WO2011040019A1 - タイヤ状態検出装置およびタイヤ状態検出方法 - Google Patents
タイヤ状態検出装置およびタイヤ状態検出方法 Download PDFInfo
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- WO2011040019A1 WO2011040019A1 PCT/JP2010/005871 JP2010005871W WO2011040019A1 WO 2011040019 A1 WO2011040019 A1 WO 2011040019A1 JP 2010005871 W JP2010005871 W JP 2010005871W WO 2011040019 A1 WO2011040019 A1 WO 2011040019A1
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- tire
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- current
- frequency
- tire condition
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/02—Tyres
- G01M17/025—Tyres using infrasonic, sonic or ultrasonic vibrations
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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
- B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
- B60C23/065—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle by monitoring vibrations in tyres or suspensions
Definitions
- the present invention relates to a tire condition detecting device and a tire condition detecting method for detecting a tire condition such as an internal pressure of a tire of a vehicle.
- the direct detection method is a method in which a sensor such as a pressure sensor is directly disposed inside the wheel of the tire, and the air pressure of the tire is detected based on the pressure information acquired by the sensor.
- the pressure information acquired by the sensor is transmitted, for example, wirelessly, from a transmitter disposed in the wheel of the tire to an indicator such as a receiver and a meter via an in-vehicle receiving antenna. Since the direct detection method can detect the air pressure of the tire with high accuracy, it is possible to detect, for example, even when the air pressure of the four-wheel tire simultaneously decreases.
- the indirect detection method is a method of detecting that the air pressure of a specific tire among the four wheels of an automobile is relatively reduced compared to the air pressure of other tires (see, for example, Patent Document 1) ).
- the indirect detection method extends ABS (Antilock Brake System) to detect tire air pressure.
- the ABS measures the rotational speed of each tire, and uses this measured rotational speed to control the brakes.
- the rotational speed of the tire is determined by the traveling speed of the car and the radius of the tire.
- the air pressure of the tire decreases, the tire collapses, so the rotation radius of the tire decreases. As a result, only the tire whose air pressure has dropped becomes faster.
- the air pressure of the tire is detected by the difference in rotational speed.
- Such an indirect detection method can be extended and used in the existing ABS, and therefore can be introduced at a lower cost than the above-described direct detection method.
- Non-Patent Document 1 shown below is an example of such an indirect detection method.
- the technology described in Non-Patent Document 1 utilizes the relationship that the spring constant of the tire depends on the air pressure of the tire, and the relationship that the spring constant of the tire is proportional to the resonant frequency of the tire.
- frequency analysis is performed on the measured tire rotational speed to detect the resonant frequency of the tire, and the tire pressure of the tire corresponding to the detected resonant frequency. There is disclosed a method of detecting
- the rotational speed of the tire is derived, assuming that the vibration source for causing mechanical resonance in the tire is the vibration generated in the tire when the vehicle travels on the road surface. There is.
- the vibration source for causing mechanical resonance in the tire is the vibration generated in the tire when the vehicle travels on the road surface.
- the disturbance such as the coefficient of friction with the road surface or the wear of the tire.
- vibration generated in the tire is used as an excitation source when the vehicle travels on the road surface, when mechanical resonance occurs in the tire, mechanical resonance affected by the disturbance of the vehicle or the affected vehicle is affected. It was not possible to determine with high accuracy which of the mechanical resonances was not.
- the object of the present invention is made in view of the above-mentioned conventional situation, and is to provide a tire condition detecting device and a tire condition detecting method capable of detecting a tire condition with high accuracy.
- the tire condition detecting device is a tire condition detecting device for detecting a tire condition of a pneumatic tire fixed to a wheel, the vibration input unit inputting a predetermined vibration to the tire, and the predetermined vibration
- a frequency information acquisition unit for acquiring frequency information of the tire when it is input, and a resonance frequency of the tire which is extracted from the acquired frequency information, and based on the extracted resonance frequency of the tire, the tire has an outer moment of inertia
- a tire condition estimation unit that calculates the spring constant when modeled using an inner moment of inertia and a spring constant of an elastic force acting therebetween.
- the tire condition detection method is a tire condition detection method for detecting a tire condition of a pneumatic tire fixed to a wheel, wherein a predetermined vibration is input to the tire, and the predetermined vibration is input. Obtaining the frequency information of the tire at the same time, extracting the resonant frequency of the tire from the acquired frequency information, and the inner moment of inertia of the tire from the extracted resonant frequency of the tire Calculating the spring constant as modeled by using a moment of inertia and a spring constant of an elastic force acting between them.
- the tire condition can be detected with high accuracy.
- FIG. 5 is a diagram showing time change of output command value of inverter output current in the first embodiment.
- the figure which shows the time change of the actual output value of the inverter output current detected by the current detection part in Embodiment 1.
- the flowchart which shows one example of operation of the tire condition detection device which relates to the form 1 of execution
- Flowchart showing an example of the operation of the inverter control unit according to the first embodiment
- a flowchart showing an example of the operation of the tire condition detection device according to Embodiment 1 while the vehicle is stopped
- the figure which shows the time change of the output command value of the inverter output current in the vehicle stop in Embodiment 1.
- a block diagram showing an example of an internal configuration of a vehicle including a tire condition detection device according to a second embodiment of the present invention The figure which shows the time change of the rotational angular velocity of the motor part derived
- Block diagram showing an example of a configuration of a tire condition detection device according to a third embodiment of the present invention The figure which shows the dynamic model of the tire in Embodiment 3.
- the flowchart which shows one example of operation of the tire state detection device which relates to the form 3 of execution The figure which shows an example of the frequency characteristic of the tire in Embodiment 3
- the block diagram which shows an example of a structure of the tire condition detection apparatus based on Embodiment 4 of this invention The flowchart which shows one example of operation of the tire state detection device which relates to the form 4 of execution
- the flowchart which shows one example of operation of the tire state detection device which relates to the form 5 of execution The block diagram which shows an example of a structure of the tire condition detection apparatus based on Embodiment 6 of this invention
- the flowchart which shows one example of operation of the tire state detection device which relates to the form 6 of execution The block diagram which shows an example of a structure of the tire condition detection apparatus based on Embodiment 7 of this invention Control block diagram showing an example of a configuration of a motor drive system
- the “resonance vibration” refers to a predetermined vibration described later for causing the tire to generate resonance.
- the “traveling torque” is a torque (rotational force) applied to the tire for traveling of the vehicle.
- the “resonance torque” is a torque applied to the tire to generate a resonance vibration.
- the “combined torque” is a combined torque of the resonance torque and the traveling torque.
- the “traveling current” is a motor driving current (inverter output current) for generating a traveling torque.
- the “resonance current” is a motor drive current (inverter output current) for generating a resonance torque.
- the “combined drive current” is a motor drive current (inverter output current) for generating combined torque.
- FIG. 1 is a block diagram showing an internal configuration of a vehicle 1 including a tire condition detection device 10 according to a first embodiment of the present invention.
- the vehicle 1 includes an accelerator pedal 100, an accelerator position sensor unit 101, an ECU 102, an inverter control unit 103, an inverter unit 104, a battery unit 105, a current detection unit 106, a motor unit 107, tires 108, and a resonance frequency.
- a detection unit 109, an internal pressure derivation unit 110, and an information presentation unit 111 are included.
- the tire condition detection device 10 mainly includes an ECU 102, an inverter control unit 103, an inverter unit 104, a battery unit 105, a current detection unit 106, a resonance frequency detection unit 109, an internal pressure derivation unit 110, and an information presentation unit 111. Ru.
- the motor unit 107 is an excitation source for causing the tire 108 to generate mechanical resonance.
- the accelerator pedal 100 is a vehicle component disposed at the foot of the driver's seat in the vehicle 1 and is used when the driver accelerates etc. to drive the vehicle 1 while driving.
- the amount of depression of the accelerator pedal 100 by the driver is detected by the accelerator position sensor unit 101.
- the accelerator position sensor unit 101 detects the depression amount of the accelerator pedal 100 by the driver, and sends AP opening degree information including information on the detected depression amount to the ECU 102.
- the ECU 102 is an electronic control unit configured by a microcomputer, a ROM, a RAM, and the like, and performs predetermined signal processing. For example, the ECU 102 acquires AP opening degree information sent from the accelerator position sensor unit 101, and derives a traveling torque according to the acquired AP opening degree information. Further, the ECU 102 sends control information for causing the inverter unit 104 to output a traveling current to the inverter control unit 103.
- the traveling current is a current that the inverter unit 104 needs to output to the motor unit 107 in order for the motor unit 107 to drive the traveling torque derived by the ECU 102.
- the value of the traveling torque derived according to the AP opening degree information and the traveling current corresponding to the value of the traveling torque are sent to the inverter unit 104.
- the command information etc. for making it output are included.
- the ECU 102 sends, to the resonant frequency detection unit 109, resonant current generation command information for generating an output command value of the resonant current.
- the output command value of the resonance current indicates a command value for causing the inverter unit 104 to output the resonance current via the inverter control unit 103.
- the resonance current generation command information indicates command information for the resonance frequency detection unit 109 to generate an output command value of the resonance current.
- the resonance frequency detection unit 109 acquires the resonance current generation command information from the ECU 102
- the resonance frequency detection unit 109 generates an output command value of the resonance current, and controls the generated output command value of the resonance current at a predetermined timing. Send to unit 103.
- the timing at which the ECU 102 outputs the resonance current generation command information to the resonance frequency detection unit 109 is not particularly required to be simultaneous with the timing at which the ECU 102 sends control information to the inverter control unit 103.
- the ECU 102 may always send out timing information to output the generation command information of the resonance current to the inverter control unit 103.
- the ECU 102 sends out timing information to the effect of outputting the generation command information of the resonance current to the inverter control unit 103. It is good.
- the inverter control unit 103 acquires, from the ECU 102, control information for causing the inverter unit 104 to output the traveling current.
- the inverter control unit 103 sends to the inverter unit 104 output command information of the traveling current corresponding to the value of the traveling torque included in the control information.
- the output command information of the traveling current includes an output command value of the traveling current and command information for causing the inverter unit 104 to output the output command value of the traveling current.
- the output command value of the traveling current indicates a command value for causing the inverter unit 104 to output the traveling current.
- the inverter control unit 103 acquires the current for resonance generated by the resonance frequency detection unit 109.
- the resonance current indicates an output command value of the resonance current.
- the inverter control unit 103 performs combined drive in which the output command value of the traveling current and the output command value of the resonance current are superimposed.
- Output command information of the combined drive current including the output command value of the current is sent to the inverter unit 104.
- the combined drive current is the sum of the traveling current and the resonance current.
- the output command value of the combined drive current indicates a value obtained by adding the output command value of the traveling current and the output command value of the resonance current.
- the output command information of the combined drive current includes an output command value of the combined drive current and command information for causing the inverter unit 104 to output the output command value of the combined drive current.
- FIG. 2 is a diagram showing the time change of the output command value of the inverter output current output from the inverter unit 104 under the control of the inverter control unit 103.
- the parameter Iqa * represents the output command value of the traveling current
- the parameter Iqb * represents the output command value of the resonance current
- the parameter Iq * represents the output command value of the inverter output current.
- the horizontal axis represents time
- the vertical axis represents inverter output current.
- the inverter output current is an output command value Iq * of the combined drive current described above in which the output command value Iqa * of the traveling current and the output command value Iqb * of the resonance current are superimposed.
- the output command value of the resonance current is represented by an alternating current signal such as a pulse signal or a sine wave signal swept around the resonance frequency specific to the tire 108.
- the inverter control unit 103 acquires each actual output value of the traveling current or the combined drive current actually output by the inverter unit 104 through the current detection unit 106.
- the inverter control unit 103 controls the inverter unit 104 so that the obtained actual output value matches the output command value of the inverter output current shown in FIG.
- the inverter unit 104 acquires output command information of the traveling current sent from the inverter control unit 103.
- the inverter unit 104 outputs the output command value of the traveling current included in the acquired output command information of the traveling current after receiving the supply of necessary power from the battery unit 105.
- the inverter unit 104 acquires the output command information of the combined drive current described above from the inverter control unit 103, the inverter unit 104 receives the supply of necessary power from the battery unit 105 for the combined drive current included in the output command information. Output on.
- the battery unit 105 supplies, to the inverter unit 104, a traveling current output from the inverter unit 104 or power necessary to output a combined drive current.
- the current detection unit 106 detects each actual output value of the traveling current or the combined drive current actually output from the inverter unit 104.
- the current detection unit 106 constantly detects each actual output value of the traveling current or the combined drive current.
- Each actual output value of the detected traveling current or combined drive current is detected by inverter control section 103 and resonance frequency detection section 109.
- the motor unit 107 inputs each actual output value of the traveling current or the combined drive current output to the inverter unit 104, and based on the respective actual output values of the entered traveling current or the combined drive current, the ECU 102
- the tire 108 is driven by outputting the value of the derived running torque.
- the tire 108 is a so-called tire of the vehicle 1 and is connected to the vehicle 1 in a stable and fixed manner.
- the tire 108 contains a gas between itself and the wheel.
- the gas corresponds to air or nitrogen.
- FIG. 3 is a diagram showing a time change of the actual output value of the inverter output current output from the inverter unit 104 with respect to the output command value of the inverter output current shown in FIG.
- the resonance frequency detection unit 109 detects each actual output value of the inverter output current which is a traveling current or a combined drive current through the current detection unit 106.
- the resonance frequency detection unit 109 derives the frequency when the acquired inverter output current is at a minimum as the resonance frequency of the tire 108.
- the frequency at which the inverter output current is minimized becomes the resonance frequency of the tire 108 according to the following description.
- the inverter output current actually output from the inverter unit 104 is input to the motor unit 107 and mechanical resonance occurs in the tire 108.
- a back electromotive force is induced in the motor unit 107 connected to the tire 108 in a stable and fixed manner by electromagnetic induction. Since the counter current due to the back electromotive force flows in the direction opposite to the current input to the motor unit 107 based on the induced back electromotive force, the impedance of the motor unit 107 viewed from the inverter unit 104 is maximized.
- the impedance of the motor unit 107 is maximum, the current input to the motor unit 107 is the least likely to flow, so the inverter output current has a minimum value as shown in FIG. Therefore, when the inverter output current is minimal, the tire 108 mechanically resonates, and the resonance frequency of the tire 108 stably and fixedly connected to the motor unit 107 is detected.
- the resonance frequency detection unit 109 performs, for example, frequency analysis (FFT or the like) on the inverter output current detected by the current detection unit 106 in deriving the resonance frequency of the tire 108.
- FFT frequency analysis
- the resonance frequency detection unit 109 sends information related to the detected resonance frequency to the internal pressure derivation unit 110.
- the internal pressure deriving unit 110 derives the internal pressure of the tire 108 based on the resonant frequency sent from the resonant frequency detecting unit 109.
- the internal pressure of the tire 108 is, for example, proportional to the resonant frequency of the tire 108 and the spring constant of the tire, and that the spring constant of the tire and the internal pressure of the tire 108 are proportional to each other (for example, Non-Patent Document 1) It is derived on the basis of However, the method of deriving the internal pressure is not limited to the method described in Non-Patent Document 1.
- the information presentation unit 111 presents, to the driver of the vehicle 1, the internal pressure information related to the internal pressure of the tire 108 derived to the internal pressure derivation unit 110. In this presentation, it may be displayed by a meter or the like, or may be displayed on a display or the like of a navigation device provided in advance in the vehicle 1.
- FIG. 4 is a flowchart for explaining the operation of the tire condition detection device 10 according to the present embodiment.
- FIG. 5 is a flowchart illustrating details of the operation of the inverter control unit 103 of the tire condition detection device 10 according to the present embodiment.
- the accelerator position sensor unit 101 detects the depression amount of the depressed accelerator pedal 100.
- the ECU 102 acquires AP opening degree information including information on the detected depression amount from the accelerator position sensor unit 101 (S101).
- the ECU 102 acquires AP opening degree information sent from the accelerator position sensor unit 101 (YES in S101).
- the ECU 102 calculates the output torque (torque for traveling) necessary for the motor unit 107 to rotate the tire 108 based on the acquired AP opening degree information (S102).
- the ECU 102 sends control information for causing the inverter unit 104 to output the traveling current to the inverter control unit 103 (S103).
- the ECU 102 sends, to the resonance frequency detection unit 109, resonance current generation command information for generating an output command value of the resonance current.
- the inverter control unit 103 determines whether or not the output command value of the resonance current is acquired from the resonance frequency detection unit 109 ( S103b).
- the inverter control unit 103 acquires the output command value of the resonance current (YES in S103 b)
- the output command value of the combined drive current in which the output command value of the traveling current and the output command value of the resonance current are superimposed is It generates (S103 c).
- the inverter control unit 103 sends, to the inverter unit 104, output command information of the combined drive current that is controlled to output the generated output command value of the combined drive current (S103 d).
- the inverter unit 104 acquires output command information of the combined drive current from the inverter control unit 103. Based on the acquired output command information of the combined drive current, the inverter unit 104 receives supply of necessary power from the battery unit 105 (S104), and outputs the combined drive current corresponding to the output command information (S105).
- the current detection unit 106 detects the actual output value of the combined drive current actually output from the inverter unit 104 (S106).
- the time change of the actual output value of the detected combined drive current (inverter output value) is as shown in FIG.
- the resonance frequency detection unit 109 derives the frequency when the actual output value of the combined drive current (inverter output value) detected by the current detection unit 106 is minimal as the resonance frequency of the tire 108.
- the resonance frequency detection unit 109 detects the resonance frequency of the tire 108, for example, by performing frequency analysis (FFT etc.) on the combined drive current detected by the current detection unit 106 (S107).
- the internal pressure derivation unit 110 derives the internal pressure of the tire 108 based on the resonant frequency sent from the resonant frequency detection unit 109 (S108).
- the information presentation unit 111 presents the internal pressure information on the internal pressure of the tire 108 derived to the internal pressure derivation unit 110 to the driver of the vehicle 1 (S109), and the operation of the tire condition detection device ends.
- the resonance frequency detection unit 109 sends the resonance current swept around the resonance frequency specific to the tire 108 to the inverter control unit 103.
- the inverter control unit 103 sends, to the inverter unit 104, an output command value of a combined drive current in which the resonance current and the traveling current are superimposed.
- the resonance frequency of the tire 108 is detected from the actual output value of the combined drive current actually output by the inverter unit 104.
- the influence of the disturbance of the vehicle 1 is considered
- the resonance frequency of the tire 108 can be determined with high accuracy. Since the resonant frequency of the tire 108 can be determined with high accuracy, as a result, the internal pressure of the tire can be detected with high accuracy.
- FIG. 6 is a flow chart for explaining the operation while the vehicle is stopped in the tire condition detection device 10 according to the present embodiment.
- FIG. 7 is a diagram showing the time change of the output command value of the inverter output current sent from the inverter control unit 103 to the inverter unit 104 while the vehicle is stopped.
- FIG. 8 is a diagram showing the time change of the actual output value of the inverter output current detected by the current detection unit 106 while the vehicle is stopped.
- the accelerator pedal 100 When the vehicle 1 is at a stop, the accelerator pedal 100 is not depressed by the driver. That is, the accelerator position sensor unit 101 does not detect the amount of depression of the accelerator pedal 100.
- the ECU 102 acquires an input signal corresponding to depression of a predetermined switch or the like from, for example, a driver, and sends resonance current generation command information to the resonance frequency detection unit 109 based on the input signal (S110).
- the timing at which the resonance current generation command information is sent to the resonance frequency detection unit 109 does not have to be the timing at which a predetermined switch or the like is pressed from the driver.
- the ECU 102 may always send resonance current generation command information to the resonance frequency detection unit 109.
- the resonance frequency detection unit 109 acquires resonance current generation command information from the ECU 102 (YES in S110), the resonance frequency detection unit 109 generates an output command value of the resonance current, and generates the output command value of the generated resonance current at a predetermined timing. Then, the signal is sent to the inverter control unit 103 (S111).
- the inverter control unit 103 acquires an output command value of the resonance current (YES in S111), and outputs an output command of the resonance current to control the inverter unit 104 to output the acquired output command value of the resonance current.
- Information is sent out (S112).
- the output command value of the resonance current included in the output command information of the sent resonance current corresponds to the output command value Iqb * of the resonance current shown in FIG. 2 (see FIG. 7).
- the processes after S112 are the same processes as the corresponding reference symbols shown in FIG.
- the tire condition detection device 10 can generate the inverter output current command value to be output to the inverter unit 104 as the resonance current.
- the resonance frequency of the tire can be determined with high accuracy only by setting the output command value of.
- the tire condition detection device 10 according to the present embodiment can detect the internal pressure of the tire with high accuracy regardless of the driving condition of the vehicle 1 during traveling or stopping.
- FIG. 9 is an external view showing an entire configuration of a vehicle in which a plurality of tires 108 are fixedly arranged to the motor unit 107 via differential gears.
- the tire condition detection device 10 can similarly detect the internal pressure of the tire 108 with high accuracy, even when the vehicle 1 is a vehicle as shown in FIG. That is, the tire 108 of one wheel may be attached to the motor unit 107, or the tire 108 of a plurality of wheels may be attached.
- FIG. 10 is a diagram showing that two tire resonance frequencies appear when two tires are arranged with respect to the motor unit 107.
- the tire condition detecting device 10 individually performs the operation shown in FIGS. 4 and 5 on each tire 108.
- the first minimum value corresponding to the resonance frequency (resonance point) of the first tire 108, and the second tire 108 In the actual output value of the inverter output current output from the inverter unit 104, as shown in FIG. 10, the first minimum value corresponding to the resonance frequency (resonance point) of the first tire 108, and the second tire 108.
- FIG. 11 shows a case where two tires are arranged with respect to the motor unit 107, and when the vehicle is at a stop, first and second local minimums respectively corresponding to two tire resonance frequencies (resonance points) It is a figure which shows a mode that a value appears.
- the tire condition detection device 10 is a case where it is mounted on a vehicle as shown in FIG. 9, and also when the vehicle is at a stop, the internal pressure of the tire 108 is similarly Can be detected with high accuracy.
- FIG. 12 is a block diagram showing an internal configuration of a vehicle 2 including a tire condition detecting device 20 according to Embodiment 2 of the present invention.
- the tire condition detection device 20 according to the present embodiment differs from the tire condition detection device 10 according to the present embodiment in that the tire condition detection device 20 includes a motor unit 201, an encoder unit 202, and a rotation as shown in FIG. This is a point having the angular velocity calculation unit 203. Except for these points, the second embodiment is the same as the first embodiment, and in FIG. 12, the same reference numerals as in FIG. 1 denote the same constituent elements in FIG.
- the motor unit 201 further includes an encoder unit 202 in the motor unit 107 of the first embodiment.
- the encoder unit 202 detects the rotation angle of the rotor with respect to the stator of the motor unit 201, and sends the detected rotation angle to the rotation angular velocity calculation unit 203.
- the encoder unit 202 may be an optical encoder such as an incremental encoder or an absolute encoder, or may be a magnetic encoder configured of a Hall element or the like.
- the rotational angular velocity calculation unit 203 acquires the rotational angle sent from the encoder unit 202, performs time differentiation on the acquired rotational angle, and derives the rotational angular velocity ⁇ .
- the parameter ⁇ represents the rotational angular velocity.
- the rotational angular velocity calculation unit 203 sends the derived rotational angular velocity ⁇ to the resonance frequency detection unit 109.
- FIG. 13 is a view showing temporal change of the rotational angular velocity of the motor unit 201 derived by the rotational angular velocity calculation unit 203. As shown in FIG.
- FIG. 14 is a flow chart for explaining the operation of the tire condition detection device 20 according to the present embodiment.
- the operation of the inverter control shown in FIG. 14 is the same as the content shown in FIG. 5, so the description of the operation of the inverter control is omitted.
- the accelerator position sensor unit 101 detects the depression amount of the depressed accelerator pedal 100.
- the ECU 102 acquires AP opening degree information including the detected depression amount from the accelerator position sensor unit 101 (S101).
- the ECU 102 acquires AP opening degree information sent from the accelerator position sensor unit 101 (YES in S101).
- the ECU 102 calculates the output torque (traveling torque) required for the motor unit 201 to rotate the tire 108 based on the acquired AP opening degree information (S102).
- the ECU 102 sends control information for causing the inverter unit 104 to output the traveling current to the inverter control unit 103 (S103).
- the ECU 102 sends, to the resonance frequency detection unit 109, resonance current generation command information for generating an output command value of the resonance current.
- the inverter unit 104 acquires output command information of the combined drive current (inverter output current) from the inverter control unit 103. Based on the acquired output command information of the combined drive current, the inverter unit 104 receives supply of necessary power from the battery unit 105 (S104), and outputs the combined drive current corresponding to the output command information (S105).
- the current detection unit 106 detects the actual output value of the combined drive current actually output from the inverter unit 104 (S106). The actual output value of the detected combined drive current is detected by the inverter control unit 103.
- the encoder unit 202 detects the rotation angle of the motor unit 201 (S201), and sends the detected rotation angle to the rotation angular velocity calculation unit 203.
- the rotational angular velocity calculation unit 203 acquires the rotational angle of the motor unit 201 sent from the encoder unit 202, and time-differentiates the acquired rotational angle to detect the rotational angular velocity ⁇ (S202).
- the rotational angular velocity calculation unit 203 sends the derived rotational angular velocity ⁇ to the resonance frequency detection unit 109.
- the resonant frequency detection unit 109 acquires the rotational angular velocity ⁇ of the motor unit 201 derived to the rotational angular velocity calculation unit 203, and takes the frequency when the value of the acquired rotational angular velocity is maximal as the resonant frequency of the tire 108. To derive.
- the resonance frequency detection unit 109 detects the resonance frequency of the tire 108, for example, by performing frequency analysis (FFT or the like) on the rotational angular velocity derived by the rotational angular velocity calculation unit 203 (S107).
- the internal pressure derivation unit 110 derives the internal pressure of the tire 108 based on the resonant frequency sent from the resonant frequency detection unit 109 (S108).
- the information presentation unit 111 presents the internal pressure information on the internal pressure of the tire 108 derived to the internal pressure derivation unit 110 to the driver of the vehicle 2 (S109), and the operation of the tire condition detection device ends.
- the resonance frequency detection unit 109 sends the resonance current swept around the resonance frequency specific to the tire 108 to the inverter control unit 103.
- the inverter control unit 103 sends, to the inverter unit 104, an output command value of a combined drive current in which the resonance current and the traveling current are superimposed.
- the encoder unit 202 detects the rotation angle of the motor unit 201 driven by the actual output value of the combined drive current actually output by the inverter unit 104, and the rotation angular velocity of the motor unit 201 is calculated from the time derivative of the detected rotation angle. It is derived.
- the resonance frequency of the tire 108 is detected from the derived rotational angular velocity of the motor unit 201.
- the mechanical resonance of the tire 108 can be determined also from the time change of the rotational angular velocity of the motor unit 107 connected to the tire 108 stably and fixedly. For this reason, it is not necessary to consider the influence of the disturbance of the vehicle 2, and the resonant frequency of the tire 108 can be determined with high accuracy. Since the resonant frequency of the tire 108 can be determined with high accuracy, as a result, the internal pressure of the tire can be detected with high accuracy.
- the internal pressure deriving unit 110 and the information presentation unit 111 have been described as being essential components.
- the internal pressure deriving unit 110 and the information presenting unit 111 may have any configuration with respect to the tire condition detecting device 10 or 20.
- the output command information of the resonance current is generated by the resonance frequency detection unit 109.
- the resonance frequency detection unit 109 may not generate the resonance current.
- the resonance frequency detection unit 109 sends out timing information for causing the inverter control unit 103 itself to generate output command information of a resonance current, and information on a resonance frequency unique to the tire 108.
- the inverter control unit 103 acquires the timing information, the inverter control unit 103 generates an output command value of the resonance current swept in the vicinity of the resonance frequency unique to the tire 108, and combines driving with the above output command value of the traveling current.
- Output command information of the combined drive current including the output command value of the current is sent to the inverter unit 104.
- the inverter control unit 103 may not obtain the information on the resonance frequency specific to the tire 108 from the resonance frequency detection unit 109.
- the inverter control unit 103 may obtain information on the resonance frequency specific to the tire 108 from the ECU 102.
- the tire condition detection apparatus 20 Similar to the tire condition detection apparatus 10 according to the first embodiment, the tire condition detection apparatus 20 according to the second embodiment operates the internal pressure of the tire 108 even when the operation of the vehicle 2 including the tire condition detection apparatus 20 is stopped. It can be derived. Further, even when a plurality of tires are stably and fixedly connected to the motor unit 201, the tire condition detection device 20, like the tire condition detection device 10 according to the first embodiment, the internal pressure of each tire 108. Can be derived.
- FIG. 15 is a block diagram showing an example of the configuration of a tire condition detection device according to a third embodiment.
- the tire condition detection device 10 is a device connected to a tire (hereinafter simply referred to as “tire”) 108 fixed to a wheel, and includes a vibration input unit 310, a frequency information acquisition unit 320, and a tire.
- a state estimation unit 330 is provided.
- the tire 108 is stably and fixedly connected to the vehicle, and contains a gas such as air or nitrogen between itself and the wheel.
- the frequency information acquisition unit 320 corresponds to the encoder unit 202, the current detection unit 106, the resonance frequency detection unit 109, and the rotational angular velocity calculation unit 203 in the first embodiment and the second embodiment.
- the tire condition estimation unit 330 corresponds to the internal pressure derivation unit 110 in the first embodiment and the second embodiment.
- the vibration input unit 310 inputs a predetermined vibration to the tire 108.
- the predetermined vibration is a small longitudinal vibration applied to the rotational direction of the tire 108 to make it easy for the frequency information acquisition unit 320 described later to extract the resonant frequency of the tire 108, and is defined by the magnitude of the torque and the vibration frequency. It is This predetermined vibration is referred to as "resonance vibration" as defined above.
- the vibration input unit 310 may apply vibration by electrically or mechanically controlling the drive system of the tire 108, or may directly mechanically vibrate the tire 108 independently of the drive system. good.
- the vibration input unit 310 is, for example, an electromagnetic vibrator attached to the wheel of the tire 108 or an unbalanced mass with an eccentric mass attached to a small motor. It can be a type of vibrator.
- the vibration input unit 310 can be, for example, a hydraulic control device of a damper, such as an active suspension.
- the frequency information acquisition unit 320 acquires frequency information of the tire 108 when the vibration for resonance is input by the vibration input unit 310.
- the frequency information is information for extracting a resonant frequency of the tire 108 described later.
- the frequency information includes, for example, the rotational angular velocity of the tire 108.
- the frequency information is an inverter control voltage for reducing an induced electromotive force in a motor drive vehicle.
- an encoder for detecting the rotational angle of the rotor with respect to the stator of the tire 108 is disposed to acquire the rotational angle of the rim, and time differentiation is performed on each of the rotational angles of the rim It can be acquired by Examples of the encoder include an optical encoder such as an incremental encoder or an absolute encoder, and a magnetic encoder including a Hall element or the like.
- the tire condition estimation unit 330 extracts the resonance frequency of the tire 108 from the frequency information acquired by the frequency information acquisition unit 320, and estimates the condition of the tire 108. Then, the tire condition detection device 10 estimates the condition of the tire 108 using a mechanical model of the tire 108. Specifically, the tire condition estimation unit 330 calculates the torsion spring constant of the mechanical model of the tire 108 every time the detection of the condition of the tire 108 is performed, and the state of the tire 108 based on the calculated torsion spring constant. Estimate
- FIG. 16 is a diagram showing a mechanical model of the tire 108 used by the tire condition estimation unit 330. As shown in FIG.
- the mechanical model 410 of the tire 108 includes the moment of inertia of the rim 420 of the tire 108, the moment of inertia of the tread 430 of the tire 108, a spring (torsion spring) 440 connecting these, and a damper 450. . That is, the mechanical model 410 of the tire 108 models mechanical vibration generated in the tire 108 as a torsional vibration phenomenon.
- the dynamic model 410 is expressed using the following variables.
- ⁇ s is a rotational angle difference between the rim 420 and the tread 430.
- the moment of inertia J 1 , the outside moment of inertia J 2 , and the equivalent viscosity coefficient D are parameters that can be regarded as fixed values.
- the torsion spring constant K is a parameter representing the elasticity of the side rubber portion of the tire 108 connecting the rim 420 and the tread 430, and depends on the air pressure (hereinafter referred to as "the tire internal pressure").
- the output torque Te is a control target.
- the disturbance torque T d is an unknown parameter.
- Rotational angular velocity omega 1 is a measurable parameter with high accuracy.
- the tire condition detection device 10 includes, for example, a central processing unit (CPU) and a storage medium such as a random access memory (RAM). In this case, part or all of the above-described functional units are realized by the CPU executing a control program.
- the tire condition detection device 10 can be, for example, in the form of an ECU mounted on a vehicle and connected to a drive system of the tire 108.
- FIG. 17 is a flowchart showing an example of the operation of the tire condition detection device 10 according to the third embodiment.
- the vibration input unit 310 inputs a predetermined vibration to the tire 108 (S1090).
- the estimation execution timing may be traveling or parking or stopping of the vehicle to be detected, and traveling at a constant speed or traveling at an indefinite speed. Further, the estimation execution timing may arrive at a predetermined cycle, or may be when a predetermined operation such as switch depression is performed by the driver.
- the frequency information acquisition unit 320 acquires frequency information of the tire 108, and outputs the acquired frequency information to the tire condition estimation unit 330 (S1100).
- the tire condition estimation unit 330 extracts the resonant frequency of the tire 108 from the input frequency information (S1120). Then, the tire condition estimation unit 330 calculates the torsion spring constant K of the tire 108 from the extracted resonant frequency (S1130).
- the tire state estimation unit 330 detects the resonance frequency and calculates the torsion spring constant K based on the resonance frequency.
- the rotational angular velocity omega 1 of the rim 420 will be described when it is inputted to the tire state estimating section 330 as the frequency information.
- the frequency information is, for example, a frequency of a control voltage for controlling a current for suppressing an induced electromotive force generated by rotation of a motor with respect to a rotational angular velocity and a voltage for driving the motor.
- FIG. 18 is a view showing an example of the frequency characteristic of the tire 108. As shown in FIG. The horizontal axis shows the frequency f, and the vertical axis shows the power spectral density of the rotational angular velocity ⁇ 1 of the rim 420.
- Tire state estimation unit 330 by performing a frequency analysis such as FFT (Fast Fourier Transform) with respect to the rotational angular velocity omega 1 of the rim 420, it is possible to obtain a spectrum waveform 461 shown in FIG. 18.
- FFT Fast Fourier Transform
- a resonance frequency affected by the tire internal pressure appears at a frequency 462 as coupled resonance of the longitudinal vibration of the suspension and the torsional spring resonance of the tire 108.
- the details of this phenomenon are described in, for example, Non-Patent Document 1, and thus the description thereof is omitted here.
- the tire condition estimation unit 330 obtains the resonance frequency 462 by detecting the peak position of the spectrum waveform 461.
- the resonance frequency f c0 of the tire 108 is generally expressed as the following equation (1) from a two-inertia system model.
- a tire state estimation unit 330 detects the resonance frequency f c0, the moment of inertia J 1 and outer moment of inertia J 2 is a fixed value, using Equation (1), is possible to calculate the torsion spring constant K it can.
- the frequency information contains a large amount of vibration noise due to vibration components other than the torsional resonance frequency, which are generated due to the friction coefficient between the tire and the road surface and unevenness.
- the resonance frequency f c0 is difficult to detect in the prior art because it is easily buried in such vibration noise.
- the tire condition detection apparatus 10 causes the vibration input unit 310 to input, to the tire 108, the predetermined vibration that facilitates the extraction of the resonance frequency f c0 .
- the tire condition detection device 10 can extract the resonance frequency f c0 more reliably and with higher accuracy.
- the tire condition estimation unit 330 may calculate the torsion spring constant K by, for example, calculating the resonance frequency f c0 by the method described below.
- the tire condition estimation unit 330 may calculate the torsion spring constant K using a batch least squares estimation method or the like.
- the tire condition estimation unit 330 calculates the torsion spring constant K of the tire 108 from the calculated resonance frequency f c0 using Expression (1).
- the tire condition detection device 10 can extract the resonance frequency f c0 , it can calculate the torsion spring constant K that represents the current condition of the tire 108 with high accuracy.
- the tire condition detection apparatus 10 applies predetermined vibration to the tire 108 to acquire frequency information of the tire 108, and extracts the resonance frequency of the tire 108 from the frequency information. Then, the tire condition detection device 10 estimates the condition of the tire 108 from the extracted resonant frequency. Thereby, the tire condition detection device 10 can calculate the torsion spring constant of the dynamic model of the tire 108 each time, and can detect the condition of the tire 108 with high accuracy.
- Non-Patent Document 1 vibration is not input to facilitate extraction of the resonance frequency of the tire 108 described later. Therefore, with the technique described in Non-Patent Document 1, it is not possible to extract the resonance frequency reliably and accurately.
- the tire condition detection device 10 can detect the condition of the tire 108 with higher accuracy than the technology described in Non-Patent Document 1 described above.
- FIG. 19 is a block diagram showing an example of the configuration of a tire condition detection device according to a fourth embodiment of the present invention, which corresponds to FIG. 15 of the third embodiment.
- the main difference between the tire condition detection apparatus 10 according to the fourth embodiment and the third embodiment is the vibration input unit 310a that determines the vibration for resonance based on the information on the tire condition acquired in the past, and the tire condition That is, a tire condition estimation unit 330a that feeds back information is disposed.
- the tire condition estimation unit 330 a determines whether the air pressure of the tire 108 has significantly decreased based on the change of the torsion spring constant K. Then, the tire condition estimation unit 330a holds the resonance frequency f c0 and the determination result on the presence or absence of a significant decrease in tire air pressure due to a puncture or the like (hereinafter referred to as “air pressure decrease”).
- Vibration input unit 310a acquires information of the presence or absence of the resonance frequency f c0 and pneumatic lowered tire state estimation unit 330a holds. Then, based on the information, the vibration input unit 310a controls at least one of the magnitude of the torque and the vibration frequency, or both of them so that the resonance frequency f c0 is easily extracted. When one of the magnitude of the torque and the vibration frequency is a fixed value, the vibration input unit 310a may control only the other one that is not a fixed value.
- FIG. 20 is a flowchart showing an example of the operation of the tire condition detection apparatus 10 according to the fourth embodiment, which corresponds to FIG. 17 of the third embodiment.
- the vibration input unit 310a stores the resonance frequency f c0 and air pressure acquired at the previous estimation execution timing (hereinafter simply referred to as “preceding”) stored in the tire condition estimation unit 330a each time the estimation execution timing arrives.
- the information on the presence or absence of deterioration is read (S1050).
- the vibration input unit 310a sends an information request command to the tire condition estimation unit 330a, and the tire condition estimation unit 330a that has acquired the information request command sends the information to the vibration input unit 310a. It may be sent out. Then, if there is no drop in air pressure (S1051: NO), the vibration input unit 310a determines the resonance vibration for generating the vibration including the resonance frequency f c0 (S1060), and determines the determined resonance vibration as a tire. It inputs to 108 (S1090). Details of the determination of the resonance vibration will be described later. In the case where there is a drop in air pressure (S1051: YES), the vibration input unit 310a does not output the resonance vibration, and ends the process.
- S1051 YES
- the tire condition estimation unit 330a calculates the torsion spring constant K (t) (S1130), the torsion spring constant K (t) obtained at this estimation execution timing (hereinafter simply referred to as "this") It is determined whether or not the difference with the torsion spring constant K (t-1) is equal to or greater than a predetermined threshold (S1140).
- t indicates that the parameter is based on the latest frequency information
- tn indicates that the parameter is based on frequency information input at the nth previous estimation execution timing.
- the tire condition estimation unit 330a stores air pressure drop information indicating that the air pressure drop has occurred (S1160).
- the air pressure drop information is read by the vibration input unit 310a in step S1050 (hereinafter simply referred to as "next") of the next estimation execution timing. Then, the vibration input unit 310a stops the output of the resonance vibration until the reset process after the tire replacement or repair is performed, that is, the air pressure decrease information without the air pressure decrease is input.
- the reset process is instructed by a driver or the like pressing a reset button (not shown) after tire replacement.
- the tire condition estimation unit 330a discards the stored tire pressure drop information.
- the tire condition estimation unit 330a stores the resonance frequency f c0 and the spring constant K (t) (S1180).
- the resonance frequency f c0 is read by the vibration input unit 310a in the next step S1050.
- the spring constant K (t) is used as the previous spring constant K (t-1) in the next step S1140.
- the tire condition estimation unit 330a stores a plurality of spring constants K (t-1), K (t-2),... K (t-m) (m: positive integer) in advance. Also good. Then, the tire condition estimation unit 330a determines the difference between any one or the maximum value of the plurality of stored spring constants or the average value and the current spring constant K (t). You may use.
- the vibration input unit 310a determines the resonance torque as a sinusoidal torque that sweeps from a low frequency to a high frequency or from a high frequency to a low frequency in a wide frequency band. That is, in an initial state in which the resonance frequency f c0 is unknown, the vibration input unit 310a determines a vibration torque that searches a relatively wide range as the resonance torque so that the resonance frequency f c0 can be reliably extracted. .
- the tire condition detection device 10 narrows down the search range to shorten the search time. Specifically, the vibration input unit 310a determines the vibration torque limited to a narrow frequency band including the previous resonance frequency f c0 acquired from the tire condition estimation unit 330a as the resonance torque.
- the vibration input unit 310a sets the upper limit and lower limit values of the frequency in the range including the previous resonance frequency f c0, and changes from the frequency of the lower limit value to the frequency of the upper limit value or the frequency of the upper limit value to the frequency of the lower limit value
- the sinusoidal torque to sweep into is determined as the resonance torque.
- the vibration input unit 310a creates a band pass filter whose passband is limited to a range including the previous resonance frequency f c0 , and the vibration input unit 310a intentionally generates white noise, and this white noise is The white noise torque obtained by passing through the generated band pass filter is determined as the resonance torque.
- the vibration input unit 310a may narrow the search range only when the change in the resonance frequency f c0 is small.
- the vibration input unit 310a may narrow the search range using the average value of the resonance frequency f c0 for a plurality of times. Furthermore, when calculating the average value, the vibration input unit 310a may calculate an average value excluding values that are largely out of order. Thus, the tire condition detection device 10 can improve the extraction accuracy of the resonance frequency f c0 .
- the vibration input unit 310a releases the narrowing of the search range, and determines a vibration torque that searches a relatively wide range as the resonance torque.
- the tire condition detection device 10 according to the fourth embodiment can shorten the search time of the resonance frequency f c0 .
- the tire condition detection device 10 according to the fourth embodiment can detect the condition of the tire 108 in a short time.
- FIG. 21 is a block diagram showing an example of the configuration of a tire condition detection apparatus according to a fifth embodiment of the present invention, which corresponds to FIG. 19 of the fourth embodiment.
- the main difference between the tire condition detection apparatus 10 according to the fifth embodiment and the fourth embodiment is that the tire internal pressure calculation unit 340 and the information presentation unit 350 are included.
- the tire internal pressure calculation unit 340 corresponds to the internal pressure deriving unit 110 of the first embodiment and the second embodiment
- the information presentation unit 350 corresponds to the information presentation unit 111 of the first embodiment and the second embodiment. .
- the tire internal pressure calculation unit 340 obtains the torsion spring constant K (t) from the tire state estimation unit 330a, and calculates the internal pressure of the tire 108 based on the torsion spring constant K (t). Specifically, the tire internal pressure calculation unit 340 pre-stores, for example, the correlation between the tire spring constant K and the tire 108 internal pressure, and the spring constant is calculated using this correlation. The internal pressure of the tire 108 is calculated from K (t). This correlation may be defined by a table or by a function. Then, the tire internal pressure calculation unit 340 outputs the calculated internal pressure of the tire 108 to the information presentation unit 350 as internal pressure information.
- the correlation between the torsion spring constant K and the internal pressure of the tire 108 is proportional. Details of the proportional relationship between the torsion spring constant K and the internal pressure of the tire 108 and the method of detecting the internal pressure of the tire 108 based on this are described in, for example, Non-Patent Document 1, and thus the description thereof is omitted here. However, the method of detecting the internal pressure of the tire 108 used by the tire internal pressure calculation unit 340 is not limited to the method described in Non-Patent Document 1.
- the tire internal pressure calculation unit 340 acquires this and outputs it to the information presentation unit 350.
- the information presentation unit 350 presents the contents of the internal pressure information and the air pressure reduction information to the driver. This presentation is performed by, for example, display on an instrument panel or a display of a navigation device, or audio output from a loudspeaker.
- FIG. 22 is a flowchart showing an example of the operation of the tire condition detection apparatus 10 according to the fifth embodiment, which corresponds to FIG. 20 of the fourth embodiment.
- the tire condition estimation unit 330a determines that the air pressure drop occurs in the tire 108 (S1150)
- the tire condition estimation unit 330a stores the air pressure decrease information and outputs the information to the tire internal pressure calculation unit 340 (S1161).
- the difference between the current torsion spring constant K (t) and the previous torsion spring constant K (t-1) is less than a predetermined threshold (S1140: NO)
- the tire condition estimation unit 330a The torsion spring constant K (t) is output to the tire internal pressure calculation unit 340 (S1170). Then, the tire condition estimation unit 330a stores the torsion spring constant K (t) (S1180).
- the tire internal pressure calculation unit 340 calculates the internal pressure of the tire 108 from the torsion spring constant K (t) (S1190). Then, the tire internal pressure calculation unit 340 outputs the calculated internal pressure to the information presentation unit 350 as internal pressure information. In addition, when the air pressure reduction information is input, the tire internal pressure calculation unit 340 outputs, to the information presentation unit 350, that the air pressure reduction has occurred in the tire 108. As a result, the internal pressure information indicating the internal pressure of the tire 108 and the air pressure reduction information indicating that the air pressure is decreasing in the tire 108 are appropriately presented to the driver according to the state of the tire 108. S1200).
- the tire condition detection device 10 according to the fifth embodiment presents the condition of the tire 108 to the driver, it is possible to prompt the driver to take appropriate measures such as air injection and puncture repair. it can.
- the tire condition detection device 10 according to the fifth embodiment can improve the safety of the vehicle and the fuel consumption.
- the target of the information presentation is not limited to the driver, and may be another passenger, a maintainer of the vehicle, or a remote monitor of the vehicle.
- the tire condition detection device 10 When presenting to a maintenance person, the tire condition detection device 10 needs to be provided with a recording medium for recording internal pressure information, air pressure reduction information, or each information serving as a basis of these.
- the tire condition detection device 10 when presenting to a remote monitoring person, the tire condition detection device 10 needs to be provided with a communication device for transmitting internal pressure information and air pressure reduction information to an external device such as a management server.
- FIG. 23 is a block diagram showing an example of the configuration of a tire condition detection apparatus according to a sixth embodiment of the present invention, which corresponds to FIG. 21 of the fifth embodiment.
- the tire condition detection device 10 according to the sixth embodiment is applied to a tire 108 in which the battery unit 510, the inverter unit 520, and the motor unit 530 are drive systems.
- the main difference between the tire condition detection apparatus 10 according to the sixth embodiment and the fifth embodiment is that the vibration input unit 310a is replaced by the inverter control unit 311 and the frequency information acquisition unit 320 is replaced by the rotational angular velocity detection unit 321.
- the battery unit 510, the inverter unit 520, and the motor unit 530 correspond to the battery unit 105, the inverter unit 104, and the motor units 107 and 201 in the first and second embodiments, respectively.
- inverter control unit 311 and rotational angular velocity detection unit 321 correspond to inverter control unit 103 and rotational angular velocity calculation unit 203 of the first and second embodiments, respectively.
- the battery unit 510 is a storage battery that supplies the inverter unit 520 with power necessary for the inverter unit 520 to output a current.
- the inverter unit 520 outputs electric power to the motor unit 530 in accordance with the output command value of the motor drive current input from the inverter control unit 311 described later.
- the motor unit 530 generates torque by the power supplied from the inverter unit 520 and drives the tire 108.
- the inverter control unit 311 is operation information (hereinafter simply referred to as "operation information") indicating the amount of depression of the accelerator pedal (for example, the accelerator pedal 100 of the first embodiment and the second embodiment) which the driver stepped in to accelerate Enter This input is performed using, for example, the accelerator position sensor unit 101 of the first embodiment and the second embodiment. Then, the inverter control unit 311 determines the value of the traveling torque from the operation information. Further, the inverter control unit 311 determines the resonance torque as in the case of the vibration input unit 310 a according to the fifth embodiment. Then, inverter control unit 311 outputs an output command value of the motor drive current to inverter unit 520 such that the combined torque of the resonance torque and the traveling torque is output from motor unit 530.
- operation information hereinafter simply referred to as "operation information”
- inverter control unit 311 detects an actual output value of motor drive current of motor unit 530 by a current detection unit (not shown). Then, the inverter control unit 311 controls the power supply to the motor unit 530 of the inverter unit 520 such that the actual output value matches the output command value calculated by the inverter control unit 311.
- the inverter control unit 311 may perform such generation of the output command value by calculating the value of the combined torque, or by combining the current for resonance and the current for traveling (by adding) You may go.
- Rotational angular velocity detecting unit 321 from the tire 108, to detect the rotational angular velocity omega 1 of the rim of the tire 108, as the frequency information described above, and outputs to the tire state estimation unit 330a.
- the rotational angular velocity detection unit 321 acquires the rotational angle of the rim from, for example, an encoder (not shown) that detects the rotational angle of the rotor with respect to the stator of the tire 108.
- the rotational angular velocity detection unit 321 may acquire the rotational angle using, for example, an optical encoder such as an incremental encoder or an absolute encoder, or a magnetic encoder configured of a Hall element or the like. Further, the rotational angular velocity detection unit 321 may obtain the rotational angle or the rotational angular velocity directly from the tire 108.
- the tire condition estimation unit 330 a calculates the resonance frequency f c0 of the tire 108 based on the rotational angular velocity ⁇ 1 input from the rotational angular velocity detection unit 321.
- FIG. 24 is a flowchart showing an example of the operation of the tire condition detection apparatus 10 according to the sixth embodiment, which corresponds to FIG. 22 of the fifth embodiment.
- the inverter control unit 311 derives a value of traveling torque based on the depression amount of the accelerator pedal (S1010), and derives a traveling current corresponding to the value of traveling torque (S1020). ). Then, when it is not the estimated execution timing (S1030: NO), inverter control unit 311 outputs the traveling current to inverter unit 520 as the output specification value. As a result, only the traveling current is output as a motor drive current from the motor unit 530 (S1040), and only the traveling torque is applied to the tire 108.
- the inverter control unit 311 reads the previous resonance frequency fc0 (S1050). Then, if the air pressure does not decrease (S1051: NO), the inverter control unit 311 derives a resonance torque for generating a vibration including the previous resonance frequency f c0 (S1061). Then, the inverter control unit 311 derives the resonance current corresponding to the value of the resonance torque (S 1070), and generates an output command value of the combined drive current in which the resonance current is superimposed on the traveling current, and the inverter unit 520 It outputs to (S1081). As a result, the combined drive current is output as a motor drive current from the motor unit 530 (S1091), and the combined drive torque is applied to the tire 108.
- the rotation angular velocity detecting unit 321 detects the rotational angular velocity omega 1 of the tire 108, as the rotation angular velocity signal of time series to output to the tire state estimation unit 330a (S1101).
- the tire condition estimation unit 330a passes the input rotational angular velocity signal to a band pass filter having a band including the previous resonance frequency f c0 as a pass band (S1110). Then, the resonance frequency f c0 of the tire 108 is extracted from the rotational angular velocity signal after passing through the band pass filter (S1120).
- the tire condition detection apparatus 10 receives the operation information and controls the value of the motor drive current to input the traveling torque and the resonance torque.
- the tire condition detection apparatus 10 according to the sixth embodiment can easily input the vibration for resonance to the tire 108 of the drive system capable of acquiring operation information and designating the value of the motor drive current. Can.
- the tire condition detection apparatus 10 since the tire condition detection apparatus 10 according to the sixth embodiment receives the vibration for resonance from the motor unit 530 connected to the tire 108 stably and fixedly, the vibration other than the resonance frequency and the resonance frequency in the frequency information is The influence of the components can be reduced.
- the tire condition detection device 10 acquires the rotational angular velocity acquired from the rotational angle sensor installed to drive the motor unit 530 as the frequency information, so that the vibration can be detected. There is no need to prepare another sensor.
- the tire state detection device 10 inputs only the resonance torque to the tire 108.
- FIG. 25 is a block diagram showing an example of a configuration of a tire condition detection device according to a seventh embodiment, which corresponds to FIG. 23 of the sixth embodiment.
- the main difference between the tire condition detection apparatus 10 according to the seventh embodiment and the sixth embodiment is that the rotational angular velocity detection unit 321 is replaced with a current acquisition unit 322 and a rotational angular velocity detection unit 323.
- the current acquisition unit 322 acquires an actual output value of the motor drive current from the motor unit 530 and outputs the value to the rotational angular velocity detection unit 323.
- the rotational angular velocity detection unit 323 calculates the rotational angular velocity ⁇ 1 of the rim of the tire 108 from the actual output value I q of the motor drive current, and outputs the rotational angular velocity ⁇ 1 to the tire condition estimation unit 330 a.
- FIG. 26 is a control block diagram showing an example of the configuration of a motor drive system.
- the PI controller 521 of the inverter control unit 311 controls the motor such that the actual output value of the combined drive current detected by the motor unit 530 matches (the command value of) the combined drive current calculated by the inverter control unit 311.
- the controller 530 controls the actual output value I q of the current flowing through the unit 530. That, PI controller 521, the output command value I Q_ref calculated by the inverter control unit 311, a control voltage V Q_ref as actual output value I q of the motor unit 530 are the same, is applied to the motor section 530.
- the motor circuit 531 is an electronic circuit that can be modeled by the inductance L of the winding coil and the resistance R of the winding coil.
- An output torque T e proportional to a torque constant K t is applied to the tire 108 by the actual output value I q .
- the rotation of the tire 108, the rotor of the motor 530 is rotated at a rotational angular velocity omega 1.
- -K e ⁇ 1 is actually input as an input voltage value. From this relationship, the following equation (2) is derived.
- the rotational angular velocity detection unit 323 calculates the rotational angular velocity (that is, the rotational angular velocity of the rim of the tire 108) ⁇ 1 of the motor unit 530 from the actual output value I q and the control voltage V q_ref using Equation (2). It outputs to the estimation part 330a.
- the tire condition detection apparatus 10 detects the rotational angular velocity ⁇ 1 from the actual output value of the drive current output to the motor unit 530 and the control voltage calculated by the inverter control unit 311. Can eliminate the need for a sensor such as an encoder.
- the motor unit 530 is a synchronous motor with a surface magnet structure in which permanent magnets are attached to the surface of a rotor, and it is assumed that current control with a d-axis current of zero is assumed.
- the configuration of the motor unit 530 is not limited to this.
- the rotational angular velocity is also the same. It is possible to detect ⁇ 1 .
- FIG. 27 is a block diagram showing an example of a configuration of a tire condition detection device according to an eighth embodiment, which corresponds to FIG. 23 of the sixth embodiment.
- the tire condition detection device 10 according to the eighth embodiment is applied to a tire 108 having a battery unit 510, an inverter unit 520, a motor unit 530, and an inverter control unit 540 as drive systems.
- the main difference between the tire condition detection apparatus 10 according to the eighth embodiment and the sixth embodiment is that the inverter control unit 311 is replaced with the control unit 312.
- Control unit 312 corresponds to ECU 102 of the first embodiment and the second embodiment.
- the inverter control unit 540 calculates an output command value of the motor drive current that causes the motor unit 530 to output the output torque based on the value of the output torque of the tire 108 input from the control unit 312 described later. Output to inverter unit 520. Alternatively, inverter control unit 540 outputs an output command value for outputting the motor drive current based on a motor drive current such that motor unit 530 outputs the output torque of tire 108 input from control unit 312 described later. It is calculated and output to the inverter unit 520.
- the control unit 312 determines the value of the traveling torque and the value of the resonance torque based on the operation information. Then, the control unit 312 outputs, to the inverter control unit 540, the value of the combined torque obtained by combining the resonance torque and the traveling torque as the value of the output torque of the tire 108.
- the output of the value of the output torque may be performed not by the value of the output torque itself but by the output of the motor drive current to the motor unit 530 for outputting the output torque to the tire 108.
- the tire condition detection apparatus 10 according to the eighth embodiment receives the operation information and controls the value of the output torque to input the traveling torque and the resonance torque.
- the tire condition detection apparatus 10 according to the eighth embodiment can easily input the resonance vibration to the drive system tire 108 capable of acquiring the operation information and capable of specifying the value of the output torque. Can.
- FIG. 28 is a block diagram showing an example of the configuration of a tire condition detection device according to a ninth embodiment, which corresponds to FIG. 23 of the sixth embodiment.
- the main difference between the tire condition detection apparatus 10 according to the ninth embodiment and the sixth embodiment is that the tire current detection unit 10 has a current indication unit 313.
- Control unit 312 corresponds to ECU 102 of the first embodiment and the second embodiment.
- the current indication unit 313 determines the resonance torque. Then, the current instructing unit 313 outputs, to the inverter control unit 311, the value of the motor drive current that causes the motor unit 530 to output the determined resonance torque as the value of the resonance current.
- the inverter control unit 311 determines the value of the traveling torque corresponding to the depression amount of the accelerator pedal, and calculates the value of the traveling current such that the motor unit 530 outputs the traveling torque. Then, the inverter control unit 311 adds the value of the resonance current input from the current indication unit 313 to the value of the traveling current to calculate the value of the combined drive current, and uses the calculation result as the output command value. Output to the part 520.
- the tire condition detection apparatus 10 includes the current instruction unit 313 that generates the resonance current that causes the tire 108 to generate the vibration unique to the combined driving current superimposed on the traveling current. Is output to the motor unit 530, and the driving torque and the resonance torque are input.
- the tire condition detection apparatus 10 according to the ninth embodiment can easily input the resonance vibration to the tire 108.
- FIG. 29 is a block diagram showing an example of the configuration of a tire condition detection device according to a tenth embodiment, which corresponds to FIG. 27 of the eighth embodiment.
- the main point in which the tire condition detection apparatus 10 according to the tenth embodiment differs from the eighth embodiment is that the tire vibration detection unit 314 for resonance is provided.
- Resonant vibration instruction unit 314 corresponds to ECU 102 of the first embodiment and the second embodiment.
- the resonance vibration instruction unit 314 determines a resonance torque. Then, the resonance vibration instruction unit 314 outputs the determined value of the resonance torque to the control unit 312.
- the control unit 312 determines a traveling torque corresponding to the amount of depression of an accelerator pedal (not shown) that the driver has stepped in to accelerate the vehicle. Then, control unit 312 calculates a combined torque of the resonance torque and the traveling torque input from resonance instruction for vibration 314, and outputs it to inverter control unit 540. Alternatively, the control unit 312 derives the value of the motor drive current (that is, the current for traveling) such that the traveling torque is output from the motor unit 530, and the control unit 312 receives the value from the resonance instructing unit 314.
- a value of a motor drive current (ie, a current for resonance) that causes the motor unit 530 to output the resonance torque that has been input is derived to generate a combined drive current in which the current for resonance is superimposed on the current for traveling. Output to control unit 540.
- the tire condition detection device 10 includes the resonance vibration instruction unit 314 that generates the resonance torque that causes the tire 108 to generate the inherent vibration, so that the composite superimposed on the traveling torque is generated.
- the combined drive current based on the torque is output to the motor unit 530, and the traveling torque and the resonance torque are input.
- the tire condition detection device 10 according to the tenth embodiment can easily input the resonance vibration to the tire 108 of the drive system capable of specifying the value of the motor drive current to the tire 108. .
- FIG. 30 is a block diagram showing an example of the configuration of a tire condition detection device according to an eleventh embodiment, which corresponds to FIG. 23 of the sixth embodiment.
- the main difference between the tire condition detection apparatus 10 according to the eleventh embodiment and the sixth embodiment is that the rotational angular velocity detection unit 321 is not disposed.
- the tire condition estimation unit 330a receives the control voltage V q_ref for the motor unit 530 of FIG. 26 calculated by the inverter control unit 311, calculates the resonance frequency f c0 by, for example, the following method, and estimates the condition of the tire 108 .
- the second term on the right side and the third term are controlled such that the motor unit 530 outputs the output command value I q — ref of the motor drive current input from the inverter control unit 311 As a result, the same frequency characteristic as the output command value I q_ref which is the input appears.
- the first term on the right side (term of K e ⁇ 1 ) is a counter electromotive force generated according to the vibration including the resonance frequency f c0 as described in the equation (1). Therefore, it is possible to detect the resonance frequency f c0 of the torsion spring which is affected by the tire internal pressure by using the control voltage V q — ref of the equation (3).
- the tire condition detection apparatus 10 since the tire condition detection apparatus 10 according to the eleventh embodiment estimates the condition of the tire 108 from the control voltage to the motor unit 530, the rotational angular velocity acquisition unit can be eliminated. That is, the tire condition detecting apparatus 10 according to the eleventh embodiment detects the condition of the tire 108 with the same accuracy as the configuration using the sensor without using the sensor for detecting the angle and the rotational angular velocity of the tire 108. be able to.
- the input signal to the inverter unit is controlled as a method of inputting a predetermined vibration to the tire, but the input signal to the motor unit is (That is, the control voltage) may be directly controlled. That is, the tire condition detection device may be configured to include an inverter unit.
- the tire condition detecting devices may not necessarily include the tire internal pressure calculating unit and the information presenting unit.
- the tire condition detection device may include the current acquisition unit and the rotation angular velocity detection unit of the seventh embodiment instead of the rotation angular velocity acquisition unit.
- the tire condition detecting apparatus may not necessarily include the rotational angular velocity acquisition unit, and the resonance frequency may be extracted from the control voltage described in the eleventh embodiment. good.
- the tire condition detecting device is useful as a tire condition detecting device and a tire condition detecting method capable of detecting a tire condition with high accuracy, and in particular, a device used for a part of a car or railway vehicle Useful as.
Abstract
Description
「共振用振動」とは、タイヤに共振を発生させるための後述の所定の振動をいう。
「走行用トルク」とは、車両の走行のためにタイヤに掛かるトルク(回転する力)である。
「共振用トルク」とは、共振用振動を発生させるためにタイヤに掛かるトルクである。
「合成トルク」とは、共振用トルクと走行用トルクとの合成トルクである。
「走行用電流」とは、走行用トルクを発生するためのモータ駆動電流(インバータ出力電流)である。
「共振用電流」とは、共振用トルクを発生するためのモータ駆動電流(インバータ出力電流)である。
「合成駆動電流」とは、合成トルクを発生するためのモータ駆動電流(インバータ出力電流)である。
図1は、本発明の実施の形態1に係るタイヤ状態検出装置10を含む車両1の内部構成を示すブロック図である。図1に示すように、車両1は、アクセルペダル100、アクセルポジションセンサ部101、ECU102、インバータ制御部103、インバータ部104、バッテリ部105、電流検出部106、モータ部107、タイヤ108、共振周波数検出部109、内圧導出部110、および情報提示部111を有する。また、タイヤ状態検出装置10は、主に、ECU102、インバータ制御部103、インバータ部104、バッテリ部105、電流検出部106、共振周波数検出部109、内圧導出部110および情報提示部111から構成される。本実施の形態では、モータ部107が、タイヤ108に機械共振を発生させるための加振源である。
次に、本実施の形態に係るタイヤ状態検出装置10の動作について図4および図5を参照して説明する。
次に、車両1が停車中である場合に、本実施の形態に係るタイヤ状態検出装置10がタイヤ108の内圧を導出する動作について、図6~図8を参照して説明する。
図12は、本発明の実施の形態2に係るタイヤ状態検出装置20を含む車両2の内部構成を示すブロック図である。本実施の形態に係るタイヤ状態検出装置20が本実施の形態に係るタイヤ状態検出装置10と異なる点は、図12に示すように、タイヤ状態検出装置20がモータ部201、エンコーダ部202および回転角速度算出部203を有する点である。これらの点以外は実施の形態1と同様であり、図12において、図1と共通する構成要素には同じ参照符号が付されている。
次に、本実施の形態に係るタイヤ状態検出装置20の動作について図14を参照して説明する。図14は、本実施の形態に係るタイヤ状態検出装置20の動作を説明するフローチャートである。なお、図14に示すインバータ制御の動作は、図5に示す内容と同一であるため、インバータ制御の動作の説明は省略する。
図15は、実施の形態3に係るタイヤ状態検出装置の構成の一例を示すブロック図である。
J1:リム420の慣性モーメント(内側慣性モーメント)
J2:トレッド430の慣性モーメント(外側慣性モーメント)
K:タイヤ108のねじりばね定数
D:タイヤ108の等価粘性係数
Te:車両側からリム420に掛けられる出力トルク
Td:タイヤ108が転動することにより路面からトレッド430に掛けられる外乱トルク
ω1:リム420の回転角速度
ω2:トレッド430の回転角速度
図19は、本発明の実施の形態4に係るタイヤ状態検出装置の構成の一例を示すブロック図であり、実施の形態3の図15に対応するものである。
図21は、本発明の実施の形態5に係るタイヤ状態検出装置の構成の一例を示すブロック図であり、実施の形態4の図19に対応するものである。
図23は、本発明の実施の形態6に係るタイヤ状態検出装置の構成の一例を示すブロック図であり、実施の形態5の図21に対応するものである。
図25は、実施の形態7に係るタイヤ状態検出装置の構成の一例を示すブロック図であり、実施の形態6の図23に対応するものである。
図27は、実施の形態8に係るタイヤ状態検出装置の構成の一例を示すブロック図であり、実施の形態6の図23に対応するものである。
図28は、実施の形態9に係るタイヤ状態検出装置の構成の一例を示すブロック図であり、実施の形態6の図23に対応するものである。
図29は、実施の形態10に係るタイヤ状態検出装置の構成の一例を示すブロック図であり、実施の形態8の図27に対応するものである。
図30は、実施の形態11に係るタイヤ状態検出装置の構成の一例を示すブロック図であり、実施の形態6の図23に対応するものである。
10、20 タイヤ状態検出装置
100 アクセルペダル
101 アクセルポジションセンサ部
102 ECU
103、311、540 インバータ制御部
104、520 インバータ部
105、510 バッテリ部
106 電流検出部
107、201、530 モータ部
108 タイヤ
109 共振周波数検出部
110 内圧導出部
111、350 情報提示部
202 エンコーダ部
203 回転角速度算出部
310、310a 振動入力部
312 制御部
313 電流指示部
314 共振用振動指示部
320 周波数情報取得部
321、323 回転角速度検出部
322 電流取得部
330、330a タイヤ状態推定部
340 タイヤ内圧算出部
521 PI制御器
531 モータ回路
Claims (11)
- ホイールに固定される空気入りタイヤのタイヤ状態を検出するタイヤ状態検出装置であって、
所定の振動を前記タイヤに入力する振動入力部と、
前記所定の振動が入力されたときの前記タイヤの周波数情報を取得する周波数情報取得部と、
取得された前記周波数情報から前記タイヤの共振周波数を抽出し、抽出した前記タイヤの共振周波数から、前記タイヤを外側慣性モーメント、内側慣性モーメント、およびこれらの間に働く弾性力のばね定数を用いてモデル化したときの、前記ばね定数を算出するタイヤ状態推定部と、を有する、
タイヤ状態検出装置。 - 前記タイヤ状態推定部は、
前記ばね定数の変化から、前記タイヤの空気圧低下の発生を検出する、
請求項1記載のタイヤ状態検出装置。 - 前記周波数情報取得部は、
前記タイヤの回転角速度を前記周波数情報として取得する、
請求項1記載のタイヤ状態検出装置。 - 前記振動入力部は、
前記空気圧低下の発生が検出されたとき、および、前回抽出された前記タイヤの共振周波数が存在しないとき、第1の周波数帯域を前記所定の振動の周波数に決定し、前記空気圧低下の発生が検出されておらず、かつ、前回抽出された前記タイヤの共振周波数が存在するとき、前回抽出された前記タイヤの共振周波数を含み前記第1の周波数帯域よりも狭い第2の周波数帯域を前記所定の振動の周波数に決定する、
請求項2記載のタイヤ状態検出装置。 - 算出された前記ばね定数から、前記タイヤの内圧を算出するタイヤ内圧算出部と、
算出された前記内圧および検出された前記空気圧低下の発生のうち、少なくとも1つを提示する情報提示部と、を更に有する、
請求項2記載のタイヤ状態検出装置。 - 前記ホイールは、モータにより駆動されるホイールであり、
前記振動入力部は、
前記モータに対して電流を供給するインバータの前記モータに対する制御電圧を、前記モータから前記所定の振動が発生されるように制御する、
請求項1記載のタイヤ状態検出装置。 - 前記振動入力部は、
前記タイヤの回転のための走行用電流に、前記所定の振動のための共振用電流を重畳した合成駆動電流が、前記モータから出力されるように、前記制御電圧を制御する、
請求項6記載のタイヤ状態検出装置。 - 前記周波数情報取得部は、
前記モータから出力される駆動電流から、前記回転角速度を取得する、
請求項3記載のタイヤ状態検出装置。 - 前記振動入力部は、
前記モータに対して電流を供給するインバータが前記モータから前記所定の振動を発生するよう制御するための指令情報を算出する、
請求項7記載のタイヤ状態検出装置。 - 前記ホイールは、モータにより駆動されるホイールであり、
前記振動入力部は、
前記モータに対して電流を供給するインバータの前記モータに対する制御電圧を、前記モータから前記所定の振動が発生されるように制御し、
前記周波数情報取得部は、
前記制御電圧を前記周波数情報として取得する、
請求項1記載のタイヤ状態検出装置。 - ホイールに固定される空気入りタイヤのタイヤ状態を検出するタイヤ状態検出方法であって、
所定の振動を前記タイヤに入力するステップと、
前記所定の振動が入力されたときの前記タイヤの周波数情報を取得するステップと、
取得された前記周波数情報から前記タイヤの共振周波数を抽出するステップと、
抽出された前記タイヤの共振周波数から、前記タイヤを外側慣性モーメント、内側慣性モーメント、およびこれらの間に働く弾性力のばね定数を用いてモデル化したときの、前記ばね定数を算出するステップと、を有する、
タイヤ状態検出方法。
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JP2011504077A JPWO2011040019A1 (ja) | 2009-09-30 | 2010-09-29 | タイヤ状態検出装置およびタイヤ状態検出方法 |
US13/129,891 US20110219864A1 (en) | 2009-09-30 | 2010-09-29 | Tire condition detection device and tire condition detection method |
CN2010800033452A CN102227619B (zh) | 2009-09-30 | 2010-09-29 | 轮胎状态检测装置以及轮胎状态检测方法 |
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JP5857781B2 (ja) * | 2012-02-15 | 2016-02-10 | 日産自動車株式会社 | 電動モータを用いた車両の制振制御装置 |
DE102013222758A1 (de) * | 2012-11-15 | 2014-06-05 | Gm Global Technology Operations, Llc | Verfahren und Systeme für das Charakterisieren von Fahrzeugreifen |
JP6103298B2 (ja) * | 2013-05-17 | 2017-03-29 | パナソニックIpマネジメント株式会社 | タイヤセンサシステム |
US9076272B2 (en) * | 2013-05-28 | 2015-07-07 | Infineon Technologies Ag | Wheel speed sensor and interface systems and methods |
US9527352B2 (en) * | 2013-06-17 | 2016-12-27 | Infineon Technologies Ag | Indirect tire pressure monitoring systems and methods using multidimensional resonance frequency analysis |
FR3009080B1 (fr) * | 2013-07-23 | 2016-12-30 | Michelin & Cie | Methode de test de la resistance a une perte de pression d'un pneumatique |
US9016116B1 (en) * | 2013-10-07 | 2015-04-28 | Infineon Technologies Ag | Extraction of tire characteristics combining direct TPMS and tire resonance analysis |
KR101683728B1 (ko) * | 2015-06-26 | 2016-12-07 | 현대오트론 주식회사 | 타이어 특성에 따른 타이어 압력 모니터링 장치 및 그 방법 |
KR101683730B1 (ko) * | 2015-07-13 | 2016-12-07 | 현대오트론 주식회사 | 속도 구간을 이용한 타이어 압력 모니터링 장치 및 그 방법 |
FR3056451B1 (fr) * | 2016-09-23 | 2018-11-02 | Continental Automotive France | Procede d'assistance au gonflage de pneumatiques d'un vehicule |
IT201800002034U1 (it) * | 2018-03-07 | 2019-09-07 | Dispositivo per la caratterizzazione viscoelastica non distruttiva dei materiali dotato di pulsante a scatto | |
CN108973544B (zh) * | 2018-08-16 | 2020-09-08 | 杭州容大智造科技有限公司 | 一种利用电流检测轮胎气压的设备 |
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