WO2012049810A1 - 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
- Publication number
- WO2012049810A1 WO2012049810A1 PCT/JP2011/005340 JP2011005340W WO2012049810A1 WO 2012049810 A1 WO2012049810 A1 WO 2012049810A1 JP 2011005340 W JP2011005340 W JP 2011005340W WO 2012049810 A1 WO2012049810 A1 WO 2012049810A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- tire
- frequency
- resonance frequency
- unit
- vibration
- Prior art date
Links
Images
Classifications
-
- 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
-
- 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
- B60C23/061—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 wheel speed
- B60C23/062—Frequency spectrum analysis of wheel speed signals, e.g. using Fourier transformation
-
- 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
Definitions
- the present invention relates to a tire condition detection device and a tire condition detection method for detecting a tire condition.
- tire condition One of the factors that greatly affects driving stability and fuel consumption is the tire condition.
- tire internal pressure wear and tire air pressure
- tire internal pressure decrease due to running for a long time or the like.
- Such a change in tire condition deteriorates fuel consumption and running stability. Therefore, it is important to continuously detect and monitor the tire condition.
- Non-Patent Document 1 discloses a technique for indirectly detecting a change in tire internal pressure from a tire resonance frequency.
- a tire dynamic model is assumed based on the relationship that the resonance frequency of the tire depends on the tire internal pressure, and a disturbance observer is designed from this mechanical model.
- the mechanical model of a tire includes a moment of inertia of the outer portion of the tire (hereinafter referred to as “outer moment of inertia”), a moment of inertia of the inner portion of the tire (hereinafter referred to as “inner moment of inertia”), and a torsion spring that combines them. And are included.
- Non-Patent Document 1 calculates a torsion spring constant from a resonance phenomenon that occurs in the tire as it travels, and based on the proportional relationship between the torsion spring constant of the tire and the tire internal pressure, Detects changes in tire pressure.
- Patent Document 1 discloses a technique for indirectly detecting the tire state from the correlation between the tire driving force and the tire rotation angle.
- the technique described in Patent Literature 1 detects a correlation between a tire driving force and a tire rotation angle in a stopped state as a tire stiffness characteristic value.
- An in-wheel motor is a motor that adds a driving force directly to a tire, which has been researched and developed in recent years. And the technique of patent document 1 judges that the tire internal pressure is falling, when a tire rigidity characteristic value does not satisfy
- the tire condition can be detected indirectly.
- Non-Patent Document 1 the accuracy of the disturbance observer is lowered and the accuracy of the calculated torsion spring constant is lowered in accordance with the change of the outer moment of inertia due to tire wear or the like.
- the technology described in Patent Document 1 is a value in which the tire stiffness characteristic value is affected by changes in the thickness and elasticity of the tire, when tire wear progresses, it is determined whether or not the tire internal pressure satisfies a standard. It cannot be judged with high accuracy. That is, the conventional technique has a problem that the tire condition cannot be detected with high accuracy.
- An object of the present invention is to provide a tire condition detection device and a tire condition detection method capable of detecting a tire condition with high accuracy.
- the tire condition detection device of the present invention is a tire condition detection device that detects a tire condition of a pneumatic tire fixed to a wheel, and includes a vibration input unit that inputs a predetermined vibration to the tire, and the predetermined vibration.
- a frequency information acquisition unit that acquires frequency information of the tire when input, and extracts the resonance frequency and anti-resonance frequency of the tire from the acquired frequency information, and extracts the resonance frequency and anti-resonance frequency of the tire
- a tire condition estimating unit that calculates the outer moment of inertia and the spring constant when the tire is modeled using the outer moment of inertia, the inner moment of inertia, and the spring constant of the elastic force acting between them.
- the tire condition detection method of the present invention 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. From the acquired frequency information of the tire, the step of extracting the resonance frequency and anti-resonance frequency of the tire from the acquired frequency information, and from the extracted resonance frequency and anti-resonance frequency of the tire, Calculating the outer moment of inertia and the spring constant when the tire is modeled using the outer moment of inertia, the inner moment of inertia, and the spring constant of the elastic force acting between them.
- the torsion spring constant and the outer moment of inertia of the mechanical model of the tire can be calculated each time, and the tire condition can be detected with high accuracy. it can.
- the figure which shows the mechanical model of the tire in Embodiment 1 The flowchart which shows an example of operation
- FIG. The figure which shows an example of the frequency characteristic of the tire in Embodiment 1 The block diagram which shows an example of a structure of the tire condition detection apparatus which concerns on Embodiment 2 of this invention.
- FIG. The block diagram which shows an example of a structure of the tire condition detection apparatus which concerns on Embodiment 5 of this invention.
- Control block diagram showing an example of a configuration of a motor drive system in the fifth embodiment The block diagram which shows an example of a structure of the tire condition detection apparatus which concerns on Embodiment 6 of this invention.
- FIG. 1 is a block diagram illustrating an example of the configuration of the tire condition detection device according to the first embodiment.
- the tire condition detection device 100 is a device connected to a tire (hereinafter simply referred to as “tire”) 200 fixed to a wheel.
- the tire condition detection apparatus 100 includes a vibration input unit 110, a frequency information acquisition unit 120, and a tire condition estimation unit 130.
- the tire 200 is stably and fixedly connected to the vehicle, and contains a gas such as air or nitrogen between the tire 200 and the wheel.
- the vibration input unit 110 inputs a predetermined vibration to the tire 200.
- the predetermined vibration is a minute longitudinal vibration applied in the rotation direction of the tire 200 so that the frequency information acquisition unit 120 described later can easily extract the anti-resonance frequency of the tire 200, and is defined by the magnitude of the torque and the vibration frequency. It is what is done.
- the predetermined vibration is referred to as “anti-resonance vibration”
- the torque applied to the rim of the tire 200 by the anti-resonance vibration is referred to as “anti-resonance torque”.
- the vibration input unit 110 may apply vibration by controlling the drive system of the tire 200 electrically or mechanically, or may apply mechanical vibration directly to the tire 200 independently of the drive system. good.
- the vibration input unit 110 includes, for example, an electromagnetic exciter attached to a wheel of the tire 200 or an unbalanced mass in which an eccentric mass is attached to a small motor. It can be a mold exciter.
- the vibration input unit 110 may be a damper hydraulic control device such as an active suspension.
- the frequency information acquisition unit 120 acquires frequency information of the tire 200 when anti-resonance vibration is input by the vibration input unit 110.
- the frequency information is information for extracting a resonance frequency and an anti-resonance frequency of the tire 200 described later.
- the frequency information includes, for example, the rotational angular velocity of the tire 200.
- the frequency information is an inverter control voltage applied to flow a motor driving current in the motor driven vehicle.
- an encoder (not shown) can be arranged to acquire the rotation angle of the rim, and can be acquired by performing time differentiation on each rotation angle of the rim.
- the encoder includes, for example, a rotor that rotates in synchronization with the tire 200 and a sensor that detects a rotation angle of the rotor and converts it into an electrical signal.
- Examples of the encoder include an optical encoder such as an incremental encoder or an absolute encoder, and a magnetic encoder constituted by a Hall element or the like.
- the tire state estimation unit 130 extracts the resonance frequency and anti-resonance frequency of the tire 200 from the frequency information acquired by the frequency information acquisition unit 120, and estimates the state of the tire 200.
- the tire condition detection apparatus 100 estimates the condition of the tire 200 using a mechanical model of the tire 200. Specifically, the tire state estimation unit 130 calculates the torsion spring constant and the outer moment of inertia of the mechanical model of the tire 200 every time the state of the tire 200 is detected. Then, the tire state estimation unit 130 estimates the state of the tire 200 based on the calculated torsion spring constant and the outer moment of inertia.
- FIG. 2 is a diagram showing a mechanical model of the tire 200 used by the tire state estimation unit 130. As shown in FIG.
- the mechanical model 210 of the tire 200 includes an inertia moment of the rim 220 of the tire 200, an inertia moment of the tread 230 of the tire 200, a spring (torsion spring) 240 that couples them, and a damper 250. . That is, the mechanical model 210 of the tire 200 is obtained by modeling mechanical vibration generated in the tire 200 as a torsional vibration phenomenon.
- the dynamic model 210 is expressed using the following variables.
- J 1 moment of inertia of the rim 220 (inner moment of inertia)
- J 2 moment of inertia of the tread 230 (outer moment of inertia)
- K Torsion spring constant of the tire 200
- D Equivalent viscosity coefficient of the tire 200
- T e Output torque applied to the rim 220 from the vehicle side
- T d Disturbance torque applied to the tread 230 from the road surface when the tire 200 rolls
- ⁇ 1 Rotational angular velocity of the rim 220
- ⁇ 2 Rotational angular velocity of the tread 230
- ⁇ s is a rotation angle difference between the rim 220 and the tread 230.
- Moment of inertia J 1 and the equivalent viscosity coefficient D is a parameter that can be regarded as a fixed value.
- the outer moment of inertia J 2 is a parameter that can change due to wear of the tire 200 or the like.
- the torsion spring constant K is a parameter representing the elasticity of the side rubber portion of the tire 200 that joins the rim 220 and the tread 230 and depends on the air pressure (tire internal pressure).
- the output torque Te is a control target.
- the disturbance torque Td is an unknown parameter.
- the rotational angular velocity ⁇ 1 is a parameter that can be measured with high accuracy.
- the tire condition detection device 100 includes a storage medium such as a CPU (Central Processing Unit) and a RAM (Random Access Memory). In this case, part or all of the above-described functional units are realized by the CPU executing the control program.
- the tire state detection device 100 is, for example, in the form of an ECU (Electric Control Unit) that is mounted on a vehicle and connected to the drive system of the tire 200.
- ECU Electronic Control Unit
- Such a tire state detection device 100 extracts the resonance frequency and anti-resonance frequency of the tire 200, so the torsion spring constant and the outer moment of inertia of the tire 200 can be obtained with high accuracy and the state of the tire 200 can be detected. That is, even if the outer moment of inertia changes due to wear or replacement of the tire 200, the tire state detection device 100 can detect the state of the tire 200 based on the changed value of the outer moment of inertia. Therefore, the tire condition detection device 100 can detect the tire condition with high accuracy.
- FIG. 3 is a flowchart showing an example of the operation of the tire state detection device 100 according to the first embodiment.
- the vibration input unit 110 inputs a predetermined vibration to the tire 200 (S1090).
- the estimation execution timing may be whether the vehicle to be detected is traveling or parked, and may be traveling at a constant speed or traveling at an indefinite speed. Further, the estimated execution timing may arrive at a predetermined cycle, or may be when a predetermined operation such as switch pressing is performed by the driver.
- the frequency information acquisition part 120 acquires the frequency information of the tire 200, and outputs the acquired frequency information to the tire state estimation part 130 (S1100).
- the tire state estimation unit 130 extracts the resonance frequency and antiresonance frequency of the tire 200 from the input frequency information (S1120).
- the tire state estimation unit 130 from the extracted resonance frequency and anti-resonance frequency, calculates the outer moment of inertia J 2 and the torsion spring constant K of the tire 200.
- the tire state estimation unit 130 detects the resonance frequency and anti-resonance frequencies, the method of calculating the outer moment of inertia J 2 and the torsion spring constant K will be described with reference to the resonant frequency and the antiresonant frequency.
- a case where the rotational angular velocity ⁇ 1 of the rim 220 is input to the tire state estimation unit 130 as frequency information will be described.
- the frequency information is, for example, the rotational angular velocity and the frequency of the control voltage for driving the motor.
- FIG. 4 is a diagram illustrating an example of frequency characteristics of the tire 200.
- the horizontal axis represents the frequency f
- the vertical axis represents the power spectral density of the rotational angular velocity ⁇ 1 of the rim 220 and the phase difference between the output torque Te and the rotational angular velocity ⁇ 1 .
- the tire state estimation unit 130 can obtain a spectrum waveform 311 shown in FIG. 4 by performing frequency analysis such as FFT (Fast Fourier Transform) on the rotational angular velocity ⁇ 1 of the rim 220.
- the spectrum waveform 311 shows the frequency characteristics of the tire 200.
- the resonance frequency affected by the tire internal pressure appears at a frequency 312 as a coupled resonance between the longitudinal vibration of the suspension and the torsion spring resonance of the tire 200.
- the details of this phenomenon are described in, for example, non-patent literature, and thus description thereof is omitted here.
- the tire state estimation unit 130 acquires the resonance frequency 312 and the anti-resonance frequency 314 by detecting the peak position of the spectrum waveform 311. At these peak positions, the phase difference 315 has a property of reversing 180 degrees. Therefore, the tire state estimation unit 130 specifies the resonance frequency 312 and the frequency at which the phase difference 315 is inverted from 90 degrees to -90 degrees and the frequency at which the phase difference 315 is inverted from -90 degrees to 90 degrees. An anti-resonance frequency 314 can also be obtained.
- the peak frequency includes the frequency 313 in addition to the frequency 312, but it has been empirically known that the frequency appearing around 10 Hz to 15 Hz is a frequency determined by tire specifications. Therefore, the resonance frequency 312 can also be detected by suppressing the level of the frequency 313 with a filter.
- the equivalent viscosity coefficient D of the tire 200 can be set to 0 because it does not affect the resonance frequency and anti-resonance frequency of the torsion spring. Therefore, the transfer function G 11 from the output torque T e applied to the rim 220 until the rotational angular velocity omega 1 of the rim 220 (s) can be expressed by the following equation (3).
- s is a Laplace operator
- ⁇ c0 is a resonance angular frequency
- ⁇ a is an anti-resonance angular frequency.
- the resonance frequency f c0 and the anti-resonance frequency f a of the tire 200 are derived as in the following equations (4) and (5).
- a tire state estimation unit 130 detects the resonance frequency f c0 and anti-resonance frequency f a, the equation (4) and by performing the process of solving the simultaneous equations of formula (5), the torsion spring constant K and an outer inertia it can be calculated and the moment J 2.
- the frequency information includes a lot of vibration noise caused by vibration components other than the torsional resonance frequency caused by the friction coefficient and unevenness between the tire and the road surface.
- Antiresonance frequency f a is liable buried in such a vibration noise, it is difficult to detect in the prior art.
- the tire condition detecting device 100 the vibration input unit 110, a predetermined vibration antiresonance frequency f a is likely to be extracted, so that input to the tire 200.
- the tire condition detecting device 100 is capable of extracting the anti-resonance frequency f a more reliably and accurately.
- the tire state estimation unit 130 for example, by a method described below, to calculate the resonance frequency f c0 and anti-resonance frequency f a, may be calculated torsional spring constant K and an outer inertia J 2.
- the tire state estimation unit 130 determines the unknown parameter ⁇ using the observable parameter ⁇ and the output y so that the evaluation function of Expression (11) is minimized.
- the tire state estimation part 130 can obtain
- equation (12) obtained by expand
- the tire state estimation unit 130 from the calculated resonance frequency f c0 and anti-resonance frequency f a, the equation (4) and (5) using the spring constant K and the outer inertia J 2 torsion of the tire 200 Is calculated (S1130).
- the tire condition detection device 100 if it is possible to even the resonance frequency f c0 and anti-resonance frequency f a is extracted, the spring constant K and an outer inertia J 2 twist the current state of the tire 200 accurately represents, It can be calculated.
- tire condition detection apparatus 100 applies predetermined vibration to tire 200 to acquire frequency information of tire 200, and the resonance frequency and anti-resonance frequency of tire 200 from the frequency information. To extract. Then, the tire state detection device 100 estimates the state of the tire 200 from the extracted resonance frequency and antiresonance frequency. Thereby, the tire state detection apparatus 100 can calculate the torsion spring constant and the outer moment of inertia of the mechanical model of the tire 200 each time, and can detect the state of the tire 200 with high accuracy.
- Non-Patent Document 1 Since the technique described in Non-Patent Document 1 does not use the anti-resonance frequency for detecting the state of the tire 200, vibration input for facilitating extraction of the anti-resonance frequency of the tire 200 described later is performed. Not. Therefore, with the technique described in Non-Patent Document 1, the anti-resonance frequency cannot be extracted reliably and with high accuracy.
- Non-Patent Document 1 described technology described above, the disturbance observer, dealing with the inner inertia J 1 and the outer moment of inertia J 2, as constant determined by the material and shape of the wheel and tire rubber. Therefore, the non-patent document 1 described technique, if the value of the outer inertia J 2 is greatly changed due to wear or replacement of the tire 200, although the torsion spring constant K tire inflation pressure has not changed is changed I guess it was.
- the tire condition detection device 100 can detect the condition of the tire 200 with higher accuracy.
- the predetermined vibration is described as anti-resonance vibration for facilitating extraction of the anti-resonance frequency.
- the predetermined vibration includes not only anti-resonance vibration but also minute back-and-forth vibration (resonance vibration) applied in the rotation direction of the tire 200 for facilitating the frequency information acquisition unit 120 to extract the resonance frequency of the tire 200. It may be a vibration including.
- the torque applied to the rim of the tire 200 may be “resonance / anti-resonance torque”.
- the frequency information acquisition unit 120 can easily extract the resonance frequency, and can detect the tire state with higher accuracy.
- FIG. 5 is a block diagram showing an example of the configuration of the tire condition detection device according to the second embodiment of the present invention, and corresponds to FIG. 1 of the first embodiment.
- the same parts as those in FIG. 1 are denoted by the same reference numerals, and description thereof will be omitted.
- the main point of the tire state detection apparatus 100 according to the second embodiment different from the first embodiment is that a vibration input unit 110a and a tire state estimation unit 130a are arranged.
- the vibration input unit 110a is a functional unit that determines anti-resonance vibration based on information on tire conditions acquired in the past.
- the tire state estimation unit 130a is a functional unit that feeds back information related to the tire state.
- the tire state estimation unit 130a determines whether or not the air pressure of the tire 200 has significantly decreased.
- the tire state estimation unit 130a holds the resonance frequency f c0 and the anti-resonance frequency f a and the determination result regarding the presence or absence of a significant decrease in tire air pressure (hereinafter referred to as “air pressure decrease”) due to puncture or the like.
- the vibration input unit 110a acquires information about the resonance frequency f c0 , the anti-resonance frequency f a , and the presence / absence of a decrease in air pressure held by the tire state estimation unit 130a.
- the vibration input unit 110a based on the information, so that the easily vibrating antiresonance frequency f a is extracted, controls at least one or both of these, the magnitude and the vibration frequency of the torque.
- the vibration input unit 110a only needs to control the other that is not the fixed value.
- FIG. 6 is a flowchart showing an example of the operation of the tire condition detection device 100 according to the second embodiment, and corresponds to FIG. 3 of the first embodiment.
- the same parts as those in FIG. 3 are denoted by the same step numbers, and description thereof will be omitted.
- Vibration input unit 110a for each estimated execution timing arrives, is read and is stored in the tire state estimation unit 130a, and the previous resonance frequency f c0 and anti-resonance frequency f a, and the presence or absence of air pressure drop information (S1050).
- “previous” means acquired at the previous estimation execution timing.
- This information may be read by, for example, the vibration input unit 110a sending an information request command to the tire state estimation unit 130a. That is, the reading of information may be performed by the tire state estimation unit 130a that has acquired the information request command sending the information to the vibration input unit 110a.
- the vibration input unit 110a if no pressure drop (S1051: NO), determines the anti-resonance vibration for generating a vibration including the resonance frequency f c0 and anti-resonance frequency f a (S1060). Then, the vibration input unit 110a inputs the determined anti-resonance vibration to the tire 200 (S1091). Details of determination of anti-resonance vibration will be described later. If there is a decrease in air pressure (S1051: YES), the vibration input unit 110a does not output anti-resonance vibration and proceeds to, for example, step S1200 (see FIG. 8) described later.
- the tire state estimating unit 130a calculates the torsion spring constant K (t) (S1130), the difference between the current torsion spring constant K (t) and the previous torsion spring constant K (t-1) is calculated in advance. It is determined whether or not the threshold value is equal to or greater than a predetermined threshold (S1140). “This time” means that it was acquired at the current estimation execution timing. Further, t indicates that the parameter is based on the latest frequency information, and t ⁇ n indicates that the parameter is based on the frequency information input at the estimation execution timing n times before.
- the tire state estimation unit 130a decreases the air pressure of the tire 200. Is determined to have occurred (S1150). That is, it is a determination of whether or not it can be said that the tire internal pressure has changed abruptly. Then, the tire state estimation unit 130a stores air pressure decrease information indicating that the air pressure decrease has occurred (S1160).
- the air pressure reduction information is read by the vibration input unit 110a at the next estimated execution timing (hereinafter simply referred to as “next time”) in step S1050. Then, the vibration input unit 110a stops outputting anti-resonance vibration until the reset process after tire replacement or repair is performed, that is, until the air pressure decrease information without air pressure decrease is input. This reset process is instructed by a driver or the like pressing a reset button (not shown) after changing tires. When the reset process is instructed, the tire state estimation unit 130a discards the stored tire pressure drop information.
- the tire state estimation unit 130a if the difference is less than the threshold value (S1140: NO), stores the resonance frequency f c0 and anti-resonance frequency f a, and a spring constant K (t) (S1180). Among these, the resonance frequency f c0 and the anti-resonance frequency f a are read by the vibration input unit 110a 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 130a stores a plurality of spring constants K (t-1), K (t-2),... K (tm) (m: a positive integer). Also good. Then, the tire state estimation unit 130a determines the difference between any one or the maximum value or the average value of the stored spring constants and the current spring constant K (t). It may be used.
- the anti-resonance frequency f a is unknown stages, prone vibration antiresonance frequency f a is extracted is also unclear. Therefore, the vibration input unit 110a determines the anti-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 vibration input unit 110a, in the initial state antiresonance frequency is unknown, to ensure correct extract the resonance frequency f c0 and anti-resonance frequency f a, the vibration torque such as to explore a relatively wide range, anti Determine the resonance torque.
- the tire condition detecting device 100 if the preceding to the resonance frequency f c0 and anti-resonance frequency f a is detected, narrowing the search range, to shorten the search time.
- the vibration input unit 110a the vibration torque is limited to a narrow frequency band including the previous resonance frequency f c0 and anti-resonance frequency f a which is acquired from the tire state estimation unit 130a, to determine the anti-resonance torque .
- the vibration input unit 110a sets the upper limit and lower limit value of the frequency. Then, the vibration input unit 110a determines, as the anti-resonance torque, a sinusoidal torque that sweeps from the lower limit frequency to the upper limit frequency or from the upper limit frequency to the lower limit frequency. Or, the vibration input unit 110a creates a band pass filter for limiting the pass band range including the previous resonance frequency f c0 and anti-resonance frequency f a. The vibration input unit 110a intentionally generates white noise, and determines the white noise torque obtained by passing the white noise through the generated bandpass filter as the anti-resonance torque.
- the vibration input unit 110a may be only performed narrowing the search range when the change of the resonance frequency f c0 and anti-resonance frequency f a is small.
- the vibration input unit 110a using the average value of the plurality of times of the resonance frequency f c0 and anti-resonance frequency f a, may be performed narrowing the search range.
- the vibration input unit 110a may calculate the average value by excluding values that are significantly different. Thereby, the tire condition detecting device 100 can be improved extraction accuracy of the resonance frequency f c0 and anti-resonance frequency f a.
- the vibration input unit 110a cancels the narrowing of the search range and determines a vibration torque that searches for a relatively wide range as the anti-resonance torque.
- the tire condition detecting device 100 it is possible to shorten the search time of the resonance frequency f c0 and anti-resonance frequency f a. Thereby, the tire state detection device 100 according to Embodiment 2 can detect the state of the tire 200 in a short time.
- FIG. 7 is a block diagram showing an example of the configuration of the tire condition detection device according to the third embodiment of the present invention, and corresponds to FIG. 5 of the second embodiment.
- the same parts as those in FIG. 5 are denoted by the same reference numerals, and description thereof will be omitted.
- the main point that the tire condition detection apparatus 100 according to the third embodiment is different from the second embodiment is that the tire internal pressure calculation unit 140 and the information presentation unit 150 are included.
- the tire internal pressure calculation unit 140 acquires the torsion spring constant K (t) and the outer moment of inertia J 2 (t) from the tire state estimation unit 130a, and calculates the internal pressure of the tire 200 based on the torsion spring constant K (t). . Specifically, the tire internal pressure calculation unit 140 stores, for example, a correlation between the tire spring constant K and the tire 200 in advance, and the tire constant is calculated from the spring constant K (t) using this correlation. An internal pressure of 200 is calculated. This correlation may be defined by a table or a function. Then, the tire internal pressure calculation unit 140 outputs the calculated internal pressure of the tire 200 to the information presentation unit 150 as internal pressure information.
- the correlation between the torsion spring constant K and the internal pressure of the tire 200 is a proportional relationship. Since the proportional relationship between the torsion spring constant K and the internal pressure of the tire 200 and the details of the detection method of the internal pressure of the tire 200 based on the proportional relationship are described in Non-Patent Document 1, for example, description thereof is omitted here. However, the method for detecting the internal pressure of the tire 200 used by the tire internal pressure calculation unit 140 is not limited to the method described in Non-Patent Document 1.
- the tire internal pressure calculation unit 140 acquires this and outputs it to the information presentation unit 150.
- the information presentation unit 150 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 sound output from a loudspeaker.
- FIG. 8 is a flowchart showing an example of the operation of the tire condition detection apparatus 100 according to the third embodiment, and corresponds to FIG. 6 of the second embodiment.
- the same steps as those in FIG. 6 are denoted by the same step numbers, and description thereof will be omitted.
- the tire state estimation unit 130a determines whether or not 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). . If the difference is less than a predetermined threshold (S1140: NO), the tire state estimation unit 130a uses the torsion spring constant K (t) and the outer moment of inertia J 2 (t) as the tire internal pressure calculation unit 140. (S1170). Then, the tire state estimation unit 130a stores the torsion spring constant K (t) (S1180).
- the tire internal pressure calculation unit 140 calculates the internal pressure of the tire 200 from the torsion spring constant K (S1190). Then, the tire internal pressure calculation unit 140 outputs the calculated internal pressure to the information presentation unit 150 as internal pressure information. In addition, when tire pressure reduction information is input, the tire internal pressure calculation unit 140 outputs to the information presentation unit 150 that the tire 200 has a pressure drop. As a result, the internal pressure information indicating the internal pressure of the tire 200 and the air pressure decrease information indicating that the tire 200 has a decrease in air pressure are appropriately presented to the driver according to the state of the tire 200 ( S1200).
- the tire condition detection device 100 according to the third embodiment presents the condition of the tire 200 to the driver, the driver is encouraged to take appropriate measures such as air injection and puncture repair. it can. Thereby, the tire state detection apparatus 100 according to Embodiment 3 can improve the safety of the vehicle and the fuel consumption.
- the information presentation target is not limited to the driver, and may be another passenger, a vehicle mechanic, or a vehicle remote monitor.
- the tire condition detection device 100 needs to include a recording medium for recording the internal pressure information and the air pressure reduction information, or the information that is the basis of these information.
- the tire condition detection device 100 needs to include a communication device that transmits internal pressure information and air pressure reduction information to an external device such as a management server.
- FIG. 9 is a block diagram showing an example of the configuration of the tire condition detection device according to the fourth embodiment of the present invention, and corresponds to FIG. 7 of the third embodiment.
- the same parts as those in FIG. 7 are denoted by the same reference numerals, and description thereof will be omitted.
- the tire condition detection apparatus 100 according to the fourth embodiment is applied to a tire 200 using a battery unit 310, an inverter unit 320, and a motor unit 330 as a drive system.
- the main differences of the tire condition detection device 100 according to the fourth embodiment from the third embodiment are that the vibration input unit 110a is replaced with an inverter control unit 111, and the frequency information acquisition unit 120 is replaced with a rotation angular velocity detection unit 121. That is.
- the battery unit 310 is a storage battery that supplies the inverter unit 320 with power necessary for the inverter unit 320 to output a current.
- the inverter unit 320 outputs electric power to the motor unit 330 in accordance with the output command value of the motor drive current input from the inverter control unit 111 described later.
- the motor unit 330 generates torque by the electric power supplied from the inverter unit 320 and drives the tire 200.
- the inverter control unit 111 inputs operation information (hereinafter simply referred to as “operation information”) indicating the amount of depression of an accelerator pedal (not shown) that the driver has depressed to accelerate the vehicle. Then, the inverter control unit 111 determines a value of torque (hereinafter referred to as “traveling torque”) applied to the tire 200 for traveling of the vehicle from the operation information. Moreover, the inverter control part 111 determines the antiresonance torque similarly to the vibration input part 110a of Embodiment 3. The inverter control unit 111 then outputs an output command value of the motor drive current such that a combined torque of the anti-resonance torque and the traveling torque (hereinafter simply referred to as “synthetic torque”) is output from the motor unit 330. To the unit 320.
- operation information hereinafter simply referred to as “operation information”
- traveling torque a value of torque applied to the tire 200 for traveling of the vehicle from the operation information.
- the inverter control part 111 determines the antireson
- the inverter control unit 111 detects the actual output value of the motor drive current of the motor unit 330 by a current detection unit (not shown).
- the inverter control unit 111 controls power supply to the motor unit 330 of the inverter unit 320 so that the actual output value matches the output command value calculated by the inverter control unit 111.
- the inverter control unit 111 may generate such an output command value by calculating the value of the combined torque, or by combining (adding) the anti-resonance current and the traveling current. ) You can go.
- the “anti-resonance current” is a motor drive current for generating anti-resonance torque.
- the “traveling current” is a motor driving current for generating a traveling torque. Further, hereinafter, the motor drive current for generating the combined torque as appropriate is referred to as a “combined drive current”.
- Rotational angular velocity detecting unit 121 from the tire 200, to detect the rotational angular velocity omega 1 of the rim of the tire 200, as the frequency information described above, and outputs to the tire state estimation unit 130a.
- the rotational angular velocity detector 121 detects the rotational angle of the rim from, for example, an encoder (not shown) configured by a rotor that rotates in synchronization with the tire 200 and a sensor that detects the rotational angle of the rotor and converts it into an electrical signal. get. Then, the rotation angular velocity detection unit 121 calculates the rotation angular velocity ⁇ 1 by performing time differentiation on each rotation angle of the rim.
- the rotation angular velocity detection unit 121 may acquire the rotation angle using, for example, an optical encoder such as an incremental encoder or an absolute encoder, a magnetic encoder configured by a hall element, or the like.
- the tire state estimation unit 130 a calculates the resonance frequency f c0 and the anti-resonance frequency f a of the tire 200 based on the rotation angular velocity ⁇ 1 input from the rotation angular velocity detection unit 121.
- FIG. 10 is a flowchart showing an example of the operation of the tire condition detection apparatus 100 according to the fourth embodiment, and corresponds to FIG. 8 of the third embodiment.
- the same steps as those in FIG. 8 are denoted by the same step numbers, and description thereof will be omitted.
- the inverter control unit 111 derives a value of the traveling torque based on the amount of depression of the accelerator pedal (S1010), and derives a traveling current corresponding to the value of the traveling torque (S1020). ). Then, when it is not the estimated execution timing (S1030: NO), the inverter control unit 111 outputs the traveling current to the inverter unit 320 as an output designated value. As a result, only the traveling current is output as the motor driving current from the motor unit 330 (S1040), and only the traveling torque is applied to the tire 200.
- the inverter control unit 111 reads the previous resonance frequency f c0 and anti-resonance frequency f a (S1050). Inverter control unit 111, when lowering the air pressure is not (S1051: NO), to derive the anti-resonance torque for generating vibration comprising a previous resonance frequency f c0 and anti-resonance frequency f a (S1061) .
- the inverter control unit 111 derives an anti-resonance current corresponding to the value of the anti-resonance torque (S1070), generates an output command value of a combined drive current in which the anti-resonance current is superimposed on the traveling current, It outputs to the inverter part 320 (S1081).
- the motor unit 330 outputs the combined drive current as the motor drive current (S1092), and the combined drive torque is applied to the tire 200.
- the rotational angular velocity detection unit 121 detects the rotational angular velocity ⁇ 1 of the tire 200 and outputs it to the tire state estimation unit 130a as a time-series rotational angular velocity signal (S1101).
- Tire state estimation unit 130a the rotational angular velocity signal is input, the above-mentioned, is passed through a bandpass filter having a passband band including the previous resonance frequency f c0 and anti-resonance frequency f a (S1110). Then, the rotational angular velocity signal after passing through the band-pass filter, extracts a resonant frequency f c0 and anti-resonance frequency f a of the tire 200 (S1120).
- the tire condition detection apparatus 100 inputs the operation torque and inputs the running torque and the anti-resonance torque by controlling the value of the motor drive current.
- the tire state detection device 100 according to the fourth embodiment easily inputs anti-resonance vibrations to the drive tire 200 that can acquire operation information and can specify the value of the motor drive current. be able to.
- the tire condition detection apparatus 100 inputs anti-resonance vibration from the motor unit 330 that is stably and fixedly connected to the tire 200. Thereby, the tire state detection apparatus 100 according to Embodiment 4 can reduce the influence of vibration components other than the resonance frequency and the anti-resonance frequency in the frequency information.
- the tire state detection device 100 acquires a rotation angular velocity acquired from a rotation angle sensor installed to drive the motor unit 330 as frequency information. Thereby, the tire state detection apparatus 100 according to Embodiment 4 does not need to prepare another sensor for detecting vibration.
- the tire state detection device 100 detects the state of the tire 200 while the vehicle is stopped, only the anti-resonance torque is input to the tire 200.
- FIG. 11 is a block diagram illustrating an example of the configuration of the tire condition detection device according to the fifth embodiment, and corresponds to FIG. 9 of the fourth embodiment.
- the same parts as those in FIG. 9 are denoted by the same reference numerals, and description thereof will be omitted.
- the main difference of the tire state detection device 100 according to the fifth embodiment from the fourth embodiment is that the rotation angular velocity detection unit 121 detects the rotation angular velocity of the tire 200 using the actual output value of the motor drive current. It is to replace the angular velocity detection unit 123.
- the rotation angular velocity detection unit 123 calculates the rotation angular velocity ⁇ 1 of the rim of the tire 200 from the actual output value I q of the motor drive current, and outputs it to the tire state estimation unit 130a.
- the actual output value I q of the motor drive current is a current value acquired from a current acquisition unit (not shown) installed between the inverter unit 320 and the motor unit 330.
- FIG. 12 is a control block diagram showing an example of the configuration of the motor drive system.
- the PI controller 321 of the inverter control unit 111 causes the motor unit 330 so that the actual output value of the combined drive current flowing through the motor unit 330 matches the combined drive current (command value) calculated by the inverter control unit 111.
- the motor circuit 331 is an electronic circuit that can be modeled by the inductance L of the winding coil and the resistance R of the winding coil.
- the actual output value I q, the output torque T e is proportional to the torque constant K t, applied to a tire 200.
- the rotor of the motor unit 330 rotates at the rotation angular velocity ⁇ 1 .
- -K e ⁇ 1 is input as the actual input voltage value. From this relationship, the following equation (14) is derived.
- the rotational angular velocity detection unit 123 calculates the rotational angular velocity of the motor unit 330 (that is, the rotational angular velocity of the rim of the tire 200) ⁇ 1 from the actual output value I q and the control voltage V q_ref using the equation (14), and the tire state It outputs to the estimation part 130a.
- the tire state detection device 100 detects the rotational angular velocity ⁇ 1 from the actual output value of the drive current output to the motor unit 330 and the control voltage calculated by the inverter control unit 111. Can do. Thereby, the tire condition detection apparatus 100 according to Embodiment 5 can eliminate the need for a sensor such as an encoder.
- the motor unit 330 is a synchronous motor having a surface magnet structure in which a permanent magnet is attached to the surface of a rotor, and current control is assumed in which the d-axis current is zero.
- the configuration of the motor unit 330 is not limited to this.
- the motor unit 330 is a synchronous motor having an embedded magnet structure in which a permanent magnet is embedded in a rotor and a d-axis current is non-zero, a rotational angular velocity is similarly assumed. It is possible to detect ⁇ 1 .
- FIG. 13 is a block diagram illustrating an example of the configuration of the tire condition detection device according to the sixth embodiment, and corresponds to FIG. 9 of the fourth embodiment.
- the same parts as those in FIG. 9 are denoted by the same reference numerals, and description thereof will be omitted.
- the tire condition detection apparatus 100 according to Embodiment 6 is applied to a tire 200 that uses a battery unit 310, an inverter unit 320, a motor unit 330, and an inverter control unit 340 as a drive system.
- the main difference between the tire condition detection device 100 according to the sixth embodiment and the fourth embodiment is that the inverter control unit 111 is replaced with a control unit 112.
- the inverter control unit 340 calculates an output command value of the motor drive current such that the motor unit 330 outputs the output torque based on the output torque value of the tire 200 input from the control unit 112 described later. Alternatively, the inverter control unit 340 outputs an output command value for outputting the motor drive current based on the motor drive current that is input from the control unit 112, which will be described later, and the motor unit 330 outputs the output torque of the tire 200. calculate. Then, inverter control unit 340 outputs the calculated output command value to inverter unit 320.
- the control unit 112 determines the value of the traveling torque based on the operation information and the value of the anti-resonance torque, similarly to the vibration input unit 110a described in the third embodiment. Then, the control unit 112 outputs a combined torque value obtained by combining the anti-resonance torque and the traveling torque to the inverter control unit 340 as the output torque value of the tire 200.
- the output torque value may be output not by the output torque value itself but by the output of a motor drive current to the motor unit 330 for outputting the output torque to the tire 200.
- the tire condition detection apparatus 100 inputs the running torque and the anti-resonance torque by inputting the operation information and controlling the value of the output torque.
- the tire state detection device 100 according to the sixth embodiment easily inputs anti-resonance vibrations to the drive system tire 200 that can acquire operation information and can specify the value of the output torque. be able to.
- FIG. 14 is a block diagram illustrating an example of the configuration of the tire condition detection device according to the seventh embodiment, and corresponds to FIG. 9 of the fourth embodiment.
- the same parts as those in FIG. 9 are denoted by the same reference numerals, and description thereof will be omitted.
- the main point that the tire state detection device 100 according to the seventh embodiment is different from the fourth embodiment is that the tire state detection device 100 includes a current instruction unit 113.
- the current instruction unit 113 determines the anti-resonance torque in the same manner as the inverter control unit 111 of the fourth embodiment. Then, the current instruction unit 113 outputs a motor drive current value at which the motor unit 330 outputs the determined anti-resonance torque to the inverter control unit 111 as an anti-resonance current value.
- the inverter control unit 111 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 330 outputs this traveling torque. Then, the inverter control unit 111 calculates the value of the combined drive current by adding the value of the anti-resonance current input from the current instruction unit 113 to the value of the traveling current, and uses the calculation result as the output command value. Output to the inverter unit 320.
- the tire condition detection apparatus 100 according to the seventh embodiment includes the current instruction unit 113 that generates an anti-resonance current that generates vibration inherent in the tire 200.
- the tire condition detection apparatus 100 according to the seventh embodiment outputs the combined drive current superimposed on the traveling current to the motor unit 330 and inputs the traveling torque and the anti-resonance torque.
- the tire state detection device 100 according to the seventh embodiment can easily input anti-resonance vibration to the tire 200.
- FIG. 15 is a block diagram illustrating an example of the configuration of the tire condition detection device according to the eighth embodiment, and corresponds to FIG. 13 of the sixth embodiment.
- the same parts as those in FIG. 13 are denoted by the same reference numerals, and description thereof will be omitted.
- the main difference of the tire condition detection apparatus 100 according to the eighth embodiment from the sixth embodiment is that it includes an anti-resonance vibration instruction unit 114.
- the anti-resonance vibration instruction unit 114 determines the anti-resonance torque in the same manner as the current instruction unit 113 of the seventh embodiment. Then, the anti-resonance vibration instruction unit 114 outputs the determined anti-resonance torque value to the control unit 112.
- the control unit 112 determines a running torque corresponding to the amount of depression of an accelerator pedal (not shown) that the driver has depressed to accelerate the vehicle. Then, the control unit 112 calculates a combined torque of the anti-resonance torque input from the anti-resonance vibration instruction unit 114 and the traveling torque, and outputs the resultant torque to the inverter control unit 340.
- control unit 112 derives a value of a motor driving current (that is, a traveling current) such that the traveling torque is output from the motor unit 330. Further, the control unit 112 derives a value of a motor driving current (that is, an anti-resonance current) such that the motor unit 330 outputs the anti-resonance torque input from the anti-resonance vibration instruction unit 114. Then, the control unit 112 generates a combined drive current in which the anti-resonance current is superimposed on the traveling current, and outputs the combined drive current to the inverter control unit 340.
- a motor driving current that is, a traveling current
- a motor driving current that is, an anti-resonance current
- the control unit 112 generates a combined drive current in which the anti-resonance current is superimposed on the traveling current, and outputs the combined drive current to the inverter control unit 340.
- the tire condition detection apparatus 100 includes the anti-resonance vibration instruction unit 114 that generates the anti-resonance torque that generates the inherent vibration of the tire 200.
- the tire condition detection apparatus 100 according to the eighth embodiment outputs a combined drive current based on the combined torque superimposed on the traveling torque to the motor unit 330 and inputs the traveling torque and the anti-resonance torque.
- the tire state detection device 100 according to the eighth embodiment can easily input anti-resonance vibration to the tire 200 of the drive system that can specify the value of the motor drive current to the tire 200. it can.
- FIG. 16 is a block diagram illustrating an example of the configuration of the tire condition detection device according to the ninth embodiment, and corresponds to FIG. 9 of the fourth embodiment.
- the same parts as those in FIG. 9 are denoted by the same reference numerals, and description thereof will be omitted.
- the main difference of the tire condition detection device 100 according to the ninth embodiment from the fourth embodiment is that the rotational angular velocity detection unit 121 is not arranged.
- the tire state estimation unit 130a inputs the control voltage V q_ref for the motor unit 330 of FIG. 12 calculated by the inverter control unit 111.
- the tire state estimation unit 130a for example, to calculate the resonance frequency f c0 and anti-resonance frequency f a by the following method, to estimate the state of the tire 200.
- the second term + third term (I q term) on the right side is controlled so that the motor unit 330 outputs the output command value I q_ref of the motor drive current input from the inverter control unit 111.
- the same frequency characteristic as the output command value I q_ref that is an input appears in the second term + third term (I q term) on the right side.
- a method for detecting the resonance frequency f c0 ⁇ antiresonance frequency f a of the control voltage V q_ref abrupt showing the antiresonance frequency f a and the resonance frequency f c0 by performing frequency analysis described above with respect to the control voltage V Q_ref
- a technique for detecting the peak position may be employed.
- a method for detecting the resonance frequency f c0 ⁇ antiresonance frequency f a of the control voltage V Q_ref may employ a method utilizing a recursive least squares estimation method described above.
- the following equation (16) is derived by introducing the equation (15) into the above equation (6).
- the observable vector ⁇ and the observable output y are defined as in the following equations (17) and (18), respectively.
- Tire state estimation unit 130a the recursive least squares estimation method described in the first embodiment, the unknown parameters theta, determine the resonant frequency f c0 ⁇ anti-resonance frequency f a.
- the tire state detection device 100 estimates the state of the tire 200 from the control voltage for the motor unit 330, the rotation angular velocity detection unit can be omitted. That is, the tire condition detection apparatus 100 according to the ninth embodiment detects the condition of the tire 200 with the same accuracy as the configuration using the sensor without using the sensor that detects the angle and the rotational angular velocity of the tire 200. be able to.
- the tire condition detection devices control the input signal to the inverter unit as a method of inputting predetermined vibration to the tire, but the input signal to the motor unit (That is, the control voltage) may be directly controlled. That is, the tire state detection device may include an inverter unit.
- the tire condition detection device may not necessarily include the tire internal pressure calculation unit and the information presentation unit.
- the tire condition detection device may include a rotation angular velocity detection unit that calculates from the motor drive current of Embodiment 5 instead of the rotation angular velocity detection unit.
- the tire state detection device does not necessarily include the rotational angular velocity detection unit, and extracts the resonance frequency and the anti-resonance frequency from the control voltage described in Embodiment 9. You may do it.
- the tire condition detection apparatus and the tire condition detection method according to the present invention are useful as a tire condition detection apparatus and a tire condition detection method that can detect a tire condition with high accuracy.
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Measuring Fluid Pressure (AREA)
- Tires In General (AREA)
Abstract
Description
まず、実施の形態1に係るタイヤ状態検出装置の構成について説明する。
J1:リム220の慣性モーメント(内側慣性モーメント)
J2:トレッド230の慣性モーメント(外側慣性モーメント)
K:タイヤ200のねじりばね定数
D:タイヤ200の等価粘性係数
Te:車両側からリム220に掛けられる出力トルク
Td:タイヤ200が転動することにより路面からトレッド230に掛けられる外乱トルク
ω1:リム220の回転角速度
ω2:トレッド230の回転角速度
図5は、本発明の実施の形態2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1の図1に対応するものである。図1と同一部分には同一符号を付し、これについての説明を省略する。
図7は、本発明の実施の形態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り、実施の形態2の図5に対応するものである。図5と同一部分には同一符号を付し、これについての説明を省略する。
図9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7に対応するものである。図7と同一部分には同一符号を付し、これについての説明を省略する。
図11は、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9に対応するものである。図9と同一部分には同一符号を付し、これについての説明を省略する。
図13は、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4の図9に対応するものである。図9と同一部分には同一符号を付し、これについての説明を省略する。
図14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4の図9に対応するものである。図9と同一部分には同一符号を付し、これについての説明を省略する。
図15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13に対応するものである。図13と同一部分には同一符号を付し、これについての説明を省略する。
図16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4の図9に対応するものである。図9と同一部分には同一符号を付し、これについての説明を省略する。
110、110a 振動入力部
111、340 インバータ制御部
112 制御部
113 電流指示部
114 反共振用振動指示部
120 周波数情報取得部
121 回転角速度検出部
123 回転角速度検出部
130、130a タイヤ状態推定部
140 タイヤ内圧算出部
150 情報提示部
200 タイヤ
310 バッテリ部
320 インバータ部
321 PI制御器
330 モータ部
331 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および反共振周波数を抽出し、抽出した前記タイヤの共振周波数および反共振周波数から、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、前記外側慣性モーメントおよび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および反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および反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および反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・反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および反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および反共振周波数から、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、前記外側慣性モーメントおよび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。
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/823,930 US20130180324A1 (en) | 2010-10-12 | 2011-09-22 | Tire state detection device and tire state detection method |
CN2011800491099A CN103153657A (zh) | 2010-10-12 | 2011-09-22 | 轮胎状态检测装置以及轮胎状态检测方法 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010229917A JP5531265B2 (ja) | 2010-10-12 | 2010-10-12 | タイヤ状態検出装置およびタイヤ状態検出方法 |
JP2010-229917 | 2010-10-12 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012049810A1 true WO2012049810A1 (ja) | 2012-04-19 |
Family
ID=45938051
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2011/005340 WO2012049810A1 (ja) | 2010-10-12 | 2011-09-22 | タイヤ状態検出装置およびタイヤ状態検出方法 |
Country Status (4)
Country | Link |
---|---|
US (1) | US20130180324A1 (ja) |
JP (1) | JP5531265B2 (ja) |
CN (1) | CN103153657A (ja) |
WO (1) | WO2012049810A1 (ja) |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2008113377A1 (en) * | 2007-03-16 | 2008-09-25 | Nira Dynamics Ab | Use of suspension information in tire pressure deviation detection for a vehicle tire |
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 |
JP5956250B2 (ja) * | 2012-05-24 | 2016-07-27 | 株式会社ブリヂストン | タイヤ偏摩耗検知方法及びタイヤ偏摩耗検知装置 |
RU2505675C1 (ru) * | 2012-09-03 | 2014-01-27 | Шлюмберже Текнолоджи Б.В. | Способ определения свойств углеводного пласта и добываемых флюидов в процессе добычи |
CN103353402B (zh) * | 2013-07-03 | 2015-06-17 | 吉林大学 | 多工况轮胎力学特性测试车及测试方法 |
FR3009080B1 (fr) * | 2013-07-23 | 2016-12-30 | Michelin & Cie | Methode de test de la resistance a une perte de pression d'un pneumatique |
US9259976B2 (en) * | 2013-08-12 | 2016-02-16 | The Goodyear Tire & Rubber Company | Torsional mode tire wear state estimation system and method |
JP6063428B2 (ja) * | 2014-11-11 | 2017-01-18 | 住友ゴム工業株式会社 | タイヤ空気圧低下検出装置、方法及びプログラム |
FR3030373B1 (fr) | 2014-12-17 | 2018-03-23 | Continental Automotive France | Procede d'estimation de la fiabilite de mesures de capteurs de roue d'un vehicule et systeme de mise en oeuvre |
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 |
KR102470306B1 (ko) * | 2016-03-11 | 2022-11-25 | 에이치엘만도 주식회사 | 타이어 압력 추정 장치 및 그 추정 방법 |
US10286923B1 (en) * | 2017-11-15 | 2019-05-14 | Ford Global Technologies, Llc | Tire vibration and loose wheel detection |
CN109658543B (zh) * | 2018-11-27 | 2021-07-09 | 汉海信息技术(上海)有限公司 | 一种车辆的车轮故障处理方法、车辆及系统 |
JP7245072B2 (ja) | 2019-02-26 | 2023-03-23 | 株式会社Subaru | 車両情報算出装置及び車両の制御装置 |
JP7334705B2 (ja) * | 2020-10-13 | 2023-08-29 | トヨタ自動車株式会社 | 電動車両の制御装置 |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH10193934A (ja) * | 1997-01-09 | 1998-07-28 | Toyota Motor Corp | タイヤ空気圧異常判定装置 |
JP2001063327A (ja) * | 1999-08-30 | 2001-03-13 | Denso Corp | タイヤ空気圧警報装置 |
JP2006151282A (ja) * | 2004-11-30 | 2006-06-15 | Toyota Motor Corp | タイヤ状態判定装置 |
JP2009513945A (ja) * | 2003-07-08 | 2009-04-02 | コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト | 車両タイヤの内圧を検出する方法 |
WO2011040019A1 (ja) * | 2009-09-30 | 2011-04-07 | パナソニック株式会社 | タイヤ状態検出装置およびタイヤ状態検出方法 |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN201104257Y (zh) * | 2007-09-07 | 2008-08-20 | 映兴电子股份有限公司 | 汽车胎压监测转换装置 |
-
2010
- 2010-10-12 JP JP2010229917A patent/JP5531265B2/ja active Active
-
2011
- 2011-09-22 US US13/823,930 patent/US20130180324A1/en not_active Abandoned
- 2011-09-22 CN CN2011800491099A patent/CN103153657A/zh active Pending
- 2011-09-22 WO PCT/JP2011/005340 patent/WO2012049810A1/ja active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH10193934A (ja) * | 1997-01-09 | 1998-07-28 | Toyota Motor Corp | タイヤ空気圧異常判定装置 |
JP2001063327A (ja) * | 1999-08-30 | 2001-03-13 | Denso Corp | タイヤ空気圧警報装置 |
JP2009513945A (ja) * | 2003-07-08 | 2009-04-02 | コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト | 車両タイヤの内圧を検出する方法 |
JP2006151282A (ja) * | 2004-11-30 | 2006-06-15 | Toyota Motor Corp | タイヤ状態判定装置 |
WO2011040019A1 (ja) * | 2009-09-30 | 2011-04-07 | パナソニック株式会社 | タイヤ状態検出装置およびタイヤ状態検出方法 |
Non-Patent Citations (1)
Title |
---|
TAKAHARU UMENO ET AL.: "Tire Pressure Estimation Using Wheel Speed Sensors", R & D REVIEW OF TOYOTA CRDL, vol. 32, no. 4, December 1997 (1997-12-01), pages 45 - 52 * |
Also Published As
Publication number | Publication date |
---|---|
CN103153657A (zh) | 2013-06-12 |
JP2012081873A (ja) | 2012-04-26 |
US20130180324A1 (en) | 2013-07-18 |
JP5531265B2 (ja) | 2014-06-25 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5531265B2 (ja) | タイヤ状態検出装置およびタイヤ状態検出方法 | |
JPWO2011040019A1 (ja) | タイヤ状態検出装置およびタイヤ状態検出方法 | |
US10386269B2 (en) | Electric-vehicle testing device and method | |
WO2021004403A1 (en) | Road type recognition | |
CN104718103B (zh) | 电动车辆的电动机控制装置 | |
JP6090336B2 (ja) | 車両の振動解析方法及び振動解析装置 | |
JP4474475B2 (ja) | タイヤ空気圧低下検出装置及び方法、並びにタイヤの空気圧低下検出プログラム | |
JP5652053B2 (ja) | 車体振動推定装置およびこれを用いた車体制振制御装置 | |
JP2010023673A (ja) | タイヤ空気圧低下検出装置および方法、ならびにタイヤの空気圧低下検出プログラム | |
JP5652054B2 (ja) | 車体振動推定装置 | |
KR20120099304A (ko) | 타이어 상태 판정 장치 | |
Siegel et al. | Smartphone-based wheel imbalance detection | |
JP2012046040A (ja) | 車体振動推定装置およびこれを用いた車体制振制御装置 | |
JP5689105B2 (ja) | タイヤ空気圧低下検出装置、方法及びプログラム | |
CN109932152A (zh) | 一种汽车喇叭共振检测装置及检测方法 | |
JP5606502B2 (ja) | タイヤ空気圧低下検出装置、方法及びプログラム | |
JP5562466B1 (ja) | 適合補助システムおよび適合補助方法 | |
KR102149458B1 (ko) | 주행 중 타이어와 노면의 상태 모니터링 시스템 및 방법 | |
JP3362671B2 (ja) | タイヤ空気圧推定装置 | |
KR101499745B1 (ko) | 운동에너지 등가연료지수를 이용한 차량 연비 계산 방법 | |
JP2012192834A (ja) | 車両制御装置 | |
JP2020008528A (ja) | 測定方法及び測定装置 | |
CN114370932B (zh) | 稳健轮胎/车轮振动监测器系统 | |
JP2013250181A (ja) | エンジン回転計 | |
JP2012017986A (ja) | 車両重量算出装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201180049109.9 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 11832255 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13823930 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 11832255 Country of ref document: EP Kind code of ref document: A1 |