WO2013132968A1 - Dispositif de contrôle de pression d'air de pneu - Google Patents

Dispositif de contrôle de pression d'air de pneu Download PDF

Info

Publication number
WO2013132968A1
WO2013132968A1 PCT/JP2013/053258 JP2013053258W WO2013132968A1 WO 2013132968 A1 WO2013132968 A1 WO 2013132968A1 JP 2013053258 W JP2013053258 W JP 2013053258W WO 2013132968 A1 WO2013132968 A1 WO 2013132968A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
sensor
tire
tpms
data
Prior art date
Application number
PCT/JP2013/053258
Other languages
English (en)
Japanese (ja)
Inventor
寺田　昌司
一夫 坂口
崇 島
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2014503728A priority Critical patent/JP5741765B2/ja
Publication of WO2013132968A1 publication Critical patent/WO2013132968A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0486—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors
    • B60C23/0489—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors for detecting the actual angular position of the monitoring device while the wheel is turning
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0415—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels
    • B60C23/0416—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels allocating a corresponding wheel position on vehicle, e.g. front/left or rear/right
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
    • B60C23/0433—Radio signals
    • B60C23/0447—Wheel or tyre mounted circuits
    • B60C23/0455—Transmission control of wireless signals
    • B60C23/0459—Transmission control of wireless signals self triggered by motion sensor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0486—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors
    • B60C23/0488—Movement sensor, e.g. for sensing angular speed, acceleration or centripetal force
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L11/00—Measuring steady or quasi-steady pressure of a fluid or a fluent solid material by means not provided for in group G01L7/00 or G01L9/00
    • G01L11/02—Measuring steady or quasi-steady pressure of a fluid or a fluent solid material by means not provided for in group G01L7/00 or G01L9/00 by optical means
    • G01L11/025—Measuring steady or quasi-steady pressure of a fluid or a fluent solid material by means not provided for in group G01L7/00 or G01L9/00 by optical means using a pressure-sensitive optical fibre
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L17/00—Devices or apparatus for measuring tyre pressure or the pressure in other inflated bodies

Definitions

  • FIG. 6 is a diagram showing a method for calculating the rotational position of each wheel 1.
  • the time when the count value of the wheel speed pulse is input is t1
  • the time when the rotational position of the TPMS sensor 2 is the highest point is t2
  • the time when the TPMS sensor 2 actually starts transmitting TPMS data is t3
  • the time when TPMSCU4 completes the reception of TPMS data is t4
  • the time when the wheel speed pulse count value is input is t5.
  • each wheel 1 When the vehicle is running, the rotational speed of each wheel 1 varies depending on the difference between the inner and outer wheels when turning, the lock and slip of wheel 1, and the tire pressure difference. It is known that even during straight running, there is a difference in rotational speed between the front and rear wheels 1FL and 1FR and between the left and right wheels 1RL and 1RR due to a slight correction rudder by the driver and a difference in the left and right road surface conditions.
  • the dispersion characteristic value of the own wheel As the number of receptions increases, the difference between the dispersion characteristic value of the own wheel and the dispersion characteristic value of the other wheel increases. Therefore, by looking at the dispersion characteristic value X, the degree of variation in the rotational position data of each wheel 1 can be accurately determined.
  • the transmission cycle of TPMS data on the TPMS sensor 2 side is about 16 seconds, and when the vehicle is continuously running, the rotational position of each wheel 1 is about 2.5 minutes after the start of the auto-learning mode. Since the number of data becomes 10, and the determination of the degree of variation can be started, each of the second wheel position determination controls that start the determination of the degree of variation after waiting for the elapse of a predetermined cumulative traveling time (8 minutes) The correspondence relationship between the sensor ID and each wheel position can be determined.
  • the ratio Nn of the number of receptions Nn of TPMS data within one trip to the total number of receptions N of TPMS data within a predetermined cumulative travel time / N is multiplied by weighting coefficients K1, K2, ..., Km, and the weighted dispersion characteristics K1 ⁇ Xtrp1, K2 ⁇ Xtrp2,..., Km ⁇ Xtrpm sum (K1 ⁇ Xtrp1 + K2 ⁇ Xtrp2 +,..., Km ⁇ Xtrpm) is the final dispersion characteristic value X.
  • the dispersion characteristic value Xtrpm is not calculated and the number of TPMS data reception Nn is 3 or more in one trip. Based on the trip dispersion characteristic value Xtrpm, the final dispersion characteristic value X is calculated.
  • the number of receptions Nn of TPMS data in one trip is small, the difference in dispersion characteristic value Xtrpm of each wheel 1 hardly occurs.
  • an effective dispersion characteristic value Xtrpm for determining the degree of variation in the rotational position of each wheel 1 cannot be obtained, so this is excluded and the final dispersion characteristic value X is calculated. By doing so, the reliability of the final dispersion characteristic value X can be improved.
  • the G sensor 2b outputs a value of + 1G when the TPMS sensor 2 is at the uppermost point, and TPMS data is output.
  • the center of gravity of the main body 24 is set at a position closer to the button battery 2e than the surface 28 (see FIG. 3) including the tire rotation shaft and the valve hole 23. Therefore, the higher the vehicle speed (the higher the rotational speed of the tire 21), the greater the centrifugal force that acts on the left side 24c.
  • the air valve 20 that supports the main body portion 24 employs a snap-in method that is fixed to the valve hole 23 of the wheel rim 22 via the soft rubber portion 26, the rubber portion 26 is twisted and the main body portion 24 is twisted. Inclination occurs.
  • the rotational position where the G sensor 2b outputs a value of + 1G that is, the position where the main body 24 is parallel to the ground is the original position (top point).
  • the rotation angle is advanced by the inclination angle ⁇ of the main body 24.
  • the inclination angle ⁇ of the main body 24 increases as the vehicle speed increases.
  • the amount of change in the inclination angle ⁇ of the main body 24 with respect to the change in the vehicle speed is larger than that in the case where the vehicle speed is less than the predetermined vehicle speed.
  • the inclination angle ⁇ of the main body 24 is based on the deviation ⁇ G between the centrifugal acceleration Gv calculated by the wheel speed base acceleration calculating unit 13a and the centrifugal acceleration Gs detected by the G sensor 2b.
  • Rotational position correction units 11d and 12d for correcting the rotational position based on the inclination angle ⁇ are provided. Since the inclination angle ⁇ represents the amount of deviation from the top point of the TPMS sensor 2 when TPMS data is transmitted, the rotational position of each wheel 1 is corrected by the correction tooth number ⁇ z obtained by converting the inclination angle ⁇ to the number of teeth.
  • the rotational position of each wheel 1 can be corrected to the rotational position when the TPMS sensor 2 is at the highest point. Thereby, since the rotational position of each wheel 1 when the rotational position of the TPMS sensor 2 is at the highest point can be obtained with high accuracy, the first wheel position determination is performed in a traveling scene where the vehicle speed changes from the stop speed to the high vehicle speed. Decrease in determination accuracy in the control and second wheel position determination control can be suppressed.
  • the tilt angle estimation unit 13 estimates the tilt angle ⁇ based on the deviation ⁇ G between the centrifugal acceleration Gs detected by the G sensor 2b and the centrifugal acceleration Gv calculated by the wheel speed base acceleration calculation unit 13a.
  • FIG. 15 is a diagram showing the relationship between the vehicle speed and the centrifugal acceleration acting on the TPMS sensor 2. Both the centrifugal accelerations Gv and Gs have a characteristic that increases as the vehicle speed increases. Since the inclination angle ⁇ increases as the vehicle speed rises, the deviation ⁇ G between Gv and Gs increases, and this deviation ⁇ G takes a value depending on the vehicle speed. That is, both the inclination angle ⁇ and the deviation ⁇ G depend on the vehicle speed, and both have a certain relationship. Therefore, the inclination angle ⁇ can be accurately estimated by estimating the inclination angle ⁇ based on the deviation ⁇ G.
  • the rotational position correction units 11d and 12d correct the first rotational position z t2 + ⁇ z after adding the number ⁇ z and the second correction by subtracting the correction tooth number ⁇ z for the detected rotational position according to the inclination angle ⁇ .
  • the post-rotation position z t2 - ⁇ z is set as the post-correction rotation position.
  • the center of gravity in the longitudinal direction of the main body 24 is closer to the button battery 2e than the surface 28 including the tire rotation axis and the valve hole 23, that is, closer to the left side 24c. When acted, the main body 24 is inclined in a direction in which the left side 24c moves outward in the tire radial direction.
  • the sensor CU2c of the TPMS sensor 2 transmits TPMS data when the gravitational acceleration dependent component of the centrifugal acceleration detected by the G sensor 2b becomes the transmission determination threshold value (+1 [G]).
  • the main body 24 receives a greater centrifugal force as the vehicle speed increases. Therefore, when the vehicle speed exceeds a certain speed, the main body 24 has an angle with respect to the central axis of the valve hole 23. This angle increases as the vehicle speed increases. Therefore, when traveling at high speed, the peak of the gravitational acceleration dependent component of the centrifugal acceleration detected by the G sensor 2b does not reach +1 [G]. Therefore, in this state, TPMS data cannot be transmitted in the fixed position transmission mode. .
  • a correction amount that increases as the wheel speed dependent component of the centrifugal acceleration increases is set, and the gravitational acceleration dependent component is increased and corrected.
  • the amplitude of the corrected gravitational acceleration dependent component is increased and corrected, and the peak of the corrected gravitational acceleration dependent component is set to the transmission determination threshold value +1 [G] even during high-speed traveling. Since they can be matched, it is possible to prevent the transmission of TPMS data in the fixed position transmission mode.
  • G sensor 2b that detects the centrifugal acceleration Gs when rotating, and when the value of the gravity acceleration dependent component of the centrifugal acceleration becomes + 1G, the tire pressure, centrifugal acceleration Gs and sensor ID are wireless signals
  • a wheel speed sensor 8 provided on the vehicle body side corresponding to 1 and outputs a wheel speed pulse proportional to the number of rotations of the wheel, and a rotational position calculation for detecting the rotational position of each wheel 1 from the count value of each wheel speed pulse
  • Radio signals including parts 11a and 12a and a certain sensor ID
  • the rotational position of each wheel 1 at the time of transmission is acquired a plurality of times, accumulated as rotational position data of each wheel 1, and the wheel position of the transmitter 2d corresponding to the sensor ID based on the degree of variation of each rotational position data Wheel position
  • the rotational position of the wheel 1 on which the transmitter 2d is mounted is substantially constant among the rotational positions of the wheels 1 detected at that timing. While the values are shown, other rotational positions vary. Therefore, the wheel position of the transmitter 2d can be accurately determined by determining the wheel position of the transmitter 2d based on the degree of variation in the rotational position data of each wheel 1.
  • the main body 24 corrects the amplitude of the gravity acceleration-dependent component in accordance with the wheel speed-dependent component of the centrifugal acceleration detected by the G sensor 24. Can be matched with the transmission determination threshold value +1 [G], and it is possible to prevent TPMS data from being disabled in the fixed position transmission mode.
  • the wheel position determination unit 11c, 12c sets the rotation position of each wheel 1 as the start point on the two-dimensional plane with the origin (0,0) as the start point and the point (cos ⁇ , sin ⁇ ) on the circumference of the unit circle as the end point. And calculate the scalar quantity of the average vector (ave_cos ⁇ , ave_sin ⁇ ) of each rotational position data vector as the dispersion characteristic value X, and compare each dispersion characteristic value X to obtain the degree of variation of each rotational position data . As a result, it is possible to avoid the periodicity of the rotational position data and obtain the degree of variation of the rotational position.
  • the wheel position determination unit 11c determines that the cumulative travel time of the vehicle has not reached the predetermined cumulative travel time (8 minutes) and the number of data of each rotational position data is greater than or equal to the predetermined number (10). Then, the variation degree of each wheel position data is calculated, and the wheel position corresponding to the wheel position data with the smallest variation degree is determined as the wheel position of the transmitter 2d corresponding to the sensor ID. Therefore, when the vehicle is running almost continuously, the rotational position of each TPMS sensor 2 can be accurately determined because the degree of variation of each rotational position data is obtained using data of a predetermined number or more of rotational positions.
  • the wheel position determination unit 12c calculates the variation degree of each wheel position data, and sets the rotation position data having the smallest variation degree.
  • the corresponding wheel position is determined as the wheel position of the transmitter 2d corresponding to the sensor ID.
  • the air valve 20 is a snap-in method that is fixed to the valve hole 23 of the wheel rim 22 via a rubber portion 26.
  • the snap-in type air valve has a larger inclination angle ⁇ of the main body part 24 with respect to the vehicle speed, so the amplitude of the gravity acceleration dependent component The effect of the increase correction is remarkable.
  • the tire pressure monitoring device of the second embodiment is different from the first embodiment in that the transmission determination threshold value is corrected to decrease.
  • the sensor CU2c reduces and corrects the transmission determination threshold value according to the wheel speed dependent component obtained by removing the gravitational acceleration dependent component from the centrifugal acceleration detected by the G sensor 2b.
  • the figure is a control block diagram of the sensor CU2c for performing the transmission timing determination process.
  • the determination threshold setting unit 15a sets a transmission determination threshold based on the wheel speed dependent component of the centrifugal acceleration detected by the G sensor 2b.
  • the transmission judgment threshold is +1 [G] when the vehicle speed is in a stop speed range where the vehicle speed is less than or equal to a certain speed, and the wheel speed dependent component becomes large when the vehicle speed is in a high vehicle speed range exceeding a certain speed. The characteristic becomes smaller with the increase.
  • the transmission determination unit 15b compares the gravity acceleration dependent component of the centrifugal acceleration detected by the G sensor 2b with the transmission determination threshold set by the determination threshold setting unit 15a.
  • a transmission trigger is output to the machine 2d.
  • the transmitter 2d transmits TPMS data in response to a transmission trigger input.
  • a transmission determination threshold value that decreases as the wheel speed dependent component of the centrifugal acceleration increases is set.
  • the transmission determination threshold value is corrected to decrease as the wheel speed dependent component of the centrifugal acceleration increases, and the peak of the gravitational acceleration dependent component is determined to be transmitted even during high speed traveling. Since the threshold value can be matched, it is possible to prevent the TPMS data from being disabled in the fixed position transmission mode.
  • the tire pressure monitoring device of the second embodiment has the effects listed below.
  • G sensor 2b that detects the centrifugal acceleration Gs when rotating, and when the value of the gravity acceleration dependent component of the centrifugal acceleration becomes + 1G, the tire pressure, centrifugal acceleration Gs and sensor ID are wireless signals
  • a wheel speed sensor 8 provided on the vehicle body side corresponding to 1 and outputs a wheel speed pulse proportional to the number of rotations of the wheel, and a rotational position calculation for detecting the rotational position of each wheel 1 from the count value of each wheel speed pulse
  • Radio signals including parts 11a and 12a and a certain sensor ID
  • the rotation position of each wheel 1 at the time of transmission is acquired a plurality of times and accumulated as rotation position data of each wheel 1, and the wheel position of the transmitter 2d corresponding to the sensor ID based on the degree of variation of each rotation position data Wheel position determination unit 11
  • the first wheel position determination control is performed.
  • the wheel position of each TPMS sensor 2 can be determined more accurately than the second wheel position determination control.
  • the degree of variation of each rotational position data is determined by the second wheel position determination control.
  • the wheel position determination by the first wheel position determination control is often caused by erroneous detection of the rotation position when the vehicle is stopped or reverse, whereas the second wheel position determination control is rotated. Misdetection of position can be suppressed. Therefore, in the case where a deviation occurs between the rotational position of the wheel 1 calculated by the number of counts of the wheel speed pulses and the actual rotational position due to vehicle stop or reverse, the TPMS sensor is more effective than the first wheel position determination control. 2 wheel position can be accurately determined.
  • the main body 24 reduces and corrects the transmission determination threshold according to the wheel speed-dependent component of the centrifugal acceleration detected by the G sensor 24. It is possible to match the transmission determination threshold value, and it is possible to prevent the TPMS data from being disabled in the fixed position transmission mode.
  • the air valve 20 is a snap-in method that is fixed to the valve hole 23 of the wheel rim 22 via a rubber portion 26.
  • the snap-in type air valve has a larger inclination angle ⁇ of the main body 24 with respect to the vehicle speed. The effect by the reduction correction is remarkable.
  • the air valve may be a clamp-in type air valve fixed to a wheel rim with a valve washer and a valve nut.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

Selon l'invention, les positions de rotation de roues de véhicule quand un signal sans fil contenant une certaine information d'identification est transmis sont acquises de multiples fois et stockées sous la forme de données de position de rotation des roues du véhicule, et la position d'un émetteur des roues du véhicule correspondant à l'information d'identification est déterminée sur la base du degré de variation dans les données de position de rotation.
PCT/JP2013/053258 2012-03-08 2013-02-12 Dispositif de contrôle de pression d'air de pneu WO2013132968A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2014503728A JP5741765B2 (ja) 2012-03-08 2013-02-12 タイヤ空気圧モニター装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012051708 2012-03-08
JP2012-051708 2012-03-08

Publications (1)

Publication Number Publication Date
WO2013132968A1 true WO2013132968A1 (fr) 2013-09-12

Family

ID=49116452

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/053258 WO2013132968A1 (fr) 2012-03-08 2013-02-12 Dispositif de contrôle de pression d'air de pneu

Country Status (2)

Country Link
JP (1) JP5741765B2 (fr)
WO (1) WO2013132968A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5590227B2 (ja) * 2011-04-15 2014-09-17 日産自動車株式会社 タイヤ空気圧モニター装置
WO2017042910A1 (fr) * 2015-09-09 2017-03-16 太平洋工業 株式会社 Dispositif de détection d'état de pneu et dispositif d'identification de position de roue
CN112660143A (zh) * 2020-12-25 2021-04-16 浙江吉利控股集团有限公司 一种纵向车速估算方法及装置
CN115302989A (zh) * 2022-08-08 2022-11-08 浙江吉利控股集团有限公司 胎压传感器的自动匹配方法及其系统、匹配设备及计算机可读存储介质

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001191767A (ja) * 2000-01-14 2001-07-17 Bridgestone Corp タイヤの状態検出装置、自動車制御装置、及びタイヤの状態検出方法
JP2005321958A (ja) * 2004-05-07 2005-11-17 Denso Corp タイヤ空気圧検出装置
JP2006027419A (ja) * 2004-07-15 2006-02-02 Nissan Motor Co Ltd タイヤ空気圧モニター装置
JP2006151295A (ja) * 2004-11-30 2006-06-15 Pacific Ind Co Ltd スナップインバルブ装置
JP2010122023A (ja) * 2008-11-19 2010-06-03 Nissan Motor Co Ltd タイヤ空気圧モニター装置およびタイヤ空気圧モニター方法
JP2011058967A (ja) * 2009-09-10 2011-03-24 Sanyo Electric Co Ltd 加速度センサ用補正装置
WO2011032713A1 (fr) * 2009-09-18 2011-03-24 Schrader Electronics Limited Appareil de filtre de localisation pour systemes de contrôle de roues

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001191767A (ja) * 2000-01-14 2001-07-17 Bridgestone Corp タイヤの状態検出装置、自動車制御装置、及びタイヤの状態検出方法
JP2005321958A (ja) * 2004-05-07 2005-11-17 Denso Corp タイヤ空気圧検出装置
JP2006027419A (ja) * 2004-07-15 2006-02-02 Nissan Motor Co Ltd タイヤ空気圧モニター装置
JP2006151295A (ja) * 2004-11-30 2006-06-15 Pacific Ind Co Ltd スナップインバルブ装置
JP2010122023A (ja) * 2008-11-19 2010-06-03 Nissan Motor Co Ltd タイヤ空気圧モニター装置およびタイヤ空気圧モニター方法
JP2011058967A (ja) * 2009-09-10 2011-03-24 Sanyo Electric Co Ltd 加速度センサ用補正装置
WO2011032713A1 (fr) * 2009-09-18 2011-03-24 Schrader Electronics Limited Appareil de filtre de localisation pour systemes de contrôle de roues

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
YOKO WATAMORI: "Enshu Jo no Data de Tokei shiyo", JOHO SURI KAGAKU KOZA, 19 December 2008 (2008-12-19), OSAKA PREFECTURE UNIVERSITY RIGAKUBU/ RIGAKUKEI KENKYUKA JOHO SURI KAGAKKA/JOHO SURI KAGAKU SENKO, pages 1 - 4, Retrieved from the Internet <URL:http://www.mi.s.osakafu-u.ac.jp/lec/mi-lecture.html> [retrieved on 20130513] *

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5590227B2 (ja) * 2011-04-15 2014-09-17 日産自動車株式会社 タイヤ空気圧モニター装置
WO2017042910A1 (fr) * 2015-09-09 2017-03-16 太平洋工業 株式会社 Dispositif de détection d'état de pneu et dispositif d'identification de position de roue
EP3168066A4 (fr) * 2015-09-09 2018-01-24 Pacific Industrial Co., Ltd. Dispositif de détection d'état de pneu et dispositif d'identification de position de roue
US10464380B2 (en) 2015-09-09 2019-11-05 Pacific Industrial Co., Ltd. Tire state detecting device and wheel position specifying device
CN112660143A (zh) * 2020-12-25 2021-04-16 浙江吉利控股集团有限公司 一种纵向车速估算方法及装置
CN115302989A (zh) * 2022-08-08 2022-11-08 浙江吉利控股集团有限公司 胎压传感器的自动匹配方法及其系统、匹配设备及计算机可读存储介质

Also Published As

Publication number Publication date
JPWO2013132968A1 (ja) 2015-07-30
JP5741765B2 (ja) 2015-07-01

Similar Documents

Publication Publication Date Title
JP5590227B2 (ja) タイヤ空気圧モニター装置
JP5853402B2 (ja) タイヤ空気圧モニター装置
JP5574044B2 (ja) タイヤ空気圧モニター装置
JP5741767B2 (ja) タイヤ空気圧モニター装置
KR101550124B1 (ko) 타이어 공기압 모니터 시스템
KR101560960B1 (ko) 타이어 공기압 송신 장치 및 타이어 공기압 모니터 시스템
WO2012157308A1 (fr) Dispositif de contrôle de pression de pneu
JP5736959B2 (ja) タイヤ空気圧モニター装置
JP5741765B2 (ja) タイヤ空気圧モニター装置
JP5736951B2 (ja) タイヤ空気圧モニター装置
JP5741764B2 (ja) タイヤ空気圧モニター装置
JP5956021B1 (ja) 車輪位置特定装置
JP5741766B2 (ja) タイヤ空気圧モニター装置
JP5741768B2 (ja) タイヤ空気圧モニター装置
JP5896014B2 (ja) タイヤ空気圧モニター装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13758024

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2014503728

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13758024

Country of ref document: EP

Kind code of ref document: A1