WO2016121366A1 - Dispositif de détection de position de roue et système de détection de pression de pneu doté de celui-ci - Google Patents

Dispositif de détection de position de roue et système de détection de pression de pneu doté de celui-ci Download PDF

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Publication number
WO2016121366A1
WO2016121366A1 PCT/JP2016/000351 JP2016000351W WO2016121366A1 WO 2016121366 A1 WO2016121366 A1 WO 2016121366A1 JP 2016000351 W JP2016000351 W JP 2016000351W WO 2016121366 A1 WO2016121366 A1 WO 2016121366A1
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WIPO (PCT)
Prior art keywords
frame
wheel
transmitter
vehicle
wheels
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PCT/JP2016/000351
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English (en)
Japanese (ja)
Inventor
昌紘 福田
則昭 岡田
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株式会社デンソー
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Publication of WO2016121366A1 publication Critical patent/WO2016121366A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • 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
    • 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

  • the technology of the present disclosure relates to a wheel position detection device that automatically detects at which position of the vehicle a target wheel is mounted, and is suitable for application to a direct tire pressure detection system.
  • TPMS Tire Pressure Monitoring System
  • a transmitter equipped with a sensor such as a pressure sensor is directly attached to a wheel side to which a tire is attached.
  • an antenna and a receiver are provided on the vehicle body side.
  • a registration method there is a method of registration using a tool capable of communicating with a TPMS electronic control device (hereinafter referred to as TPMS-ECU) mounted on a vehicle at an automobile maintenance shop (for example, a dealer). As shown in FIG. 1, there is also an automatic method.
  • TPMS-ECU TPMS electronic control device
  • the wheel speed sensor detects the passage of the tooth of the gear rotated in conjunction with the wheel, and the wheel position is determined based on the variation width of the tooth position at the reception timing of the frame.
  • automatic registration is performed based on a user's registration instruction operation, and the TPMS-ECU detects wheel positions based on vehicle travel.
  • ID information as a candidate for registration (hereinafter referred to as candidate ID) is stored in the memory of the TPMS-ECU. Then, the transmitter of the own vehicle is finally registered from among the candidate IDs.
  • a predetermined condition is set so that irrelevant ID information is excluded from the candidate IDs. .
  • the vehicle when the wheel position is detected based on the acceleration detection signal detected by the acceleration sensor, the vehicle always travels, and therefore the condition of the candidate ID is that the vehicle is traveling. Can do.
  • the vehicle speed is a predetermined speed (for example, 10 km / h) or more, and acceleration on data (the acceleration sensor data indicating that the acceleration sensor is turned on in the frame transmitted from the transmitter) (Hereinafter referred to as G-ON data).
  • G-ON data the acceleration sensor data indicating that the acceleration sensor is turned on in the frame transmitted from the transmitter
  • the acceleration sensor when the wheel speed reaches a predetermined speed, the acceleration component in the centrifugal direction becomes sufficiently larger than the other components so that accurate acceleration detection can be performed.
  • the fact that the acceleration sensor can accurately detect the acceleration is referred to as the acceleration sensor being in an on state.
  • the transmitter is provided with a function of detecting that the acceleration sensor is turned on, and G-ON data is stored in the frame based on the detection result.
  • acceleration off data (hereinafter referred to as G-OFF data) is stored in the frame.
  • G-OFF data acceleration off data
  • the G-ON data As described above, if the G-ON data is included, it is possible to prevent the candidate ID from accepting the ID information of the transmitter of the other vehicle when the vehicle is not traveling. If the G-ON data indicating that the vehicle is traveling is not included in the frame sent from the transmitter, the ID information stored in the frame can be excluded from the candidate ID. As a result, the amount of data stored in the memory of the TPMS-ECU can be reduced. In particular, if the number of other vehicles in the same format as the own vehicle increases in the market, the number of candidate IDs of the transmitter becomes enormous and the wheel ID information of the own vehicle may not be registered. Logic that makes ID information of other vehicles excluded from candidate IDs is useful.
  • the predetermined vehicle speed that the TPMS-ECU includes in the candidate ID is set to a lower value (eg, 10 km / h) than the vehicle speed at which the acceleration sensor is turned on, or a higher value (eg, 40 km / h).
  • a lower value eg, 10 km / h
  • a higher value eg, 40 km / h
  • the speed range in which the acceleration sensor is not turned on yet (range of 10 km / h to the predetermined vehicle speed) ) If a frame storing G-ON data from another vehicle is received while the host vehicle is traveling within this speed range, the ID information stored in the frame is a candidate for each transmitter of the wheels of the host vehicle. Registered as an ID. If the host vehicle continues to travel within this speed range, only those of other vehicles are registered as candidate IDs, and the memory capacity of the TPMS-ECU is filled. May not be registered as.
  • the predetermined vehicle speed is set to a high value
  • the own vehicle is always traveling in a state where the predetermined vehicle speed is not exceeded, the same thing as described above occurs, and the ID information of each transmitter of the wheel of the own vehicle is obtained. There is also a concern that it will not be registered as a candidate ID.
  • One of the objects of the present disclosure is that, in view of the above points, the ID information of the transmitter of the wheel of the own vehicle is accurately determined while suppressing the ID information of the transmitter of the wheel of the other vehicle as a candidate ID.
  • a wheel position detection device is a wheel position detection device applied to a vehicle in which a plurality of wheels including tires are attached to a vehicle body, and is provided on each of the plurality of wheels.
  • a transmitter including a first control unit that generates and transmits a frame including the identification information of the frame, and a frame that is provided on the vehicle body side and receives the frame transmitted from the transmitter via a reception antenna.
  • a receiver having a second control unit that performs wheel position detection that stores the plurality of wheels and the identification information of the transmitter provided in each of the plurality of wheels in association with each other.
  • the transmitter includes an acceleration sensor that outputs a detection signal corresponding to an acceleration including a gravitational acceleration component that changes with rotation of a wheel to which the transmitter is attached, and as a function of the first control unit, Detecting that the wheel speed of the wheel to which the transmitter is attached has reached a predetermined speed at which the acceleration sensor can detect the acceleration, and indicating the state of the acceleration sensor based on the detection result It has a function of storing in the frame.
  • the first control unit has a gravitational acceleration included in the detection signal of the acceleration sensor with the central axis of the wheel to which the transmitter is attached as the center and an arbitrary position in the circumferential direction of the wheel as an angle of 0 °.
  • the angle of the transmitter is detected based on the component, and the frame is repeatedly transmitted at a timing at which the angle becomes a predetermined transmission angle.
  • the second control unit is a gear having an outer peripheral surface having different magnetic resistances, which is rotated in conjunction with the plurality of wheels, and a portion of a tooth which is a conductor and a portion located between the teeth are alternately repeated.
  • gear information indicating the tooth position of the gear is acquired, and the frame is transmitted based on the tooth position at the reception timing of the frame.
  • the wheel position is detected by identifying and registering the wheel to which the transmitter is attached.
  • the second control unit of the receiver is in a state where the vehicle is traveling at a first speed or higher set to be equal to or higher than the predetermined speed, and the state of the acceleration sensor stored in the received frame
  • a first determination unit that determines whether or not the first condition that the acceleration sensor is on is satisfied, and the first determination unit determines that the first condition is satisfied.
  • the candidate registration unit that registers the identification information stored in the received frame as the candidate identification information and the frame that includes the candidate identification information registered by the candidate registration unit are received
  • the vehicle The data indicating the state of the acceleration sensor stored in the received frame is the state in which the acceleration sensor is on, and the vehicle is traveling at the second speed or higher set below the predetermined speed.
  • a second determination unit that determines whether or not the second condition is satisfied, and the reception timing of the received frame when the second determination unit determines that the second condition is satisfied
  • a data updating unit for updating the tooth position data as new data used for the wheel position detection.
  • a criterion for determining that the vehicle state used as the registration condition is running is that a vehicle speed equal to or higher than the first speed at which the acceleration sensor is on is generated.
  • the criterion for determining that the vehicle state used as the data update condition is running is that a vehicle speed equal to or higher than the second speed that is lower than the first speed is generated.
  • a tire air pressure detection system is a tire air pressure detection system including the wheel position detection device described above, wherein the transmitter detects according to the air pressure of the tire provided in each of the plurality of wheels.
  • a sensing unit for outputting a signal, and storing information on tire pressure obtained by signal processing of the detection signal of the sensing unit by the first control unit in a frame, and then transmitting the frame to the receiver.
  • the second control unit detects the air pressure of the tire provided in each of the plurality of wheels from the information related to the tire air pressure.
  • FIG. 1 is a diagram illustrating an overall configuration of a tire air pressure detection device to which the wheel position detection device according to the first embodiment is applied.
  • FIG. 2A is a diagram illustrating a block configuration of the transmitter.
  • FIG. 2B is a diagram showing a block configuration of the TPMS-ECU.
  • FIG. 3 is a timing chart for explaining wheel position detection.
  • FIG. 4 is an image diagram showing changes in gear information.
  • FIG. 5A is a schematic diagram illustrating wheel position determination logic.
  • FIG. 5B is a schematic diagram illustrating the wheel position determination logic.
  • FIG. 5C is a schematic diagram illustrating the wheel position determination logic.
  • FIG. 6A is a chart showing the evaluation result of the wheel position of ID1.
  • FIG. 6B is a chart showing the evaluation result of the wheel position of ID2.
  • FIG. 6C is a chart showing the evaluation result of the wheel position of ID3.
  • FIG. 6D is a chart showing the evaluation result of the wheel position of ID4.
  • FIG. 7 is a flowchart of candidate ID registration processing.
  • FIG. 8 is a flowchart of the data update process.
  • FIG. 1 is a diagram illustrating an overall configuration of a TPMS to which the wheel position detection device according to the first embodiment is applied.
  • the upper direction in the drawing of FIG. 1 corresponds to the front of the vehicle 1, and the lower direction of the drawing corresponds to the rear of the vehicle 1.
  • TPMS in this embodiment is demonstrated.
  • the TPMS is provided in the vehicle 1, and includes a transmitter 2, an ECU for TPMS (hereinafter referred to as TPMS-ECU) 3 serving as a receiver, and a meter 4. Yes.
  • the wheel position detection device uses a transmitter 2 and a TPMS-ECU 3 provided in the TPMS, and wheels provided corresponding to each wheel 5 (5a to 5d) from a brake control ECU (hereinafter referred to as a brake ECU) 10.
  • the wheel position is specified by acquiring gear information obtained from detection signals of the speed sensors 11a to 11d.
  • the transmitter 2 is attached to each of the wheels 5a to 5d, detects the air pressure of the tire attached to the wheels 5a to 5d, and provides information about the tire air pressure indicating the detection result. It is stored in a frame together with the unique ID information of the transmitter 2 and transmitted. In the frame, G-ON data indicating that an acceleration sensor 22 (described later) is turned on or G-OFF data indicating that the acceleration sensor 22 is not turned on is stored. These G-ON data and G-OFF data correspond to data indicating the state of the acceleration sensor 22. Although the acceleration sensor 22 always detects acceleration, when the wheel speed reaches a predetermined speed, the acceleration component in the centrifugal direction becomes sufficiently larger than the other components so that accurate acceleration detection can be performed.
  • the fact that the acceleration sensor 22 can perform accurate acceleration detection in this way is referred to as the acceleration sensor 22 being in an on state.
  • the transmitter 2 has a function of detecting that the acceleration sensor 22 is turned on, and stores G-ON data or G-OFF data in a frame based on the detection result. Yes.
  • the transmitter 2 is provided with a physical switch (not shown) in which a movable contact that is displaced according to acceleration in the centrifugal direction is in contact with a fixed contact. Is detected to have been turned on.
  • the TPMS-ECU 3 is attached to the vehicle body 6 side of the vehicle 1 and receives the frame transmitted from the transmitter 2 and performs various processes and calculations based on the detection signal stored therein. Thus, wheel position detection and tire air pressure detection are performed.
  • the transmitter 2 creates a frame by, for example, FSK (frequency shift keying), and the TPMS-ECU 3 demodulates the frame to read data in the frame to detect the wheel position and the tire air pressure.
  • 2A and 2B show block configurations of the transmitter 2 and the TPMS-ECU 3.
  • the transmitter 2 includes a sensing unit 21, an acceleration sensor 22, a microcomputer 23, a transmission circuit 24, and a transmission antenna 25, and is based on power supply from a battery (not shown). Each part is driven.
  • the sensing unit 21 includes a diaphragm type pressure sensor 21a and a temperature sensor 21b, for example, and outputs a detection signal corresponding to the tire pressure and a detection signal corresponding to the temperature.
  • the acceleration sensor 22 is used to detect the position of the sensor itself at the wheels 5a to 5d to which the transmitter 2 is attached, that is, to detect the position of the transmitter 2 and the vehicle speed.
  • the acceleration sensor 22 according to the present embodiment detects, for example, acceleration corresponding to accelerations in both directions perpendicular to the radial direction of each wheel 5a to 5d, that is, the circumferential direction, among the accelerations acting on the wheels 5a to 5d when the wheels 5a to 5d rotate. Output a signal.
  • the microcomputer 23 is a well-known one having a control unit (first control unit) and the like, and executes predetermined processing according to a program stored in a memory in the control unit.
  • Individual ID information including identification information unique to the transmitter for identifying each transmitter 2 and identification information unique to the vehicle for identifying the host vehicle is stored in the memory in the control unit.
  • the microcomputer 23 receives the detection signal related to the tire pressure from the sensing unit 21, processes the signal and processes it as necessary, and stores the information related to the tire pressure in the frame together with the ID information of each transmitter 2. . Further, the microcomputer 23 monitors the detection signal of the acceleration sensor 22 to detect the position (angle detection) of the transmitter 2 on the wheels 5a to 5d to which the transmitters 2 are attached, or to detect the vehicle speed. Yes. When the microcomputer 23 creates the frame, the microcomputer 23 transmits the frame (data transmission) from the transmission antenna 25 to the TPMS-ECU 3 via the transmission circuit 24 based on the position detection result of the transmitter 2 and the vehicle speed detection result. )I do.
  • the microcomputer 23 starts frame transmission on the condition that the vehicle 1 is traveling, and at a timing at which the angle of the acceleration sensor 22 becomes a predetermined angle based on the detection signal of the acceleration sensor 22. Repeated frame transmission. Whether the vehicle is running is determined based on the vehicle speed detection result, and the angle of the acceleration sensor 22 is determined based on the position detection result of the transmitter 2 based on the detection signal of the acceleration sensor 22. .
  • the microcomputer 23 detects the vehicle speed using the detection signal of the acceleration sensor 22, and determines that the vehicle 1 is running when the vehicle speed becomes a predetermined speed (for example, 5 km / h) or more.
  • the output of the acceleration sensor 22 includes acceleration based on centrifugal force (centrifugal acceleration).
  • the vehicle speed can be calculated by integrating the centrifugal acceleration and multiplying the coefficient. For this reason, the microcomputer 23 calculates the centrifugal acceleration by removing the gravitational acceleration component from the output of the acceleration sensor 22, and calculates the vehicle speed based on the centrifugal acceleration.
  • the acceleration sensor 22 Since the acceleration sensor 22 outputs detection signals corresponding to the rotations of the wheels 5a to 5d, the gravitational acceleration component is included in the detection signals during traveling, and the amplitude corresponding to the wheel rotation is increased. Signal.
  • the amplitude of the detection signal is the negative maximum amplitude when the transmitter 2 is located at the upper position around the central axis of the wheels 5a to 5d, zero when located at the horizontal position, and located at the lower position. The maximum positive amplitude is obtained. Therefore, the position of the acceleration sensor 22 can be detected based on this amplitude, and when the acceleration sensor 22 is located at an upper position around the angle of the position of the transmitter 2, for example, the central axis of each wheel 5a to 5d. It is possible to grasp the angle formed by the acceleration sensor 22 when the angle is set to 0 °.
  • the frame transmission from each transmitter 2 is performed at the start timing when the acceleration sensor 22 reaches a predetermined angle at the same time when the vehicle speed reaches the predetermined speed or after the vehicle speed reaches the predetermined speed.
  • the frame is transmitted repeatedly at the timing when the angle formed by the acceleration sensor 22 becomes the same angle as the first frame transmission.
  • the angle formed by the acceleration sensor 22 may be the same as that at the time of the first frame transmission.
  • the frame transmission is always performed every time the angle is reached. For example, it is preferable that frame transmission is performed only once in a predetermined time (for example, 15 seconds).
  • the transmission circuit 24 functions as an output unit that transmits a frame transmitted from the microcomputer 23 to the TPMS-ECU 3 through the transmission antenna 25.
  • frame transmission for example, radio waves in the RF band are used.
  • the transmitter 2 configured in this way is attached to an air injection valve in each of the wheels 5a to 5d, for example, and is arranged so that the sensing unit 21 is exposed inside the tire.
  • the transmitter 2 detects the tire air pressure of the wheel to which the transmitter 2 is attached, and when the vehicle speed exceeds a predetermined speed as described above, the angle of the acceleration sensor 22 of each wheel 5a to 5d becomes a predetermined angle.
  • Frame transmission is performed repeatedly through the transmission antenna 25 provided in each transmitter 2 at the timing. After that, it is possible to perform frame transmission from the transmitter 2 at the timing at which the angle of the acceleration sensor 22 of each wheel 5a to 5d becomes a predetermined angle, but it is better to increase the transmission interval in consideration of the battery life.
  • the mode is switched from the wheel position determination mode to the periodic transmission mode, and frame transmission is performed at a longer fixed period (for example, every minute), so that the TPMS-ECU3 side A signal related to the tire pressure is periodically transmitted to.
  • the transmission timing of each transmitter 2 can be shifted, and reception by the TPMS-ECU 3 side due to radio wave interference from a plurality of transmitters 2 is possible. It can be prevented from disappearing.
  • the TPMS-ECU 3 includes a receiving antenna 31, a receiving circuit 32, a microcomputer 33, and the like.
  • the TPMS-ECU 3 acquires the gear information from the brake ECU 10 through an in-vehicle LAN such as CAN as will be described later, and the teeth indicated by the number of teeth (or the number of teeth) of the gears rotated together with the wheels 5a to 5d. Get the position.
  • the receiving antenna 31 is for receiving a frame sent from each transmitter 2.
  • the receiving antenna 31 is fixed to the vehicle body 6 and may be an internal antenna disposed in the main body of the TPMS-ECU 3, or may be an external antenna in which wiring is extended from the main body.
  • the receiving circuit 32 functions as an input unit that receives a transmission frame from each transmitter 2 received by the receiving antenna 31 and sends the frame to the microcomputer 33.
  • the receiving circuit 32 transmits the received signal to the microcomputer 33.
  • the microcomputer 33 corresponds to the second control unit, and executes wheel position detection according to a program stored in a memory in the microcomputer 33. Specifically, the microcomputer 33 performs wheel position detection based on the relationship between the information acquired from the brake ECU 10 and the reception timing at which the transmission frame from each transmitter 2 is received. From the brake ECU 10, in addition to the wheel speed information of the wheels 5a to 5d, gear information of the wheel speed sensors 11a to 11d provided corresponding to the wheels 5a to 5d is acquired every predetermined period (for example, 10 ms). Yes.
  • Gear information is information indicating the tooth positions of gears (gears) that are rotated together with the wheels 5a to 5d.
  • the wheel speed sensors 11a to 11d are constituted by, for example, electromagnetic pickup sensors arranged to face the gear teeth, and change the detection signal as the gear teeth pass. Since these types of wheel speed sensors 11a to 11d output square pulse waves corresponding to the passage of teeth as detection signals, the rising and falling of the square pulse waves pass through the tooth edge of the gear. Will be expressed. Therefore, the brake ECU 10 counts the number of teeth of the gear, that is, the number of passing edges, from the number of rising and falling edges of the detection signals of the wheel speed sensors 11a to 11d, and the tooth edge at that time is counted every predetermined period. The number is transmitted to the microcomputer 33 as gear information indicating the tooth position. Thereby, in the microcomputer 33, it is possible to grasp which tooth of the gear has passed.
  • the number of tooth edges is reset every time the gear rotates once. For example, when the number of teeth provided on the gear is 48 teeth, the number of edges is counted as a total of 96 from 0 to 95, and when the count value reaches 95, it is returned to 0 and counted again.
  • the number of tooth edges of the gear is transmitted from the brake ECU 10 to the microcomputer 33 as gear information.
  • the number of teeth may be a count value of the number of passing teeth.
  • the number of edges or teeth passed during the predetermined period is transmitted to the microcomputer 33, and the microcomputer 33 adds the number of edges or teeth passed during the predetermined period to the previous number of edges or teeth. You may make it count the number of edges or the number of teeth in the period. That is, it is only necessary that the microcomputer 33 can finally acquire the number of edges or the number of teeth in the cycle as gear information.
  • the brake ECU 10 resets the number of gear teeth (or the number of teeth) every time the power is turned off, but again starts measuring at the same time when the power is turned on or when the vehicle speed reaches the predetermined vehicle speed. ing. Thus, even if the power is turned off every time the power is turned off, the same teeth are represented by the same number of edges (or the number of teeth) while the power is turned on.
  • the microcomputer 33 measures the reception timing when the frame transmitted from each transmitter 2 is received, and the frame reception timing is determined from the number of edges (or the number of teeth) of the acquired gear.
  • the wheel position is detected based on the number of edges (or the number of teeth) of the gear. As a result, it is possible to perform wheel position detection that specifies to which wheel 5a to 5d each transmitter 2 is attached. A specific method for detecting the wheel position will be described in detail later.
  • the microcomputer 33 stores the ID information of each transmitter 2 in association with the position of each wheel 5a to 5d to which each transmitter 2 is attached based on the result of wheel position detection. After that, based on the ID information and tire pressure data stored in the transmission frame from each transmitter 2, the tire pressure of each wheel 5a to 5d is detected, and an electrical signal corresponding to the tire pressure is sent to CAN or the like. Is output to the meter 4 through the in-vehicle LAN. For example, the microcomputer 33 detects a decrease in tire air pressure by comparing the tire air pressure with a predetermined threshold Th, and outputs a signal to that effect to the meter 4 when a decrease in tire air pressure is detected. As a result, the meter 4 is informed that the tire air pressure of any of the four wheels 5a to 5d has decreased.
  • the meter 4 functions as an alarm unit, and as shown in FIG. 1, is arranged at a place where the driver can visually recognize, and is configured by a meter display or the like installed in an instrument panel in the vehicle 1, for example. .
  • a signal indicating that the tire air pressure has decreased is sent from the microcomputer 33 in the TPMS-ECU 3, the meter 4 displays a decrease in tire air pressure while identifying the wheels 5a to 5d. Informs that the tire pressure of the specific wheel has decreased.
  • the microcomputer 23 monitors the detection signal of the acceleration sensor 22 at every predetermined sampling period based on the power supply from the battery, thereby determining the vehicle speed and the angle of the acceleration sensor 22 at each of the wheels 5a to 5d. Detected. Then, when the vehicle speed reaches a predetermined speed, the microcomputer 23 repeatedly transmits frames at a timing at which the angle of the acceleration sensor 22 becomes a predetermined angle. For example, frame transmission from each transmitter 2 is performed with a predetermined angle when the vehicle speed reaches a predetermined speed or a start timing when the acceleration sensor 22 reaches a predetermined angle after the vehicle speed reaches the predetermined speed. I have to. The frame is transmitted repeatedly at the timing when the angle formed by the acceleration sensor 22 becomes the same angle as the first frame transmission.
  • the gear information of the wheel speed sensors 11a to 11d provided corresponding to the wheels 5a to 5d is acquired from the brake ECU 10 at predetermined intervals (for example, 10 ms). Then, the TPMS-ECU 3 measures the reception timing when the frame transmitted from each transmitter 2 is received, and when the frame reception timing is selected from the number of gear edges (or the number of teeth). Get the number of gear edges (or the number of teeth).
  • the reception timing of the frame transmitted from each transmitter 2 does not always coincide with the cycle of acquiring gear information from the brake ECU 10.
  • the number of edges (or the number of teeth) of the gear indicated by the gear information acquired in the cycle closest to the reception timing of the frame among the cycles in which the gear information is acquired from the brake ECU 10, that is, the cycle immediately before or immediately after that Can be used as the number of gear edges (or the number of teeth).
  • the frame reception timing is obtained by using the number of gear edges (or the number of teeth) indicated by the gear information acquired in the period immediately before and after the frame reception timing from the period in which the gear information is acquired from the brake ECU 10.
  • the number of edges (or the number of teeth) of the gear may be calculated.
  • the intermediate value of the number of gear edges (or the number of teeth) indicated by the gear information acquired immediately before and after the frame reception timing is used as the number of gear edges (or the number of teeth) at the frame reception timing. Can be used.
  • the operation of obtaining the number of gear edges (or the number of teeth) at the reception timing of the frame is repeated every time the frame is received, and the number of gear edges (or the number of gear edges at the received frame reception timing)
  • the wheel position is detected based on the number of teeth. Specifically, the variation in the number of gear edges (or the number of teeth) at the frame reception timing is within a predetermined range set based on the number of gear edges (or the number of teeth) at the previous reception timing.
  • the wheel position is detected by determining whether or not there is.
  • the tooth position indicated by the number of gear edges (or the number of teeth) at the frame reception timing Is almost the same as the previous time. For this reason, the variation in the number of edges (or the number of teeth) of the gears at the frame reception timing is small and falls within a predetermined range. This is true even when multiple frames are received, and the variation in the number of gear edges (or the number of teeth) at the reception timing of each frame is within a predetermined range determined at the first frame reception timing. It will fit.
  • the tooth position indicated by the number of edges (or the number of teeth) of the gear at the reception timing of the frame transmitted from the transmitter 2 of the other wheel varies.
  • the number of edges (or the number of teeth) of the gear at the reception timing of the frame for the wheel that has received the frame are nearly identical.
  • the rotation state of the wheels 5a to 5d varies depending on road conditions, turning or lane change, and the rotation states of the wheels 5a to 5d cannot be completely the same. For this reason, for a wheel that is different from the wheel that received the frame, the tooth position indicated by the number of gear edges (or the number of teeth) at the frame reception timing varies.
  • the tooth position indicated by the number of gear edges (or the number of teeth) at the frame reception timing varies.
  • the wheel position is detected by determining whether or not the variation is within a predetermined range.
  • the variation allowable width which is the allowable width for the number of gear edges (or the number of teeth), is a value corresponding to a range of 180 ° centered on the first reception angle (the range of the first reception angle ⁇ 90 °).
  • the number of edges is a range of ⁇ 24 edges centered on the number of edges at the first reception
  • the number of teeth is a range of ⁇ 12 teeth centered on the number of teeth at the first reception. In this case, as shown in FIG.
  • the number of gear edges (or the number of teeth) at the time of the second frame reception is within the range of allowable variation determined by the first frame reception, the number of edges.
  • the wheel (or the number of teeth) may coincide with the wheel on which the frame was transmitted, and is TRUE (correct).
  • the variation allowable width is determined around the second reception angle that is the angle of the transmitter 2 at the time of the second frame reception, and is equivalent to 180 ° ( ⁇ 90 °) around the second reception angle. Value. For this reason, a variation allowable width of 180 ° ( ⁇ 90 °) centered on the first reception angle that is the previous allowable variation width and a variation allowable width of 180 ° ( ⁇ 90 °) centered on the second reception angle
  • the overlapping portion becomes a new variation allowable width (edge number range is 12 to 48), and the new variation allowable width can be narrowed to the overlapping range.
  • the number of gear edges (or the number of teeth) is acquired at each reception timing of the frame, and the corresponding wheel (left front wheel) is obtained.
  • a transmitter that transmits the frame out of the range is transmitted. 2 is excluded from the attached wheel candidates. And the wheel which was not excluded until the last is registered as a wheel with which the transmitter 2 with which the flame
  • the right front wheel FR, the right rear wheel RR, and the left rear wheel RL are excluded from the candidates in this order, and the remaining left front wheel FL is finally attached to the transmitter 2 to which the frame is transmitted.
  • the wheel is registered in association with the ID information.
  • the microcomputer 33 stores the ID information of each transmitter 2 that has transmitted the frame in association with the position of the wheel to which it is attached.
  • the TPMS-ECU 3 receives the frame transmitted when the vehicle speed reaches the predetermined speed, and stores the gear information at the reception timing. However, the TPMS-ECU 3 stores a predetermined traveling stop determination speed (for example, 5 km). / H) When it becomes below, the gear information so far is discarded. When the vehicle starts running again, the wheel position is newly detected as described above.
  • the basic wheel position detection is performed by the above method. As a result, it is possible to detect the wheel positions of the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR, which are traveling wheels.
  • the ID information stored in the frame can be a candidate ID.
  • the timing at which the frame transmitted from the transmitter of the other vehicle is received does not match the tooth position of the gear of any wheel of the own vehicle. For this reason, it can avoid registering the ID information of the transmitter of another vehicle, and can register only the ID information of the transmitter 2 of the own vehicle.
  • the registration method shown in Patent Document 1 it is possible to prevent registration of ID information of a transmitter of another vehicle. That is, in the above wheel position detection, when a frame including ID information from a transmitter attached to a wheel of another vehicle is received during wheel position detection when no existing ID information of the host vehicle is registered.
  • the ID information of the transmitter can also be a candidate ID.
  • the transmitter 2 attached to the wheels 5a to 5d of the host vehicle is replaced, and the number of ID information of frames that can be received is In some cases, the number is less than the number of registered ID information. In such a case, when a frame including ID information from a transmitter attached to a wheel of another vehicle is received during wheel position detection, the ID information of the transmitter can also be a candidate ID.
  • the ID information is only included when the tooth position at the frame reception timing is included in the variation allowable range continuously for a predetermined number of times (for example, 10 times). Is registered.
  • the number of gear edges (or teeth) acquired at each frame reception timing is also received for that frame, as in the case of the host vehicle. It is determined whether or not (number) is within the range of variation tolerance. And, similarly to the transmitter 2 of the own vehicle, for the frame transmitted from the transmitter of the other vehicle, the wheel that is out of the range of the allowable variation range is selected from the wheel candidates attached to the transmitter 2 to which the frame is transmitted. Will be excluded. At this time, since the elimination method is used, at the time when only one wheel is finally left without being excluded in each frame, the wheel candidate to which the transmitter 2 to which the wheel transmits the frame is attached. It becomes.
  • the ID information of the transmitter attached to the wheels of the other vehicle is erroneously registered as that of the own vehicle.
  • the frame transmitted from the transmitter attached to the wheel of the other vehicle is not from the own vehicle, the frame is likely to vary, and the frame transmitted from the transmitter 2 attached to the wheels 5a to 5d of the own vehicle. It is apt to be excluded from the wheel candidates earlier. For this reason, most of the frames transmitted from the transmitters of the wheels of other vehicles are identified as wheel candidates that are attached to the transmitters that transmitted the frames. It is easy to become the state that was done.
  • the ID information registration condition is that the tooth position at the reception timing of the frame is continuously included within the tolerance range after the wheel is specified, the other vehicle is in the meantime.
  • the tooth position of the reception timing of the frame from the transmitter is out of the tolerance range. Therefore, it is possible to prevent the ID information of the transmitter attached to the wheels of the other vehicle from being erroneously registered as that of the own vehicle.
  • the TPMS-ECU 3 executes the candidate ID registration process shown below, thereby increasing the number of candidate IDs. Is suppressed.
  • the processing shown in FIG. 7 is performed for selecting candidate IDs to be subjected to wheel position detection when the above-described processing for detecting the wheel position of the traveling wheel is started. Then, only the candidate ID selected here is subjected to the data update process shown in FIG. 8 and is subjected to wheel position detection by the wheel position determination logic described above.
  • the TPMS-ECU 3 enters the ID registration mode.
  • the TPMS-ECU 3 executes the processes shown in FIGS. 7 and 8 together with the above-described wheel position detection process at every predetermined control cycle.
  • step 100 when an RF reception, that is, a frame transmitted as an RF band radio wave is received, the processing from step 110 is executed.
  • step 110 it is determined whether or not the vehicle state is traveling and G-ON data is stored in the received frame. That is, it is determined here whether or not the host vehicle is traveling and the acceleration sensor 22 provided in the transmitter 2 is in an on state.
  • Whether the vehicle state is traveling or not is determined by obtaining vehicle speed data from the brake ECU 10 because the vehicle ECU calculates the vehicle speed based on detection signals from the wheel speed sensors 11a to 11d, for example. Can do.
  • the vehicle speed is generated, the vehicle state is assumed to be running, but in this step, the vehicle speed becomes equal to or higher than the predetermined vehicle speed on the basis of the predetermined vehicle speed at which the acceleration sensor 22 is turned on.
  • the vehicle state is assumed to be traveling when the vehicle speed equal to or higher than the first speed is generated.
  • the vehicle speed at which the acceleration sensor 22 is turned on varies depending on variations in the acceleration sensor 22, but for example, if it is 40 km / h or more, the acceleration sensor 22 is surely turned on, so the vehicle speed here is 40 km / h. It is assumed that the vehicle state is running when h or more.
  • the candidate ID registration condition is set such that the vehicle state is traveling and that the G-ON data is stored in the received frame.
  • the ID information of each transmitter of the wheel of the host vehicle is registered as the candidate ID, such that only the other vehicle is registered as the candidate ID and the memory capacity of the TPMS-ECU 3 is full. There is a possibility of disappearing.
  • the vehicle speed is higher than or equal to the first speed as a determination condition that the vehicle state, which is one of the candidate ID registration conditions in the determination of step 110, is running. I am going to do that.
  • the vehicle speed is higher than or equal to the first speed as a determination condition that the vehicle state, which is one of the candidate ID registration conditions in the determination of step 110, is running. I am going to do that.
  • step 110 If an affirmative determination is made in step 110, the process proceeds to step 120, where the ID information stored in the received frame is registered (stored) in the memory of the TPMS-ECU 3 as a candidate ID, and the process proceeds to the data update process shown in FIG. . That is, by narrowing down the candidate ID registration conditions and narrowing down the number of candidate IDs to be registered, the data update process shown in FIG. Make it easier to update data.
  • step 200 when a frame transmitted as an RF reception, that is, an RF band radio wave is received, the processes in and after step 210 are performed. Execute.
  • step 210 whether the vehicle state is running and the received frame is of a candidate ID storing G-ON data, that is, whether it is ID information already registered in the candidate ID registration process shown in FIG. Determine whether or not. At this time, on condition that it is a candidate ID, the ID information registered as the candidate ID is not allowed to proceed to the processing after step 220.
  • the determination criterion that the vehicle state is running is loosened from step 110. Specifically, in this step, when a vehicle speed that is lower than the predetermined vehicle speed and that can accurately calculate the vehicle speed is generated with reference to the predetermined vehicle speed at which the acceleration sensor 22 is turned on. The vehicle state is running. The vehicle speed at which the acceleration sensor 22 is not turned on varies depending on variations in the acceleration sensor 22, but for example, if it is 5 km / h, the acceleration sensor 22 is not turned on.
  • the vehicle speed that can be calculated with high accuracy varies depending on the accuracy of the wheel speed sensors 11a to 11d, but can be calculated with high accuracy if the vehicle speed is 5 km / h or more, for example. Therefore, here, it is determined that the vehicle state is traveling when the vehicle speed is 5 km / h or more.
  • the G-ON data is continuously recorded in the frame until it is confirmed that the acceleration sensor 22 is turned on once or until a predetermined time elapses after the vehicle stops. included. That is, the G-ON data is not stored in the frame until the vehicle speed reaches a predetermined speed and the acceleration sensor 22 is turned on. Once the acceleration sensor 22 is turned on, the G-ON data is not detected even if the vehicle speed decreases. Data remains stored in the frame. Therefore, even if the vehicle speed is near the second speed, which is lower than the first speed, as in step 210, the G-ON data can be confirmed.
  • step 220 data update is performed for one of the ID information stored in the received frame, that is, one of the candidate IDs.
  • the candidate ID gear information at the reception timing of the frame is acquired, and it is determined whether or not the number of gear edges (or the number of teeth) indicated by the gear ID is included in the variation allowable width.
  • Data update for wheel position detection according to the wheel position specifying logic is performed. Based on this, as shown in FIGS. 6A to 6D, each time a frame is received, the candidate ID is updated, and the wheel position is detected.
  • the tire air pressure is detected. Specifically, when detecting tire air pressure, frames are transmitted from each transmitter 2 at regular intervals, and every time a frame is transmitted from each transmitter 2, frames for four traveling wheels are converted into TPMS- Received by the ECU 3. Then, the TPMS-ECU 3 identifies which frame is sent from the transmitter 2 attached to the wheels 5a to 5d based on the ID information stored in each frame, and determines each frame from information related to tire pressure. The tire pressure of the wheels 5a to 5d is detected. As a result, a decrease in tire air pressure of each of the wheels 5a to 5d can be detected, and it is possible to identify which tire air pressure of the wheels 5a to 5d is decreasing.
  • the fact is notified to the meter 4 so that the meter 4 displays a display indicating the decrease in tire air pressure while identifying the wheels 5a to 5d, and the tire air pressure of the specific wheel is indicated to the driver. Announcing a drop in
  • the tooth positions of the gears 12a to 12d are shown based on the detection signals of the wheel speed sensors 11a to 11d that detect the passage of the teeth of the gears 12a to 12d rotated in conjunction with the wheels 5a to 5d.
  • Gear information is acquired every predetermined period.
  • the variation allowable width is set based on the tooth position at the reception timing of the frame and the tooth position at the reception timing of the frame after setting the variation allowable width is outside the range of the variation allowable width, The wheel is excluded from the wheel candidates attached to the transmitter 2 to which the frame is transmitted, and the remaining wheels are registered as wheels to which the transmitter 2 to which the frame is transmitted is attached. For this reason, the wheel position of the traveling wheel can be specified without a large amount of data.
  • a criterion for determining that the vehicle state used as the registration condition is running is that a vehicle speed equal to or higher than the first speed at which the acceleration sensor 22 is on is generated.
  • the criterion for determining that the vehicle state used as the data update condition is running is that a vehicle speed equal to or higher than the second speed that is lower than the first speed is generated.
  • the G-ON data is included in the frame.
  • the ID information of the wheel of the other vehicle in which is included is not registered as a candidate ID.
  • the ID information of the wheels of other vehicles whose G-OFF data is included in the frame is not registered as candidate IDs.
  • the data can be updated if the vehicle speed is equal to or higher than the second speed thereafter.
  • the wheel position detection can be completed earlier. In other words, once it is confirmed that the acceleration sensor 22 is turned on, the G-ON data remains included in the frame during the wheel position detection. As long as it is determined that the vehicle is traveling at a low vehicle speed.
  • the variation allowable width is changed at each frame reception timing, and the variation allowable width is gradually narrowed.
  • the method of detecting the wheel position on the traveling wheel side may be another method, for example, a method in which the variation allowable width is constant and is not gradually narrowed.
  • the variation allowable width is changed at each frame reception timing so that the variation allowable width is gradually narrowed.
  • the variation allowable width set around the tooth position is constant. .
  • the variation allowable width set around this tooth position can also be changed.
  • the variation in the tooth position may increase as the vehicle speed increases. For this reason, it is possible to set a more accurate variation allowable width by increasing the variation allowable width as the vehicle speed increases.
  • the longer the sampling period when the acceleration sensor 22 performs acceleration detection the lower the timing detection accuracy when the angle of the acceleration sensor 22 becomes a predetermined angle, and therefore the variation tolerance is changed accordingly.
  • a more accurate variation tolerance can be set. In that case, since the transmitter 2 knows the sampling period and the like, the frame transmitted by the transmitter 2 can be transmitted including data for determining the variation allowable width.
  • the angle at which frame transmission is performed is that the position where the angle is 0 ° is when the acceleration sensor 22 is positioned above the center axis of each wheel 5a to 5d.
  • this is merely an example, and an arbitrary position in the circumferential direction of the wheel may be set to 0 °.
  • the TPMS-ECU 3 acquires the gear information from the brake ECU 10. However, since it is sufficient that the TPMS-ECU 3 can acquire the number of teeth or the number of teeth of the gear as the gear information, it may be acquired from another ECU, or the detection signals of the wheel speed sensors 11a to 11d are input, The number of teeth or the number of teeth of the gear may be acquired from the detection signal.
  • the case where the TPMS-ECU 3 and the brake ECU 10 are configured as separate ECUs has been described, but there may be a case where they are configured as a single ECU in which these are integrated.
  • the ECU directly inputs the detection signals of the wheel speed sensors 11a to 11d, and acquires the number of teeth or the number of teeth of the gear from the detection signals.
  • the number of teeth or the number of teeth of the gear can always be obtained, unlike the case where these pieces of information are obtained every predetermined period, based on the gear information exactly at the reception timing of the frame. Wheel position detection can be performed.
  • the wheel position detection device provided for the vehicle 1 provided with the four wheels 5a to 5d serving as the traveling wheels has been described.
  • a vehicle having a larger number of traveling wheels It can be set as embodiment similarly.
  • the wheel speed sensors 11a to 11d can detect the passage of gear teeth that are rotated in conjunction with the rotation of the wheels 5a to 5d. For this reason, as a gear, what is necessary is just the structure from which the magnetic resistance differs in which the part located in between the tooth
  • the outer edge portion is made uneven so that the outer peripheral surface is not only a general structure composed of a convex portion that becomes a conductor and a space that becomes a nonconductor, but, for example, the outer peripheral surface becomes a conductor and a nonconductor
  • a rotor switch made of an insulator is also included (see, for example, JP-H10-048233A).
  • the wheel position detection is basically performed when the vehicle actually travels, but if the vehicle can rotate each wheel, such as a four-wheel drive vehicle, a device capable of virtual traveling such as a chassis dynamo. Since it can be implemented also when using, traveling is not limited to actual traveling.
  • the steps shown in each figure correspond to units (means) that execute various processes. That is, the part that executes the process of step 110 corresponds to the first determination unit (means), and the part that executes the process of step 120 corresponds to the candidate registration part (means). Further, the part that executes the process of step 210 corresponds to the second determination unit (means), and the part that executes the process of step 220 corresponds to the data update part (means).
  • embodiment is not limited to the above-mentioned embodiment.
  • embodiments obtained by appropriately combining technical parts disclosed in different embodiments are also included in the scope of the embodiments of the present disclosure.

Abstract

La présente invention concerne un dispositif de détection de position de roue. Ledit dispositif de détection de position de roue comprend : un émetteur (2) qui est disposé sur chaque roue et transmet une séquence qui comprend des informations d'identification uniques ; et un récepteur (3) qui comprend une seconde unité de commande (33) qui exécute une détection de position de roue. Des informations d'identification de candidat concernant un candidat à enregistrer sont sélectionnées parmi les informations d'identification transmises par l'émetteur. Les informations, parmi les informations d'identification de candidat, qui correspondent à l'émetteur disposé sur les roues sont identifiées, et les roues ainsi que les informations d'identification concernant les émetteurs sont mises en mémoire en correspondance mutuelle. Lors de l'enregistrement d'une identification de candidat, la seconde unité de commande (33) limite le nombre d'éléments d'informations d'identification enregistrés en imposant des conditions d'enregistrement strictes, et facilite la mise à jour des données pour des informations d'identification qui ont été provisoirement enregistrées en tant qu'informations d'identification de candidats.
PCT/JP2016/000351 2015-01-28 2016-01-25 Dispositif de détection de position de roue et système de détection de pression de pneu doté de celui-ci WO2016121366A1 (fr)

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JP2015-014544 2015-01-28
JP2015014544A JP2016137841A (ja) 2015-01-28 2015-01-28 車輪位置検出装置およびそれを備えたタイヤ空気圧検出システム

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004082853A (ja) * 2002-08-26 2004-03-18 Denso Corp 送信機ｉｄ登録方法及びシステム、送信機判別方法及びシステム、タイヤ空気圧監視システム、タイヤ空気圧監視装置、及びタイヤ空気圧監視プログラム
JP2006015955A (ja) * 2004-07-05 2006-01-19 Honda Motor Co Ltd タイヤ空気圧監視システムおよびタイヤ空気圧監視方法
JP2014031144A (ja) * 2012-08-06 2014-02-20 Denso Corp 車輪位置検出装置およびそれを備えたタイヤ空気圧検出装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004082853A (ja) * 2002-08-26 2004-03-18 Denso Corp 送信機ｉｄ登録方法及びシステム、送信機判別方法及びシステム、タイヤ空気圧監視システム、タイヤ空気圧監視装置、及びタイヤ空気圧監視プログラム
JP2006015955A (ja) * 2004-07-05 2006-01-19 Honda Motor Co Ltd タイヤ空気圧監視システムおよびタイヤ空気圧監視方法
JP2014031144A (ja) * 2012-08-06 2014-02-20 Denso Corp 車輪位置検出装置およびそれを備えたタイヤ空気圧検出装置

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