1 above.

Table 2. Clustering example Cumulative group Cumulative count Translocation Comrade Rear seat Whoo #1 (0~19) 18 24 23 17 #2 (4~23) 13 20 29 19 #3 (8~27) 14 21 36 21 #4 (12~31) 12 15 44 22 #5 (16~35) 14 12 46 22 #6 (20~39) 15 17 42 19 #7 (24-43) 16 16 37 21 #8 (28-47) 20 16 28 20 #9 (32-51) 23 17 16 20 #10 (36~55) 21 19 7 20 #11 (40~59) 19 11 4 23 #12 (44-63) 20 14 One 19 #13 (48-67) 16 9 0 20 #14 (52-71) 16 11 0 18 #15 (56~75) 21 16 One 16 #16 (60-79) 20 20 3 13 #17 (64~79, 0~3) 23 22 5 13 #18 (68~79, 0~7) 22 26 8 11 #19 (72~79, 0~11) 21 29 12 12 #20 (76~79, 0~15) 16 25 18 14 Maximum cumulative count 23 29 46 23 Clustering 32% 40% 64% 32%

Referring to Table 2 above, the main controller 330 sums all the cumulative counts of location information for five consecutive groups, and calculates the cumulative counts for each cumulative group (#1 to #20). For example, for the cumulative group #1, the sum of the cumulative counts of groups 0 to 3 to 16 to 19 in Table 1 above for each tire position defined for each wheel speed sensor 210 is mapped and accumulated. For group #20, the sum of the 76 to 79 groups in Table 1 above and the cumulative counts of groups 0 to 3 to 12 to 15 may be mapped for each tire position defined for each wheel speed sensor 210. have. When the corresponding cumulative counts for each cumulative group are mapped, the main controller 330 selects the maximum cumulative count for each tire position defined for each wheel speed sensor 210, and uses the wheel speed sensor 210 for each wheel speed sensor 210. Calculate clustering. For example, when the tire position of the wheel speed sensor 210 is the front left wheel, the maximum cumulative count is 23, and the clustering calculated therefrom is (23/72) x 100 = 32%.

The main controller 330 calculates the clustering (or clustering for each tire position) of the wheel speed sensor 210 for each sensor ID through the above-described method, that is, in order of high clustering for each sensor ID, that is, dispersion Two clusters P1 are selected in order of small value (S22). That is, for each sensor ID, the maximum clustering degree P1 and the second highest clustering degree P2 among clusters for each wheel speed sensor 210 are selected. Taking Table 2 as an example, the main controller 330 includes a cluster speed (64%) of the wheel speed sensor 210 located in the rear wheel and a wheel speed sensor located in the front right wheel among clusters for each wheel speed sensor 210. It is possible to select the clustering degree of 210 (40%).

When the selection of the clusters P1 and P2 is completed, the main controller 330 performs a correction process for the selected clusters P1 and P2 (S23). Hereinafter, a correction process for the clusters P1 and P2 selected for each sensor ID will be described in detail with reference to FIGS. 5B, 6A, and 6B. 6A and 6B show examples of a vehicle on which the wheel speed sensor 210 and the receiving device 400 are mounted according to an embodiment of the present invention.

Referring to FIG. 5B, the main controller 330 for the grouping degree exceeding 60% of the grouping degree (P1, P2) selected for each sensor ID (S30, S34), the corresponding grouping degree (P1 or P2) ) Is limited to 60% to correct (S31, S35).

On the other hand, if the clustering degree P1 is less than 35% (S32), the main controller 330 stops tire location identification using the clustering degree for the corresponding sensor ID (S33).

Further, the main controller 330, if the cluster P2 is less than 35% (S36), corrects P2 to 0 (S37), and performs a tire position identification process using the cluster P0 using only the cluster P1.

On the other hand, the main controller 330, when the degree of clustering P1 and P2 are both 35% or more, and P1-P2> 10% (S38), correct P1 to a value increased twice (P1×2) to improve discrimination power. P2 is corrected to 0 (S39).

On the other hand, if the clusters P1 and P2 are both 35% or more and P1-P2 =< 10% (S38), instead of specifying any one of the clusters P1 and P2 for the corresponding sensor ID, the clusters P1 and All P2s are used for tire position identification.

On the other hand, if the tire rotation direction for the corresponding sensor ID has not been finalized yet (S40), the main controller 330 corrects by reducing 10 from the clusters P1 and P2, respectively (S41).

When the above-described correction process is completed, the main controller 330 may store clusters for each wheel speed sensor 210 corrected for each sensor ID in the memory 320.

Tables 3 and 4 below show before and after correcting the clustering for each wheel speed sensor 210 for the sensor ID of each state information collecting device 100 mounted in the vehicle of FIG. 6A, respectively.

Table 3. Clustering before calibration Sensor ID Direction of rotation Clustering Translocation Comrade Whoo Rear seat A001 tablet 65 40 0 0 A002 station 25 50 0 0 A003 tablet 10 0 55 0 A004 station 0 0 40 30 A005 tablet 0 0 35 60 A006 station 0 0 35 30 A007 tablet 0 0 40 37 A008 station 0 0 60 30 A009 tablet 35 0 40 0 A009 station 0 25 0 55

Table 4. Clustering after correction Sensor ID Direction of rotation Clustering RSSI Location identification Translocation Comrade Whoo Rear seat A001 tablet 120 0 0 0 40 1 axis left wheel A002 station 0 100 0 0 30 1 axis right wheel A003 tablet 0 0 110 0 70 2-axis left inner ring A004 station 0 0 80 0 65 Gourmet star A005 tablet 0 0 0 120 55 Gourmet star A006 station 0 0 35 0 90 Gourmet star A007 tablet 0 0 40 37 87 Gourmet star A008 station 0 0 120 0 72 2-axis left outer ring A009 tablet 35 0 40 0 62 Gourmet star A009 station 0 0 0 110 50 Gourmet star

Referring to Table 3 and Table 4 above, when storing clustering (ie, clustering by tire position) for each wheel ID sensor 210 for each sensor ID, the maximum clustering (P1) and the second highest clustering The other clusters except for (P2) are treated as 0. Meanwhile, in the process of repeatedly performing the process S11 of FIG. 4 described above, the process of correcting the clustering for the sensor ID where the corresponding tire position is not identified is also repeatedly performed. Can be. In this case, the main controller 230 in step S42 of FIG. 5B, instead of deleting previously stored clusters in the process of storing the corrected clusters in the memory 320, the previously stored clusters and current cluster values. The current clustering value can be corrected with the sum of.

Table 5 below shows examples in which the clustering for each wheel speed sensor of each sensor ID is updated in the process of repeatedly performing the process S11 of FIG. 4 described above.

Table 5. Clustered quadratic correction Sensor ID Direction of rotation Clustering RSSI recognition Remark Translocation Comrade Whoo Rear seat A001 tablet 120 0 0 0 40 1 axis left wheel A002 station 0 100 0 0 30 1 axis right wheel A003 tablet 0 0 110 0 70 2-axis left inner ring A004 station 0 0 160 0 65 3-axis right inner ring Sum of previous values A005 tablet 0 0 35 165 55 2-axis right outer ring Sum of previous values A006 station 0 0 70 0 90 3-axis left outer ring Sum of previous values A007 tablet 0 0 80 74 87 3-axis left inner ring Sum of previous values A008 station 0 0 120 0 72 2-axis left outer ring A009 tablet 70 0 80 0 62 3-axis right outer ring Sum of previous values A009 station 0 40 0 165 50 2-axis right inner ring Sum of previous values

Referring to Tables 4 and 5 above, through the tire position identification process using the first cluster diagram, the left and right wheels mounted on the first axle 5a of the vehicle of FIG. 6A and the second axle 5b of the vehicle The sensor IDs corresponding to the left outer ring and the left inner ring mounted on the were identified. Accordingly, in the process of repeatedly performing the process S11 of FIG. 4, the left wheel and the right wheel mounted on the first axle 5a of the vehicle of FIG. 6A, and the left outer ring and the left wheel mounted on the second axle 5b of the vehicle For the inner ring, a location identification process using a cluster map may be omitted. On the other hand, for other tire positions, in order to perform the tire position identification process using the second clustering, clustering correction is performed as shown in Table 5. In this process, the clusters can be updated by adding them to the clusters that were used to identify the first location. This clustering correction process is to increase the discrimination power of clusters P1 and P2 used for tire position identification.

Referring to FIG. 5A again, when the correction process for the selected clusters P1 and P2 corresponding to the sensor ID of each state information collecting device 100 is completed, the main controller 330 completes the wheel speed sensor 210 of each sensor ID. ) Identify each sensor ID, that is, a tire position corresponding to each state information collecting device 100 based on at least one of the clusters of each star and a tire rotation direction corresponding to each sensor ID (S24 ). Then, each tire position and the sensor IDs of the state information collecting device 100 identified as corresponding to each other are mapped to each other and stored in the memory 320 (S25).

In step S24, the main controller 330 has a clustering level greater than or equal to a threshold value (for example, 100) among clusters for each wheel speed sensor 210 of each sensor ID, and the wheel speed sensor having the corresponding clustering ( If the tire rotation direction specified for the tire position of 210) coincides with the tire rotation direction corresponding to the sensor ID, the tire position of the wheel speed sensor 210 in which the corresponding cluster degree is shown is finally determined as the tire position corresponding to the sensor ID. Can be recognized. Taking Table 4 as an example, the estimated tire rotation direction corresponding to the sensor ID A0001 is the forward direction, and among the clusters corresponding to the sensor ID A0001, the cluster speed of the wheel speed sensor 210 of the front wheel is 100 or more. As shown in 6a, since the tire rotation direction of the front wheel according to the traveling direction of the vehicle is specified in the forward direction, the state information collecting device 100 corresponding to the sensor ID A0001 can be identified as being located in the front wheel. .

On the other hand, in this document, the direction of rotation of the tire is defined as a forward direction and a reverse direction based on the output signal of the two-axis sensor 111 installed in each tire, not the direction of the vehicle. The installation direction of the two-axis sensor 111 for each tire position is predefined for each vehicle, and the main controller 330 installs the two-axis sensor 111 defined for each tire position and the direction of travel of the vehicle. From, it is possible to specify the direction of rotation of the tire. Accordingly, the main controller 330 detects the tire rotation direction at each tire position specified in this way and the actual acceleration information in the state information collecting device 100, and the estimated tire rotation direction (tire rotation direction corresponding to the sensor ID). Compare and use the comparison result to identify the tire position

7 schematically illustrates a method for identifying a tire position using a signal reception strength in the tire monitoring system 10 according to an embodiment of the present invention. In addition, FIG. 8 illustrates an example of a vehicle to which a tire monitoring system according to an embodiment of the present invention is applied to describe the method of FIG. 7.

Referring to FIG. 7, the main controller 330 of the tire monitoring system 10 according to an embodiment of the present invention, based on the location information of each receiving device 400, receives a plurality of receiving devices for one axle ( 400) is installed (S50).

Then, when a plurality of receiving devices 400 are installed on one axle, tire position identification is first performed on the axle. That is, the main controller 330 receives the signal reception strengths corresponding to each sensor ID from each of the plurality of reception devices 400 installed on the corresponding axle, and based on the signal reception strengths corresponding to each sensor ID and the tire rotation direction. The sensor IDs are matched from the tire positions of the axle on which the plurality of receiving devices 400 are mounted (S51).

8, the first and second receiving devices 400a and 400b are mounted on the fourth axle 5d of the vehicle. Accordingly, the main controller 330 matches the corresponding sensor IDs from the tire positions LW41, LW42, RW41, and RW42 mounted on the fourth axle 5d.

First, the main controller 330 extracts sensor IDs having a corresponding tire rotation direction from among sensor IDs in which the tire position is not identified, and among them, the sensor having the greatest signal strength in the first receiving device 400a. The ID is matched to the outer ring LW41 of the double wheel adjacent to the first receiving device 400a. Further, the main controller 330 extracts sensor IDs having a corresponding tire rotation direction from among sensor IDs in which the tire position is not identified, and among them, the sensor having the greatest signal reception strength in the first receiving device 400a. The ID is matched to the inner ring LW42 of the double wheel adjacent to the first receiving device 400a.

In addition, the main controller 330 extracts sensor IDs having a corresponding tire rotation direction from among sensor IDs in which the tire position is not identified, and among them, the sensor having the largest signal reception strength in the second receiving device 400b. The ID is matched to the inner ring RW42 of the double wheel adjacent to the second receiving device 400b. In addition, the main controller 330 extracts sensor IDs having a corresponding tire rotation direction from among sensor IDs in which the tire position is not identified, and among them, the sensor having the greatest signal reception strength in the second receiving device 400b. The ID is matched to the outer ring RW41 of the double wheel adjacent to the second receiving device 400b.

Referring to FIG. 7 again, when the sensor ID matching is completed with respect to tire positions of the axle on which the plurality of receiving devices 400 are mounted, the main controller 330 completes the tire of the axle on which the receiving device 400 is mounted alone. Perform sensor ID matching for locations. That is, the main controller 330 receives the signal reception strengths corresponding to each sensor ID from the reception device 400 installed on the corresponding axle alone, and receives the signal reception strengths corresponding to each sensor ID and the tire rotation direction. The sensor IDs are matched to the tire positions of the axle on which the apparatus 400 is mounted in the order adjacent to the reception apparatus 400 (S52).

8, for example, the third receiving device 400c is mounted on the second axle 5b of the vehicle alone. Accordingly, the main controller 330 matches the sensor IDs in the order adjacent to the third receiving device 400c for the tire positions LW2 and RW2 mounted on the second axle 5b.

First, the main controller 330 extracts sensor IDs having a corresponding tire rotation direction from among sensor IDs for which the tire position is not identified, and among them, the sensor having the greatest signal reception strength in the third receiving device 400c. The ID is matched to the left wheel LW2 adjacent to the third receiving device 400c. In addition, the main controller 330 extracts sensor IDs having a corresponding tire rotation direction from among sensor IDs in which the tire position is not identified, and among them, the sensor having the greatest signal strength in the third receiving device 400c. The ID is matched to the right wheel RW2 mounted on the same axle 5b as the third receiving device 400c.

Referring to FIG. 7 again, through the above-described steps S51 and S52, the main controller 330, when sensor ID matching is completed for tire positions of all axles in which the receiving device 400 is installed (S53), signal reception strength End the tire position identification process using (S54).

9 is a flowchart schematically showing a method of performing tire position identification through automatic learning in the tire monitoring system 10 according to an embodiment of the present invention.

Referring to FIG. 9, the main controller 330 of the tire monitoring system 10 according to an embodiment of the present invention includes a tire position identification process using a positional information variation pattern of the wheel speed sensors 210 and a receiving device 400 ) If there is a tire position for which the corresponding sensor ID has not been specified through the tire position identification process using the signal reception strength in ), the sensor IDs can be matched to the corresponding tire positions in the following order.

First, among the sensor IDs where the tire position has not yet been specified, the main controller 330 has a sensor ID whose clustering degree calculated in the tire position identification process using the positional information variation pattern of the wheel speed sensors 210 is greater than or equal to a predetermined value. When the lower surface (S60), the corresponding sensor ID is matched to the tire position of the wheel speed sensor 210 showing the maximum clustering degree with respect to the corresponding sensor ID (S61).

Subsequently, the main controller 330 has a categorized tire position, and if there is a sensor ID whose number of reception is greater than or equal to a predetermined number among sensor IDs in which the corresponding tire position is not specified (S62), it is identified Match the tire position (S63).

In addition, the main controller 330, if there is a categorized tire position, and if there is a sensor ID having a reception count greater than or equal to a predetermined number of new sensor IDs in which the corresponding tire position is not specified (S64), this is the categorized tire. Match the position (S65).

Then, if the identified tire position exists even after such a process (S66), the previously matched sensor ID is maintained for the corresponding tire position (S67), and the tire position identification process is terminated through automatic learning (S68). ).

The embodiment of the present invention is not implemented only through the apparatus and/or method described above, and a program recorded in a recording medium or a recording medium in which the program is recorded in order to realize a function corresponding to the configuration of the embodiment of the present invention It may be implemented through, such an implementation can be easily implemented by those skilled in the art to which the present invention belongs from the description of the above-described embodiment.

Although the embodiments of the present invention have been described in detail above, the scope of rights of the present invention is not limited thereto, and various modifications and improvements of those skilled in the art using the basic concept of the present invention defined in the following claims are also provided. It belongs to the scope of rights.

10: tire monitoring system
100: status information collecting device
111: 2-axis sensor
112: pressure sensor
113: temperature sensor
120: sensor controller
130: transmitter
200: wheel speed sensor assembly
210: wheel speed sensor
220: sensoring
221: projection
300: monitoring device
310: receiver
320: memory
330: main controller
400: receiving device
410: receiver
420: sub controller
5a, 5b, 5c, 5d: axle

Claims (15)

A state information collection device mounted on the first tire of the vehicle and periodically transmitting unique identification information in conjunction with the rotation cycle of the first tire.
A plurality of wheel speed sensors in which position information is changed in conjunction with rotation of each of a plurality of second tires mounted on the vehicle, and
Receives the unique identification information from the state information collection device, detects the position information of each of the plurality of wheel speed sensors in conjunction with the reception time of the unique identification information for a predetermined period, and interlocks with the reception time of the unique identification information Tire monitoring system including a monitoring device for identifying the position of the first tire, based on the variation pattern of the position information of each of the plurality of wheel speed sensor detected by. According to claim 1,
Each of the plurality of wheel speed sensors is a tire monitoring system that is a wheel speed sensor in an anti-lock brake system of a corresponding tire. According to claim 2,
The position information of each of the plurality of wheel speed sensors is a tire monitoring system that is relative angle information based on a reference point. According to claim 1,
The state information collecting device includes a two-axis sensor mounted on the first tire to generate a sensing signal corresponding to acceleration information of the first tire,
The sensing signal includes an X-axis phase waveform and a Z-axis phase waveform output from the 2-axis sensor,
The acceleration information, tire monitoring system including phase difference information between the X-axis phase waveform and the Z-axis phase waveform. According to claim 4,
The two-axis sensor has a different installation direction depending on the position of the first tire,
The monitoring device receives the acceleration information from the state information collection device, estimates the rotational direction of the first tire from the acceleration information, and determines the position of the first tire based on the rotational direction of the first tire. Deciding tire monitoring system. The method of claim 5,
In the two-axis sensor, the installation direction when the first tire is the left wheel and the installation direction when the first tire is the right wheel are opposite to each other, and the installation direction when the first tire is an inner ring constituting a double wheel. And a tire monitoring system in which installation directions in the case where the first tire is an outer ring constituting the double wheel are opposite to each other. The method of claim 6,
The rotation direction of the first tire estimated from the acceleration information while the vehicle is moving in the first direction is estimated in opposite directions to the case where the first tire is the left wheel and the case where the first tire is the right wheel, A tire monitoring system estimated in opposite directions to the case where the first tire is an inner ring constituting the double wheel and the case where the first tire is an outer ring constituting the double ring. According to claim 1,
The monitoring device calculates clustering for each of the plurality of wheel speed sensors through statistical analysis of the position information of each of the plurality of wheel speed sensors detected in conjunction with the time point when the unique identification information is received, and the cluster Tire monitoring system for identifying the position of the first tire based on the tire position defined for each of the road speed sensors and the plurality of wheel speed sensors. According to claim 1,
Further comprising a receiving device for receiving a signal wirelessly from a plurality of state information collecting device including the state information collecting device,
The monitoring device, if the position of the first tire is not identified based on the variation pattern of the position information of each of the plurality of wheel speed sensors, the signal reception strength at the receiving device for each of the plurality of state information collecting devices Based on this, a tire monitoring system that identifies the position of the first tire. A method for identifying a tire position in a tire monitoring system mounted on a vehicle,
Receiving the unique identification information from the state information collecting device of the first tire in conjunction with the rotation cycle of the first tire mounted on the vehicle,
When the unique identification information is received, detecting position information for each of a plurality of wheel speed sensors whose position information is changed in association with rotation of each of a plurality of second tires mounted on the vehicle,
Repeating the step of receiving the unique identification information and the step of detecting the location information for a predetermined period of time, and
And identifying a position of the first tire based on a variation pattern of position information detected for each of the plurality of wheel speed sensors during the predetermined period. The method of claim 10,
Each of the plurality of wheel speed sensors is a wheel speed sensor in an anti-lock brake system of a corresponding tire,
The position information of each of the plurality of wheel speed sensors is a tire position identification method, which is relative angle information based on a reference point. The method of claim 10,
Receiving acceleration information of the first tire detected through the 2-axis sensor from the state information collecting device,
Estimating a rotation direction of the first tire based on the acceleration information, and
Further comprising the step of identifying the position of the first tire based on the rotation direction,
The two-axis sensor has a different installation direction depending on the position of the first tire,
The rotation direction, the tire position identification method estimated differently according to the installation direction of the two-axis sensor. The method of claim 12,
The rotation direction is estimated in opposite directions to the case where the first tire is the left wheel and the case where the first tire is the right wheel, and the case where the first tire is an inner ring constituting a double wheel and the outer ring constituting the double ring A method for identifying tire positions estimated in opposite directions to each other. The method of claim 10,
The identifying step,
Calculating a clustering degree for each of the plurality of wheel speed sensors through statistical analysis of position information detected for each of the plurality of wheel speed sensors during the predetermined period, and
And identifying the position of the first tire based on the cluster and the tire position defined for each of the plurality of wheel speed sensors. The method of claim 10,
The vehicle further includes a receiving device for wirelessly receiving a signal from a plurality of state information collecting devices including the state information collecting device,
If the position of the first tire is not identified based on the variation pattern of the position information of each of the plurality of wheel speed sensors, detecting a signal reception strength at the receiving device for each of the plurality of state information collecting devices, And
And identifying a position of the first tire based on the signal reception strength at the receiving device for each of the plurality of state information collecting devices.

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