WO2006064866A1 - 車輪情報取得システム - Google Patents
車輪情報取得システム Download PDFInfo
- Publication number
- WO2006064866A1 WO2006064866A1 PCT/JP2005/023026 JP2005023026W WO2006064866A1 WO 2006064866 A1 WO2006064866 A1 WO 2006064866A1 JP 2005023026 W JP2005023026 W JP 2005023026W WO 2006064866 A1 WO2006064866 A1 WO 2006064866A1
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- WO
- WIPO (PCT)
- Prior art keywords
- wheel
- wheel information
- acquisition system
- transmission
- communicator
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/02—Signalling devices actuated by tyre pressure
- B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
- B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/005—Devices specially adapted for special wheel arrangements
- B60C23/007—Devices specially adapted for special wheel arrangements having multiple wheels arranged side by side
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/02—Signalling devices actuated by tyre pressure
- B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
- B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
- B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
- B60C23/0433—Radio signals
- B60C23/0447—Wheel or tyre mounted circuits
- B60C23/0455—Transmission control of wireless signals
- B60C23/0464—Transmission control of wireless signals to avoid signal interference
Definitions
- the present invention acquires wheel information relating to wheels of various vehicles, such as a vehicle having at least four wheels, such as a passenger car, a bus, or a truck, or a two-wheeled vehicle, such as tire internal pressure data and temperature data.
- the present invention relates to a wheel information acquisition system.
- a pressure sensor that measures internal pressure and a transmitter that wirelessly transmits internal pressure data measured by the pressure sensor are provided in the tire cavity region of each of a plurality of tires.
- the tire cavity region is a region filled with air surrounded by the tire inner peripheral surface and the bottom surface of the rim bottom.
- the condition of the tire is determined based on the receiver that receives the internal pressure data transmitted wirelessly from the transmitters provided in the plurality of tires, and the internal pressure data acquired by the receiver.
- Display means are provided for informing the vehicle operator. In the receiver, it is always monitored whether or not the tire internal pressure is abnormal. In the case of abnormality, the vehicle operator is notified by the display means that the tire internal pressure is abnormal.
- Patent Document 2 JP-A-7-257119
- Patent Document 3 Japanese Patent Laid-Open No. 2001-322411
- Patent Document 4 Japanese Patent Laid-Open No. 2003-237328
- Patent Document 1 describes a tire internal pressure alarm system that prevents the data transmission timings of the respective transceivers provided in each of a plurality of tires from overlapping.
- the tire internal pressure warning system described in Patent Document 1 is activated when an operation activation signal is received, and the data transmission timing is set based on the timing of the operation activation.
- the tire internal pressure warning system described in Patent Document 1 causes the data transmission timing of each transceiver included in each of the plurality of tires to be cumulatively shifted due to an error in the oscillation frequency used for the operation of the transceiver. This prevents the data transmission timing of each transceiver from overlapping.
- Patent Document 2 describes a depressurization alarm device for each tire using an electromagnetic wave signal for individually identifying that the air pressure has been depressurized.
- the carrier wave frequency is modulated at different time intervals for the electromagnetic wave signals of each transmitter force provided in each of the plurality of tires.
- the decompression warning device for each tire described in Patent Document 2 even if the signals have the same carrier frequency, they do not interfere with each other by changing the time interval of modulation of the data to be transmitted. .
- Patent Document 3 by arbitrarily setting the operation mode of the air pressure detection device incorporated in the tire from the outside, power consumption in the air pressure detection device can be minimized and managed.
- a tire internal pressure warning system is described that facilitates this.
- each detection device (transmitter) is set in the operation mode of each detection device (transmitter) itself based on the radio wave transmitted from the setting device (receiver).
- the detection device is operated only when necessary, thereby suppressing battery consumption and arbitrarily setting the transmission interval of the detection device. Thus, collision of transmission radio waves from each detection device is prevented.
- Patent Document 4 provides a transmitter of a tire condition monitoring apparatus and a tire condition monitoring apparatus that allow the transmitted data to be correctly received by a receiver.
- the transmission controller of each transmitter is previously stored in the ROM.
- a different delay time is calculated for each transmitter based on the registered unique ID code. After these different delay times have elapsed, each transmitter measures air pressure and temperature and transmits data at predetermined intervals. This prevents collision of transmission radio waves from each transmitter, which occurs when each transmitter transmits data at different timings.
- Patent Documents 1 to 4 as described above, wheel information is transmitted from each transmitter provided on a plurality of wheels at different transmission timings (or different modulation time intervals). Yes. In Patent Documents:! To 4, such a configuration prevents communication failure and enables the receiver to reliably receive the wheel information of each wheel.
- FIG. 6 is a vehicle side view for explaining problems in the conventional wheel information acquisition system.
- the wheel information of the tire 110 attached to the vehicle 100 is acquired.
- the transmitter 120 is provided in a tire cavity region that is surrounded by the tire inner peripheral surface and the bottom surface of the rim bottom and is filled with air.
- a receiving antenna 130 for receiving wheel information transmitted from the transmitter 120 is provided in the tire house 140 of the vehicle 100.
- the transmitter 120 provided in the tire 110 moves as the vehicle 100 to which the tire 110 is attached travels (that is, the tire 110 rotates).
- the relative position between the receiving antenna 130 provided in the warehouse 140 of the vehicle 100 and the transmitter 120 changes.
- the transmitter 120 is positioned in the shaded area in FIG. If the transmitter 120 is placed, the distance between the receiving antenna 130 and the transmitter 120 is relatively long as compared to the case where the transmitter 120 is located in a place other than the dead zone. For this reason, if wheel information is transmitted wirelessly from the transmitter 120 with the transmitter 120 in the dead zone, a transmission error will occur because the transmitted radio wave does not reach the receiving antenna 130 with sufficient strength. There are some problems. Even when the transmission radio wave reaches the reception antenna 130 with a certain level of intensity, the reflected wave from the ground is also strong when the transmitter 120 is in the dead zone.
- the present invention provides wheel information that enables a receiver to reliably receive transmission data even if it is data transmitted from a wheel of a running vehicle.
- the purpose is to provide an acquisition system.
- the present invention provides a wheel information acquisition system for acquiring wheel information of a wheel that is attached to a wheel and is rolling, and the wheel is in contact with the wheel while the wheel is rolling.
- a first communicator attached to the wheel for transmitting the detected wheel information wirelessly from the wheel side, and receiving the wheel information transmitted from the first communicator.
- a second communicator attached outside the wheel the first communicator having a maximum rotational speed at the time of rolling of the wheel to which the first communicator is attached.
- the transmission time width of one piece of the wheel information transmitted from the first communication device is T, and the maximum of the rotational speed defined in advance in the first communication device is T.
- a wheel information acquisition system characterized by being set to satisfy the relationship of R ⁇ 1/2 is provided.
- the T is preferably set so as to satisfy a relationship of T ⁇ R ⁇ 1/12.
- the first communicator is attached to a wheel attached to a vehicle having a preset maximum traveling speed, and the maximum value of the rotational speed defined in the first communicator is It is preferably calculated based on the maximum traveling speed of the vehicle and the outer diameter of the wheel.
- the maximum traveling speed of the vehicle is preferably in the range of 90 (km / h) to 300 (km / h).
- the maximum value of the rotational speed is calculated using an outer diameter of a wheel having the smallest outer diameter among wheels to be mounted on the vehicle.
- the first communicator detects the wheel information at an acquisition time interval T, and each time the detection is performed, the first communicator detects the wheel information.
- the transmitted wheel information is repeatedly transmitted at the transmission interval T, and the acquisition time interval
- T and the transmission interval T are set to satisfy the relationship of T ⁇ T ⁇ 1/10
- the first communication device detects the wheel information at an acquisition time interval ⁇ .
- the detected wheel information is repeatedly sent ⁇ ⁇ ⁇ ⁇ (times), and the same information is transmitted.
- the transmission time interval T from the start of transmission of the first wheel information to the end of transmission of the PN-th wheel information is T
- the transmission time width T, the number of repetitions PN, and the T are ⁇ ⁇ ⁇ ⁇ 1
- the transmission time width ⁇ and the acquisition time interval ⁇ are set to satisfy 500 ⁇ ⁇ .
- ⁇ is 120 (sec) ⁇ T ⁇ 660 (sec), T ⁇ 100 (msec), and ⁇ 12 (
- the first communicator may have different wheels detected at the acquisition time interval ⁇ .
- each information it is preferable to transmit counter information capable of identifying each wheel information in addition to each wheel information.
- the first communicator has different wheel information detected at the acquisition time interval ⁇ .
- the first communication device preferably transmits power supply voltage information of the first communication device.
- the present invention is a wheel information acquisition system for acquiring wheel information of a wheel that is attached to a wheel and is rolling, and detects wheel information related to the wheel during wheel rolling,
- the wheel information is repeatedly transmitted from the wheel side by the number of repetitions ⁇ (times) repeatedly wirelessly.
- the first communication device attached to the wheel and the wheel information transmitted from the first communication device are received and acquired.
- a second communicator attached outside the wheel wherein the first communicator defines a minimum value of the rotational speed at the time of rolling of the wheel to which the first communicator is attached.
- the transmission time width from the start of transmission of the first wheel information to the end of transmission of the first wheel information is ⁇ , and the first
- the wheel is determined according to the minimum value of the rotation speed defined in advance in the communication device. Assuming that the longest possible rotation period is R, T satisfies the relationship R ⁇ 1/12 ⁇ ⁇
- a wheel information acquisition system characterized by being set.
- ⁇ is set so as to satisfy the relationship R ⁇ 1 / 2 ⁇ .
- the minimum traveling speed of the vehicle is preferably in the range of 10 (km / h) to 50 (km / h).
- the minimum value of the rotational speed is calculated using the outer diameter of the wheel to be mounted on the vehicle and the outer diameter of the wheel.
- the present invention is a wheel information acquisition system that acquires wheel information of a wheel that is attached to a wheel and is rolling, and detects wheel information related to the wheel during wheel rolling.
- the received wheel information is repeatedly transmitted PN (number of times) from the wheel side by radio.
- the first communicator attached to the wheel and the wheel information transmitted from the first communicator are received and acquired.
- T transmission time width of one wheel information transmitted from the first communication device
- the transmission time interval from the start of transmission of the first wheel information to the end of transmission of the PN-th wheel information is ⁇ , and the first transmission is set.
- the T is set to satisfy the relationship R 1 / 12 ⁇ / 12.
- a wheel information acquisition system is provided.
- ⁇ is set so as to satisfy the relationship of T ⁇ R ⁇ 1/12.
- T is set so as to satisfy the relationship of R ⁇ 1 / 2 ⁇ .
- the first communicator is a vehicle in which a maximum travel speed and a minimum travel speed are preset.
- the maximum value of the rotational speed specified in the first communication device is calculated based on the maximum traveling speed set for the vehicle and the outer diameter of the wheel.
- the minimum value of the rotational speed defined in the first communication device is calculated based on the minimum traveling speed set for the vehicle and the outer diameter of the wheel.
- the maximum traveling speed set for the vehicle is in a range of 90 (km / h) to 300 (km / h), and the minimum traveling speed set for the vehicle is 10 (kmZh) Preferable to be in the range of ⁇ 50 (kmZh).
- the maximum value of the rotational speed is calculated using the outer diameter of the wheel having the smallest outer diameter among the wheels to be mounted on the vehicle, and the rotational speed at the time of rolling of the wheel is calculated.
- the minimum value is preferably calculated using the outer diameter of the wheel having the largest outer diameter among the wheels to be mounted on the vehicle.
- the wheel information acquisition system of the present invention even when the wheel is rolling, the wheel information transmitted by radio from the transmitter provided in the wheel can be reliably received and acquired by the receiver. .
- FIG. 1 is a schematic configuration diagram illustrating a tire internal pressure monitoring system that is an example of a wheel information acquisition system according to the present invention.
- FIG. 2 is a schematic configuration diagram of a transmitter of the tire internal pressure monitoring system shown in FIG.
- FIG. 3 is a schematic configuration diagram of a receiver of the tire internal pressure monitoring system shown in FIG. 1.
- FIG. 4 is a schematic side view for explaining the positional relationship between a transmitter attached to a wheel and a dead band in a traveling vehicle.
- FIG. 5 is a diagram illustrating wheel information transmitted from the transmitter shown in FIG. 2.
- FIG. 6 is a vehicle side view for explaining problems in a conventional wheel information acquisition system. Explanation of symbols
- FIG. 1 shows a tire internal pressure monitoring system (hereinafter referred to as a system) 10 for a truck vehicle, which is an example of a wheel information acquisition system of the present invention.
- a system 10 for a truck vehicle, which is an example of a wheel information acquisition system of the present invention.
- FIG. 1 shows a state in which the wheels 12a to 12f, which are an assembly of tires and rims, are mounted at each wheel mounting position of the truck vehicle 14.
- Transmitters (first communication devices) 16a to 16f are installed and fixed on the bottom surfaces of the rim bottoms which are the wall surfaces of the hollow regions in the cavity regions of the tires of the wheels 12a to 12f, respectively.
- Each transmitter 16a-16f has a pressure sensor and a temperature sensor, and transmits the internal pressure data and temperature data measured by each sensor by radio.
- the vehicle body of the truck vehicle 14 to which the wheels 12a to 12f are mounted is provided with receiver communication units 18a to 18f having antennas and amplifiers in the vicinity of the tire house where the wheels are mounted. .
- the receiver communication units 18a to 18f are connected to one receiver body unit 20 by wire, and receive information transmitted wirelessly from the transmitters 16a to 16f. Furthermore, the receiver body 20 receives these information to inform the driver of the truck vehicle 14 of the internal pressure data and, if necessary, information such as the remaining battery power (power supply voltage) of the transmitters 16a to 16f. It is connected to the indicator 22 which displays the information of The receiver communication unit 18c is configured to receive the transmission signals of the transmitters 16c and 16d, and the receiver communication unit 18f is configured to receive the transmission signals of the transmitters 16e and 16f.
- the receiver communication units 18a to 18f and the receiver body unit 20 correspond to the second communication device in the present invention, and the receiver communication units 18a to 18f mainly measure internal pressure data, temperature data, and the like. Receive data.
- Transmitters 16a to 16f wirelessly transmit internal pressure data, temperature data of each tire, power supply voltage data of each of transmitters 16a to 16f, and transmission IDs and counter data described later at predetermined time intervals. To do.
- FIG. 2 is a schematic configuration diagram of the transmitter 16a.
- the transmitter 16a has each circuit provided on the circuit board 44, and is connected to a pressure sensor 46 and a temperature sensor 47 that measure the internal pressure of the tire.
- the pressure sensor 46 is a semiconductor pressure sensor or a capacitance type pressure sensor that measures gauge pressure, differential pressure, or absolute pressure, and measures the internal pressure of the tire.
- the temperature sensor 47 is a semiconductor temperature sensor or a resistance element type temperature sensor, and measures the temperature in the cavity region of the tire.
- the pressure sensor 46 and the temperature sensor 47 are connected to an AD conversion circuit 48 described later.
- the circuit board 44 includes an AD conversion circuit (AD) 48, a control circuit 50, a microprocessor (MPU) 52, a memory 54, a transmission circuit 56, a transmission antenna 60, and a battery 64 as a power source of each circuit. Is provided.
- the AD conversion circuit 48 is connected to the pressure sensor 46, the temperature sensor 47, and the battery 64.
- the AD conversion circuit 48 includes pressure data measured by the pressure sensor 46, temperature data measured by the temperature sensor 47, and power supply voltage data (representing the remaining battery level) measured by a voltage sensor (not shown) included in the battery 64. Data) is digitally converted to an 8-bit signal, for example. Thereafter, the pressure data and temperature data are combined into wheel data, and the wheel data and power supply voltage data are combined into measurement data.
- the control circuit 50 measures the measurement timing for measuring the internal pressure and temperature of the tire, the transmission time width of the transmission data and the transmission data when transmitting the transmission data from the transmission antenna 60 to the receiver communication unit 18a. This is the part that performs control management such as time intervals.
- This transmission data includes measurement data obtained by measurement, and a transmission ID, counter data, and cyclic redundancy detection code described later.
- the control circuit 50 may be configured by a dedicated circuit or may be programmed in the MPU 52.
- the AD converter circuit 48, MPU52, and transmitter circuit 56 are driven at all times, a large amount of drive power is required. Therefore, the AD converter circuit 48, the MPU52, and the transmitter circuit 56 are driven at regular time intervals. . This reduces battery 64 consumption and allows transmitter 16a to monitor the tire internal pressure over time. For example, when it is determined that the internal pressure of the tire deviates from a preset allowable range and is abnormal, the measurement time interval is naturally changed to be short.
- the control circuit 50 can be connected to an input device (not shown), and is configured to be able to input transmission condition values and various transmission parameter values from the outside.
- the transmission condition value is a value for performing control management such as a transmission time interval and a transmission time width.
- Various transmission parameter values are calculated and set by the control circuit 50 itself. It is a value for.
- the transmission condition values and various transmission parameter values will be described in detail later.
- the antenna 60 is configured to radiate, for example, a 315 MHz radio wave toward the receiver 18.
- a known battery such as CR-2032 (coin-type manganese dioxide lithium battery) is used.
- the battery 64 includes a voltage sensor (not shown) that can measure the output voltage of the battery 64 itself. This voltage sensor is connected to the AD conversion circuit 48 and sends the power supply voltage data of the battery 64 to the AD conversion circuit 48.
- the MPU 52 generates transmission data to be transmitted to the receiver 18 (that is, the receiver communication unit 18a). In the MPU 52, identification information (ID) of the transmitter 16 a called from the memory 54 is added to the measurement data supplied after being AD converted in the AD conversion circuit 48.
- ID identification information
- the identification information (ID) of the transmitter 16a makes it possible to identify the transmitter 16a from the other transmitters 16b to 16f.
- the MPU 52 also adds counter information and cyclic redundancy check code (CRC) to these pieces of information, and transmits one unit (one packet) of transmission data to be sent to the receiver 18. Generate.
- the counter information is information indicating that the wheel information repeatedly transmitted from the transmitter 16a is the same wheel information.
- the cyclic redundancy check code is used for a known cyclic redundancy check (CRC) for detecting transmission data errors.
- the MPU 52 performs control management of the operation of each circuit, and transmits an abnormality on the transmission circuit detected by the self-diagnosis function as a predetermined abnormality code.
- the transmission data signal generated by the MPU 52 is a signal generated so that a signal of a predetermined format continues repeatedly.
- the ID and counter information is a signal in which 0 and 1 of a specific number of bits are continuously arranged according to a predetermined rule.
- This counter data is data for determining whether or not the received transmission data for one packet is already received transmission data by checking the counter data on the receiver side.
- This counter data is a 4-bit signal.
- measurement data internal pressure data, temperature data, and power supply voltage data
- the MPU52 updates the counter data by sequentially incrementing the previous counter data, and the updated new counter data Is added to the supplied measurement data.
- the same counter data is assigned to the same transmission data for one unit (one packet).
- the MPU 52 also assigns a cyclic redundancy check code to these data (measurement data, ID, and counter data). In this way, the MPU 52 generates transmission data for one packet in which the internal pressure data, temperature data, power supply voltage data, ID, counter information, and cyclic redundancy detection code are collected.
- the memory 54 stores and holds the ID of the transmitter 16a, as well as measured internal pressure data and temperature data. Data, voltage data, and counter information can be stored and held.
- the transmission circuit 56 includes an oscillation circuit (not shown) that generates a carrier wave having a predetermined frequency, for example, 315 MHz, and a high-frequency signal in which the carrier wave is modulated by modulating the carrier wave according to the transmission signal generated by the MPU 52. And a modulation circuit (not shown) for amplifying a high-frequency signal.
- carrier modulation schemes are: ASK (Amplitude shift keying), FSK (Frequency shift keying), PSK (Phas shift keying), multi-level PSK such as QPSK and 8-layer PSK, 16QAM and Any known method such as a multi-value ASK method such as 64Q AM may be used.
- ASK Amplitude shift keying
- FSK Frequency shift keying
- PSK Phase shift keying
- multi-level PSK such as QPSK and 8-layer PSK
- 16QAM 16QAM
- Any known method such as a multi-value ASK method such as 64Q AM may be used.
- the above is the
- FIG. 3 is a configuration diagram showing the receiver main unit 20 and the receiver communication units 18a, 18b, and “′” 18 connected to the receiver main unit 20. Since the receiver communication units 18a to 18f have the same configuration, the receiver communication unit 18a will be described as a representative.
- the receiver communication unit 18a includes an antenna 66 and an amplifier circuit 68.
- the antenna 66 is configured to receive, for example, a 315 MHz radio wave transmitted from the transmitter 16a.
- the amplifier circuit 68 is configured using an FET (field effect transistor) or the like, amplifies the received high-frequency signal, and supplies it to the receiver body 20.
- the receiver main unit 20 demodulates the transmission data from the high-frequency signals supplied from the receiver communication units 18a to 18f to measure data (internal pressure data, temperature data, and power supply voltage data), ID, and counter information. Take out. Then, the receiver main body 20 acquires tire mounting position information corresponding to this ID from the extracted ID, using the association result preset and registered in the receiver main body 20.
- the mounting position information refers to the force that the transmitted internal pressure data and temperature data are the internal pressure and temperature of the tire of the wheel mounted at which mounting position, and the transmitter with which the wheel data is equipped with the voltage data.
- the receiver main unit 20 corrects the tire internal pressure according to the acquired mounting position information, and monitors the tire internal pressure based on the temperature-corrected internal pressure data.
- the receiver main body 20 when high frequency signals are supplied from the receiver communication units 18a to 18f, for example, by comparing the temperature-corrected internal pressure of the right front wheel tire with a predetermined set value, for example, Distinguishes between three levels of internal pressure: normal, caution, and warning. Determine.
- the determination result is supplied to the display 22 connected to the receiver body 20.
- the indicator 22 displays the value of the internal pressure for each vehicle mounting position.
- Receiver main body 20 includes demodulation circuits 72a to 72f, MP76, memory 78, and signal processing circuit.
- the demodulating circuits 72a to 72f are circuits that perform a known filtering process and further perform signal code correction to generate a demodulated signal, and supply the demodulated signal to the MP76.
- a power source a built-in battery (not shown) is used. Further, the battery of the truck vehicle 14 may be used as the power source.
- the MP76 receives the ID and measurement data (internal pressure data, internal data) from the signals supplied from the demodulation circuits 72a to 72f. Temperature data, power supply voltage data) and counter data are acquired. When these data are acquired, the MP 76 refers to the data of the association between the ID and the wheel mounting position information set and stored in the memory 78. As a result, the wheel data (internal pressure data and temperature data) for which wheel data is the wheel data and the power supply voltage data for the transmitter attached to the wheel are determined from the acquired ID. At this time, the MP 76 performs cyclic redundancy check on the demodulated transmission signal using a cyclic redundancy check code, and detects whether the transmission signal is correct. If there is an error, the MP76 will correct the detected error.
- ID and measurement data internal pressure data
- counter data are acquired.
- the MP 76 refers to the data of the association between the ID and the wheel mounting position information set and stored in the memory 78.
- the MP 76 uses the counter data, and determines whether or not the transmission data supplied from each of the demodulation circuits 72a to 72f is already received data.
- the memory 78 can store and hold the received counter data.
- the MP 76 searches the memory 78 and determines whether or not counter data that matches the received counter data is stored.
- the MP76 will obtain newly received measurement data.
- the measurement data sent together with the counter data is sent to the signal processing circuit 79, and the counter data is stored in the memory 78. If there is matching counter data, the MP76 determines that the received measurement data has already been received, and does not process the measurement data sent with this counter data, and the MP76 deletes the data. I do.
- the signal processing circuit 79 is connected to the MP 76, and generates a signal suitable for the display 22.
- the temperature data of the internal pressure data is corrected using the temperature data sent from the MP 76, and the temperature-corrected internal pressure data and power supply voltage data are output to the display 22.
- the receiver communication units 18a to 18f and the receiver main body unit 20 are configured as described above.
- FIG. 4 is a diagram for explaining the positional relationship between the transmitter 16a attached to the wheel 12a and the dead zone in the vehicle 14 that is running.
- the transmitter 16a provided on the wheel 12a of the vehicle 14 moves as the vehicle travels (that is, the wheel 12a rotates).
- the relative positions of the transmitter 16a and the receiver communication unit 18a provided in the tire house of the vehicle 14 are as shown in Figs. 4 (a), (b), (c), and (d). It changes in order.
- the receiver communication unit 18a in an area close to the road surface, even if the transmitter 16a transmits transmission data by radio, it is difficult to receive by the receiver communication unit 18a (dead zone). Exists.
- the dead band range includes the transmission output of the transmitter 16a, the reception sensitivity of the receiver communication unit 18a, the distance between the wheel 12a and the receiver communication unit 18a in the vehicle 14, and the size of the wheel 12a, It depends on various conditions such as the structure and the shape of the tire house.
- the range of the dead zone is relatively small, for example, when only the shaded area in FIGS. 4 (a) to (d) is the dead zone, the relative position between the transmitter 16a and the receiver 18 is as shown in FIG.
- the communication error (a phenomenon in which the receiver communication unit 18a cannot receive the wheel information transmitted from the transmitter 16a) occurs only in the state shown in FIG.
- the range that is more likely to be a dead zone is a range of ⁇ 15 ° in the direction of rotation of the wheel 12a with a vertical line passing through the center of the wheel 12a and perpendicular to the road surface as a reference line. (The shaded area in Figure 4).
- transmission data is transmitted from the transmitter 16a that moves along with the rolling of the wheel 12a and repeatedly passes through the dead zone.
- FIG. 5 is a diagram for explaining transmission data transmitted from the transmitter 16a.
- measurement data is measured at each predetermined acquisition time interval T in each of the transmitters 16a to 16f.
- Transmission data of one packet with a reception time width T is sent a predetermined number of times (P
- T 15 (msec)
- T 60
- These transmission condition values may be set in the control circuit 50 of the transmitter 16a when the tire internal pressure monitoring system 10 is attached to the vehicle 14, or when the vehicle to be installed is determined in advance, the transmitter 16a It is set at the time of manufacture of,
- the transmission condition value When transmitting the wheel information of the acquired wheel 12a from the transmitter 16a, the transmission time width T of each packet repeatedly transmitted is the vehicle when the vehicle 14 is traveling at the maximum traveling speed.
- the wheel 12a rotates the fastest and the range of the dead zone is relatively large (that is, the entire area on the ground side when the wheel 12a is divided by a plane passing through the center of the wheel 12a and perpendicular to the ground is the dead zone.
- the time during which the transmitter 16a is continuously located in the area other than the dead zone is half the shortest rotation period R of the wheel 12a.
- the transmission time width T of one packet P is set to m 1 where the wheel 12a rotates most quickly.
- the range of the dead zone at the wheel 12a is relatively large (that is, the entire area on the ground side when the wheel 12a is divided by a plane passing through the center of the wheel 12a and perpendicular to the ground is the dead zone).
- the entire packet can be transmitted in a state where the transmitter 16a is not in the dead band, and the receiver communication unit 18a can reliably receive the entire packet.
- the rotation period R is a value calculated based on the maximum traveling speed of the vehicle 14 to which the wheel 12a is attached and the outer diameter D of the wheel 12a.
- 90 (km / h) which is the maximum traveling speed of the truck vehicle specified by the limiter, can be set as the maximum traveling speed in the vehicle 14.
- 180 (kmZh) is the best for passenger cars in Japan. Set to speed.
- this maximum speed may be set to 300 (km / h), for example.
- the maximum vehicle speed set in the present invention is preferably 90 (km / h) to (300 km / h).
- the rotation period R of the vehicle 12a can be expressed, for example, by a value obtained by dividing the moving speed (distance / time) of the vehicle 14 by the outer diameter (distance) of the wheel 12a.
- the transmitter 16a acquires measurement data at a predetermined acquisition time interval T, and transmits the measurement data every time it is acquired.
- the reception probability of transmission data in the receiver communication unit 18a is improved even when the probability of successful communication by a single shot is low.
- the longest rotation period R which is the rotation period of the wheel 12a, and the same transmission data when the same transmission data is repeatedly transmitted.
- wheel 12a rotates the slowest (i.e., wheel 12a has the longest rotation period) and the range of the dead zone is relatively large (when wheel 12a is split on a plane that passes through the center of wheel 12a and is perpendicular to the ground) If the entire area on the ground side of the vehicle is a dead zone), the time during which the transmitter 16a continues to the dead zone (during the period from time (b) to (d) in FIG. 4) Half the long rotation period R. Assuming that multiple packets are sent repeatedly
- the transmission of the same transmission data is finished while the transmitter 16a continues to the dead zone. That is, the same transmission data repeatedly transmitted is never received by the receiver communication unit 18a.
- transmission data is transmitted over a time longer than 1Z2 of the longest rotation period R.
- the transmitter 16a can reliably transmit the transmission data in a state other than the dead zone. Data can be received reliably.
- the time ⁇ ⁇ from the start to the end of transmission of the same transmission data when repeatedly transmitting the same transmission data satisfies ⁇ ⁇ 1/4 ⁇ ⁇ ⁇ 1/4, and , Above
- the acquisition time interval ⁇ is set to satisfy 500 - ⁇ .
- transmission information from other transmitters of the same vehicle 14 can be transmitted by repeatedly transmitting a plurality of times over a long time with a transmission time width ⁇ of one transmission data being very short. Collision is prevented and the reception probability of transmission data is improved. In addition, there is an effect that the time for actually transmitting the transmission data is shortened, power consumption required for transmission is reduced, and the life of the battery 64 is kept long.
- Such transmission data is transmitted from the transmitter 16a of the wheel 12a.
- the repeated transmission interval T between packets of transmission data repeatedly transmitted in units of packets is constant.
- the transmission interval ⁇ between the packets is different when repeatedly transmitting the same transmission data.
- the transmitter 16a detects wheel information and sends the pressure to the AD converter circuit (AD) 48.
- AD AD converter circuit
- the settings are constants set when the transmitter 16a is manufactured, constants set when the transmitter 16a is installed, values of wheel information detected by the transmitter, and drive power supply voltage of the first communication device detected. This value can be set based on various values such as a random number generated by the CPU composing the first communication device.
- each transmission interval T is set to a different interval.
- Each transmission condition value may be set in the control circuit 50 as follows.
- the route 50 may automatically calculate and set each transmission condition value.
- the control circuit 50 calculates the shortest rotation period R of the wheel 12a based on the maximum traveling speed of the vehicle 14 and the tire outer diameter D of the wheel 12a, and further transmits the transmission condition value based on the shortest rotation period R. May be calculated and set. Similarly, if the minimum traveling speed of the vehicle 14 and the tire outer diameter D of the wheel 12a are known, these are input, the control circuit 50 calculates the longest rotation cycle R, and the longest rotation cycle R Based on
- the control circuit 50 calculates the rotation period of the tire based on the minimum tire outer diameter and the maximum traveling speed in the vehicle 14, and uses this period as the shortest rotation period R, and the transmission condition based on the shortest rotation period R. Calculate and set the value.
- the minimum traveling speed of the vehicle 14 is known and the tire outer diameter D of the wheel mounted on the vehicle 14 is undetermined.
- the maximum tire outer diameter (maximum tire outer diameter) among the outer diameters of tires assumed to be mounted on the vehicle 14 is input to the control circuit 50.
- the control circuit 50 calculates the tire rotation cycle based on the maximum tire outer diameter and the minimum traveling speed of the vehicle 14, and uses this cycle as the longest rotation cycle R to calculate the longest rotation cycle.
- the transmission condition value may be calculated and set based on the period R.
- control circuit 50 calculates and sets each transmission condition value.
- the maximum traveling speed in the vehicle 14 is an assumed maximum speed under traveling conditions when acquiring wheel information, which is defined by the performance of the vehicle 14, the tire performance of the wheels 12a, traveling conditions, and the like. .
- 90 (kmZh) which is the maximum speed of the track vehicle specified by the limiter is set.
- 180 (km / h) should be set to the assumed maximum speed.
- the maximum speed of the vehicle that can be used is determined for the tires that make up the wheels of the vehicle, and a symbol indicating the maximum speed is shown as part of the tire use symbol.
- the maximum speed of such a tire may be set as the maximum speed in the vehicle 14 when the vehicle 14 is capable of traveling at a speed higher than the maximum speed of the tire.
- the minimum traveling speed in the vehicle 14 for example, a relatively low traveling speed may be set such that it is not necessary to sequentially acquire wheel information during traveling.
- the traveling speed at which it is not necessary to sequentially acquire wheel information during traveling refers to a traveling speed that is low enough to stop the vehicle immediately even if the air pressure of the wheels suddenly decreases during traveling.
- a sufficiently low (sufficiently safe) speed may be set.
- 10 (km / h) should be set to the assumed minimum speed.
- the minimum traveling speed of the vehicle is preferably 10 (km / 1!) To 50 (km / h).
- Such transmission data transmitted from the transmitter 16a is received by the receiver 18a and received. Supplied to the transmitter body 20.
- the MP 76 of the receiver body 20 refers to the correspondence relationship between the tire mounting position information stored in the memory 78 in advance and each transmission ID. Then, from the received transmission ID, it is determined whether the internal pressure data, temperature data, and power supply voltage data in the same packet including the transmission ID are the internal pressure data of the tire in the wheel provided at the position ( Identify.
- the MP76 compares the acquired internal pressure data with a preset numerical range to determine the internal pressure state. Then, the signal processing circuit 79 generates and outputs a signal suitable for the display 22 based on the information of the determination result. Similarly, the acquired power supply voltage data is compared with a preset numerical range to determine the state of the remaining battery level of the transmitter 16a, and based on this determination result, a signal suitable for the display 22 is generated. Output.
- the indicator 22 receives the signal output from the signal processing circuit 79 of the receiver body 20, and in the display mode based on the determination result, the state of each wheel (the state of the internal pressure and the state of the remaining battery level). And informs the operator of the vehicle 14 of the state of each wheel.
- the timing of acquiring wheel information by the transmitter and the transmission time width and transmission timing of the transmission data transmitted wirelessly by the transmitter power are thus controlled.
- the wheel information such as the acquired temperature data and internal pressure data can be reliably transmitted from the transmitter without the transmitter being located in the dead zone, and the wheel information is reliably received by the receiver. And can be obtained.
- a force using a total of six wheel trucks as an example.
- the present invention can target a vehicle having at least two wheels.
- the tire internal pressure and temperature are used as wheel information.
- the wheel information is not particularly limited as long as the state of the wheel is measured by a sensor.
- Tables 1 and 2 below show the case where the same truck vehicle is equipped with the wheel information acquisition system A (the transmitter has a repeater function) corresponding to the wheel information acquisition system of the present invention, and the transmitter The wheel information acquisition system B is installed.
- the example of the acquisition probability of the wheel information in each case in each case is shown.
- Tables 1 and 2 below show the results for each case obtained by running the same truck on the public road for about 6 hours a day for 1 week (7 days).
- Tables 1 and 2 show the ratio of the number of wheel information receptions at the receiver to the number of wheel information transmissions for each transmitter force during the running of this truck vehicle, respectively.
- Table 1 shows the specified truck vehicles (used tires, front; 295Z80R22.5, rear; 11R22.
- Table 2 shows the results when the wheel information acquisition system A is installed and the wheel information acquisition system B is installed for the prescribed bus vehicle (used tire, front and rear, both 12R22.5). The result of the reception probability at each receiver provided at each wheel mounting position of the vehicle body is shown.
- PN corresponds to the number of repetitions (PN) described above.
- FL left front wheel
- FR right front wheel
- ... Represent the wheel mounting position in each vehicle.
- the reception probability of the wheel information increases with an increase in the number of packet data repetitions. When it rises and repeats 12 times, almost 100%, that is, all wheel information can be reliably received by the receiver.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Arrangements For Transmission Of Measured Signals (AREA)
- Measuring Fluid Pressure (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/720,178 US7817023B2 (en) | 2004-12-15 | 2005-12-15 | Wheel information acquiring system |
JP2006520607A JP4569570B2 (ja) | 2004-12-15 | 2005-12-15 | 車輪情報取得システム |
EP05816860A EP1826029B1 (en) | 2004-12-15 | 2005-12-15 | Wheel information acquiring system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2004362700 | 2004-12-15 | ||
JP2004-362700 | 2004-12-15 |
Publications (1)
Publication Number | Publication Date |
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WO2006064866A1 true WO2006064866A1 (ja) | 2006-06-22 |
Family
ID=36587920
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2005/023026 WO2006064866A1 (ja) | 2004-12-15 | 2005-12-15 | 車輪情報取得システム |
Country Status (4)
Country | Link |
---|---|
US (1) | US7817023B2 (ja) |
EP (1) | EP1826029B1 (ja) |
JP (1) | JP4569570B2 (ja) |
WO (1) | WO2006064866A1 (ja) |
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JP2010067267A (ja) * | 2008-09-04 | 2010-03-25 | Beru Ag | 車両のタイヤ圧力を監視するためのシステム |
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JP2015201697A (ja) * | 2014-04-04 | 2015-11-12 | 富士電機株式会社 | センサ付無線タグおよびデータ収集方法 |
JP2020010397A (ja) * | 2015-11-04 | 2020-01-16 | 株式会社東海理化電機製作所 | 近距離無線通信装置 |
Also Published As
Publication number | Publication date |
---|---|
JPWO2006064866A1 (ja) | 2008-06-12 |
JP4569570B2 (ja) | 2010-10-27 |
EP1826029B1 (en) | 2013-02-13 |
US20090224900A1 (en) | 2009-09-10 |
EP1826029A4 (en) | 2011-09-14 |
US7817023B2 (en) | 2010-10-19 |
EP1826029A1 (en) | 2007-08-29 |
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