JPH06320923A - Tire pressure detection method - Google Patents
Tire pressure detection methodInfo
- Publication number
- JPH06320923A JPH06320923A JP13526593A JP13526593A JPH06320923A JP H06320923 A JPH06320923 A JP H06320923A JP 13526593 A JP13526593 A JP 13526593A JP 13526593 A JP13526593 A JP 13526593A JP H06320923 A JPH06320923 A JP H06320923A
- Authority
- JP
- Japan
- Prior art keywords
- wheel speed
- speed difference
- wheel
- vehicle
- tire
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
Links
Landscapes
- Measuring Fluid Pressure (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、とくに４輪車両におけ
るタイヤ空気圧の減少を車輪速から的確に検出して、車
両の安全性保持と操縦安定性確保を容易に可能とする方
法に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for accurately detecting a decrease in tire air pressure in a four-wheel vehicle from the wheel speed to easily maintain vehicle safety and ensure steering stability.
【０００２】[0002]
【従来の技術】従来の車両におけるタイヤ空気圧検出法
としては、特開平３ー１３５８０６号公報に例示されて
いるように、車輪に圧力変換器を組み込んで、圧力変換
器の電磁ピックアップ等によりタイヤの空気圧を直接検
出し、車体側にその圧力信号を伝達するものがあるが、
この場合には、タイヤの空気圧を検出するために特別な
センサを設ける必要があると共に、その取り付けのため
車輪に加工が必要となる等コスト的な問題が避けられな
かった。2. Description of the Related Art As a conventional tire pressure detection method for a vehicle, as shown in Japanese Patent Laid-Open No. 135806/1993, a pressure converter is incorporated in a wheel and a tire is detected by an electromagnetic pickup or the like of the pressure converter. There are those that directly detect air pressure and transmit the pressure signal to the vehicle body side,
In this case, it is necessary to provide a special sensor for detecting the air pressure of the tire, and it is unavoidable that the wheels need to be machined in order to attach the sensor.
【０００３】また、タイヤの空気圧低下に応じた車輪速
の変動や車体と路面との距離の変動等を検知することに
より、タイヤの空気圧を間接的に検出する方法もある
が、タイヤの空気圧低下に対する車輪速の変動や車体、
路面間の距離の変動は極めて僅かであって、ハンドル操
作量や車両の加減速等の動的影響を受けることにより検
出値が不安定となるため、車両の通常走行時にタイヤ空
気圧の減少を的確に検出することは実際上困難であっ
た。There is also a method of indirectly detecting the tire air pressure by detecting a change in the wheel speed or a change in the distance between the vehicle body and the road surface according to the decrease in the tire air pressure. Wheel speed fluctuations and vehicle body,
The variation in the distance between the road surfaces is extremely small, and the detection value becomes unstable due to dynamic influences such as the amount of steering wheel operation and the acceleration / deceleration of the vehicle.Therefore, the tire pressure should be properly reduced during normal running of the vehicle. It was practically difficult to detect.
【０００４】[0004]
【発明が解決しようとする課題】本発明は、車両の通常
走行時においても、車輪速の変動からタイヤ空気圧の低
下を確実に検出して、タイヤの破損防止と操縦安定性を
確保できるようにしようとするものである。SUMMARY OF THE INVENTION According to the present invention, even during normal running of a vehicle, it is possible to reliably detect a decrease in tire air pressure from fluctuations in wheel speed and prevent tire damage and ensure steering stability. Is what you are trying to do.
【０００５】[0005]
【課題を解決するための手段】このため、本発明にかか
るタイヤ空気圧検出法は、車両の車輪速または車輪速差
を検出すると共に、車速、車輪加速度及びステアリング
角度をそれぞれ検出し、上記車速が大きくて、上記車輪
加速度がほぼ０であり、かつ、上記ステアリング角度が
ほぼ０であるとき、上記車輪速または車輪速差からタイ
ヤ空気圧の低下の有無を検出するようにしている。Therefore, the tire air pressure detecting method according to the present invention detects the wheel speed or the wheel speed difference of the vehicle, and also detects the vehicle speed, the wheel acceleration, and the steering angle. When the wheel acceleration is substantially zero and the steering angle is substantially zero, the presence or absence of a decrease in tire air pressure is detected from the wheel speed or the wheel speed difference.
【０００６】また、本発明にかかるタイヤ空気圧検出法
は、車両の対角和車輪速差、前輪速度差及び後輪速度差
をそれぞれ検出すると共に、車速、車輪加速度及びステ
アリング角度をそれぞれ検出し、上記車速が大きくて、
上記車輪加速度がほぼ０であり、かつ、上記ステアリン
グ角度がほぼ０であるとき、上記対角和車輪速差、前輪
速度差及び後輪速度差からタイヤ空気圧の低下の有無を
検出するようにしている。Further, the tire pressure detecting method according to the present invention detects the diagonal sum wheel speed difference, the front wheel speed difference and the rear wheel speed difference of the vehicle, and also detects the vehicle speed, the wheel acceleration and the steering angle, respectively. The above vehicle speed is high,
When the wheel acceleration is substantially 0 and the steering angle is substantially 0, it is possible to detect whether or not the tire air pressure is decreased from the diagonal sum wheel speed difference, front wheel speed difference, and rear wheel speed difference. There is.
【０００７】[0007]
【作用】すなわち、車速が大きくて、車輪加速度がほぼ
０であり、かつ、ステアリング角度がほぼ０であると
き、車輪速または車輪速差からタイヤ空気圧の低下の有
無を検出するようにしているので、タイヤ空気圧の低下
に伴うわずかの車輪速変動があっても、車輪速に影響す
る他の変動要因を排除することにより、タイヤ空気圧の
低下による車輪速変動を誤りなく確実に検出することが
でき、従って、車両の通常走行時においても、タイヤ空
気圧低下を的確に検出することができる。In other words, when the vehicle speed is high, the wheel acceleration is almost 0, and the steering angle is almost 0, it is possible to detect whether or not the tire air pressure has dropped from the wheel speed or the wheel speed difference. Even if there is a slight change in wheel speed due to a decrease in tire pressure, it is possible to reliably and reliably detect a change in wheel speed due to a decrease in tire pressure by eliminating other fluctuation factors that affect wheel speed. Therefore, even when the vehicle is traveling normally, it is possible to accurately detect a decrease in tire air pressure.
【０００８】[0008]
【実施例】以下、本発明の実施例について具体的に説明
する。図１において、４輪車両の右前輪ＦＲ、左前輪Ｆ
Ｌ、右後輪ＲＲ及び左後輪ＲＬにそれぞれＡＢＳ用の右
前車輪速センサ１、左前車輪速センサ２、右後車輪速セ
ンサ３及び左後車輪速センサ４が取り付けられ、各車輪
速センサ１、２、３、４からの車輪速パルス信号が車両
に搭載されている中央演算装置５へそれぞれ送られると
共に、車両の操舵装置６に付設された図示しないステア
リングセンサからステアリングパルス信号が中央演算装
置５へ送られ、後記のように、各車輪ＦＲ、ＦＬ、ＲＲ
及びＲＬの少なくともいずれかのタイヤ空気圧が減少し
たとき、車両のタイヤ空気圧表示部及びまたは警報装置
７に中央演算装置５から信号が送られて、タイヤ空気圧
が減少していることを表示及びまたは警告するようにな
っている。EXAMPLES Examples of the present invention will be specifically described below. In FIG. 1, the front right wheel FR and the front left wheel F of a four-wheel vehicle
A right front wheel speed sensor 1, a left front wheel speed sensor 2, a right rear wheel speed sensor 3 and a left rear wheel speed sensor 4 are attached to the L, the right rear wheel RR and the left rear wheel RL, respectively. The wheel speed pulse signals from 2, 3, and 4 are respectively sent to the central processing unit 5 mounted on the vehicle, and the steering pulse signals are sent from the steering sensor (not shown) attached to the steering device 6 of the vehicle to the central processing unit. 5 to each wheel FR, FL, RR as described later.
When the tire pressure of at least one of RL and RL decreases, a signal is sent from the central processing unit 5 to the tire pressure display section and / or the alarm device 7 of the vehicle to display and / or warn that the tire pressure is decreasing. It is supposed to do.
【０００９】中央演算装置５におけるタイヤ空気圧推定
ブロック図が図２として示されている。すなわち、各車
輪ＦＲ、ＦＬ、ＲＲ及びＲＬに取り付けられた車輪速セ
ンサ１、２、３、４からの車輪速パルス信号が車輪速演
算部１０に送られ、車輪速演算部１０でそれぞれのパル
ス周期から各車輪の回転速度ＶFR、ＶFL、ＶRR及びＶRL
が演算されて、フィルタ１１により１．５Ｈｚ以上のノ
イズが消去された後、車輪速差演算部１２と平均車速演
算部１３及び車輪加速度演算部１４とに送られる。A tire air pressure estimation block diagram in the central processing unit 5 is shown in FIG. That is, the wheel speed pulse signals from the wheel speed sensors 1, 2, 3, 4 attached to the wheels FR, FL, RR, and RL are sent to the wheel speed calculation unit 10, and the wheel speed calculation unit 10 outputs the respective pulses. Rotation speed of each wheel from cycle to VFR, VFL, VRR and VRL
Is calculated and noise of 1.5 Hz or higher is eliminated by the filter 11, and then the noise is sent to the wheel speed difference calculation unit 12, the average vehicle speed calculation unit 13 and the wheel acceleration calculation unit 14.
【００１０】車輪速差演算部１２では、下記の計算式に
より対角和車輪速差Ａ（％）、前輪速度差Ｂ（％）及び
後輪速度差Ｃ（％）がそれぞれ演算されて、補正部１５
へ送られる。 Ａ＝２・｛（ＶFR＋ＶRL）−（ＶFL＋ＶRR）｝／（ＶFR
＋ＶFL＋ＶRR＋ＶRL） Ｂ＝２・（ＶFR−ＶFL）／（ＶFR＋ＶFL） Ｃ＝２・（ＶRR−ＶRL）／（ＶRR＋ＶRL） この場合、対角和車輪速差Ａはステアリング操舵量や車
輪加減速度の影響を受けにくく、タイヤ空気圧の変動が
なければほぼ一定の値を示す。In the wheel speed difference calculating section 12, the diagonal sum wheel speed difference A (%), the front wheel speed difference B (%) and the rear wheel speed difference C (%) are calculated by the following formulas and corrected. Part 15
Sent to. A = 2 · {(VFR + VRL)-(VFL + VRR)} / (VFR
+ VFL + VRR + VRL) B = 2 · (VFR−VFL) / (VFR + VFL) C = 2 · (VRR−VRL) / (VRR + VRL) In this case, the diagonal sum wheel speed difference A is affected by the steering amount and the wheel acceleration / deceleration. It is difficult, and shows almost constant value if there is no fluctuation in tire pressure.
【００１１】また、平均車速演算部１３では全４輪の平
均速度から平均車速が演算され、この平均車速信号を受
けた平均車速判定部１６は平均車速が３０ｋｍ／ｈ以上
の比較的大きい時にのみ高位信号をアンドゲート１７及
びアンドゲート１８へ出力し、低車速時の車輪速演算精
度低下による悪影響が回避されるようになっている。Further, the average vehicle speed calculation unit 13 calculates the average vehicle speed from the average speeds of all four wheels, and the average vehicle speed determination unit 16 receiving this average vehicle speed signal outputs the average vehicle speed only when the average vehicle speed is 30 km / h or higher. A high level signal is output to the AND gate 17 and the AND gate 18, so that adverse effects due to a decrease in wheel speed calculation accuracy at low vehicle speed can be avoided.
【００１２】さらに、車輪加速度演算部１４では全４輪
の加速度及び減速度が個別に演算され、それらの最大加
速度信号及び最大減速度信号を受けた加減速判定部１９
は、その加減速度が−０．０５〜０．０５Ｇの範囲に収
まった等速走行判定時にのみ高位信号をアンドゲート１
７及びアンドゲート１８へ出力するようにしている。Further, the wheel acceleration calculating section 14 individually calculates the acceleration and deceleration of all four wheels, and the acceleration / deceleration determining section 19 receives the maximum acceleration signal and the maximum deceleration signal.
Indicates that the high-level signal is AND gate 1 only when the acceleration / deceleration is within the range of -0.05 to 0.05G and the vehicle is driven at a constant speed.
7 and the AND gate 18.
【００１３】また、操舵装置６に付設されたステアリン
グセンサからのステアリングパルス信号がステアリング
角度演算部２０に送られ、ここで演算されたステアリン
グ角度信号が第１ステアリング中立判定部２１に送られ
て、ステアリング角度が左右に２度以内のステアリング
中立判定時にのみ高位信号がアンドゲート１７へ出力さ
れるようになっている。A steering pulse signal from a steering sensor attached to the steering device 6 is sent to a steering angle calculation unit 20, and the steering angle signal calculated here is sent to a first steering neutrality judgment unit 21. A high-level signal is output to the AND gate 17 only when the steering neutrality is determined when the steering angle is within 2 degrees to the left and right.
【００１４】このため、イグニッションキーがＯＮとな
って、平均車速判定部１６、加減速判定部１９及び第１
ステアリング中立判定部２１からそれぞれ高位信号がア
ンドゲート１７へ出力されたとき、０．５秒の遅延時間
をおいてアンドゲート１７から信号を受けた補正部１５
は作動を開始し、電源に接続されてから初回走行時の各
車輪速差Ａ、Ｂ、Ｃをそれぞれ２５６回サンプリング
し、それらのデータの各平均値を初期値として記憶し、
その後補正部１５へ送られてきた各車輪速差Ａ、Ｂ、Ｃ
から上記初期値をオフセットすることにより、タイヤ径
の個体誤差や荷重の影響等を補正して、各車輪速差Ａ、
Ｂ、Ｃの正確な値が得られるようになっており、補正さ
れた各車輪速差Ａ、Ｂ、Ｃがファジィ推論部２２へ入力
される。なお、上記初期値はメモリバックアップされ、
イグニッションキーがＯＦＦとなった後も記憶されるも
のとする。Therefore, the ignition key is turned on, and the average vehicle speed determination unit 16, the acceleration / deceleration determination unit 19 and the first
When the steering neutral determination section 21 outputs high-level signals to the AND gate 17, the correction section 15 receives a signal from the AND gate 17 after a delay time of 0.5 seconds.
Starts operation and samples each wheel speed difference A, B, C at the time of the first running after being connected to the power source, stores 256 times each, and stores each average value of those data as an initial value,
After that, the wheel speed differences A, B, C sent to the correction unit 15
By offsetting the above initial value from, the individual error of the tire diameter, the influence of the load, etc. are corrected, and each wheel speed difference A,
Accurate values of B and C are obtained, and the corrected wheel speed differences A, B and C are input to the fuzzy inference unit 22. The above initial values are backed up in memory,
It shall be stored even after the ignition key is turned off.
【００１５】他方、ステアリング角度演算部２０で演算
されたステアリング角度信号は第２ステアリング中立判
定部２３にも送られて、ステアリング角度が左右に８度
以内のステアリング中立判定時にのみ高位信号がアンド
ゲート１８へ出力されるので、平均車速判定部１６、加
減速判定部１９及び第２ステアリング中立判定部２３か
らそれぞれ高位信号がアンドゲート１８へ出力されるこ
とにより、０．５秒の遅延時間をおいてアンドゲート１
８から信号を受けたファジィ推論部２２は、補正部１５
による初期値の記憶後に作動を開始し、アンドゲート１
８からの信号が停止すればその間作動を中止する。On the other hand, the steering angle signal calculated by the steering angle calculation unit 20 is also sent to the second steering neutrality determination unit 23, and the high level signal is AND gated only when the steering neutrality determination is within 8 degrees to the left and right. 18 is output to the AND gate 18, so that the average vehicle speed determination unit 16, the acceleration / deceleration determination unit 19, and the second steering neutral determination unit 23 output high-level signals to the AND gate 18, thereby reducing the delay time of 0.5 seconds. And gate 1
The fuzzy inference unit 22 receiving the signal from the
The operation starts after the initial value is stored by and AND gate 1
If the signal from 8 stops, the operation is stopped during that time.
【００１６】上記のように、アンドゲート１７及びアン
ドゲート１８に遅延時間を設定することにより、ステア
リング操作に対する車体の操向、すなわち、車輪速の応
答遅れの影響を防止し、かつ、ハンチングの発生を確実
に抑制することにより、システム全体の信頼性を高める
ようにされており、また、第２ステアリング中立判定部
２３におけるステアリング中立判定条件が第１ステアリ
ング中立判定部２１のそれよりも緩く設定されているの
は、後記のファジィ推論中に微操舵の影響がカットされ
るからである。As described above, by setting the delay time in the AND gate 17 and the AND gate 18, the influence of the steering of the vehicle body on the steering operation, that is, the response delay of the wheel speed is prevented, and the hunting occurs. The reliability of the system as a whole is improved by reliably suppressing the above condition. Further, the steering neutrality determination condition in the second steering neutrality determination unit 23 is set looser than that in the first steering neutrality determination unit 21. This is because the influence of fine steering is cut during the fuzzy reasoning described later.
【００１７】ファジィ推論部２２におけるファジィ入力
は上記のように補正された各車輪速差Ａ、Ｂ、Ｃであっ
て、それぞれの前件部メンバシップ関数が図３に示され
ており、この場合、各車輪速差Ａ、Ｂ、Ｃの正領域Ｐ、
負領域Ｎ及びゼロ領域Ｚはそれぞれ不感帯をもたせるた
め台形とされ、また、それぞれの領域値は実車によるチ
ューニング等により適宜定められていて、前件部メンバ
シップ値はＭＩＮ法により得られるものとする。The fuzzy inputs in the fuzzy inference unit 22 are the wheel speed differences A, B and C corrected as described above, and the respective antecedent membership functions are shown in FIG. , The positive region P of each wheel speed difference A, B, C,
The negative region N and the zero region Z are trapezoidal in order to have a dead zone, and the respective region values are appropriately determined by tuning with an actual vehicle, and the antecedent part membership value is obtained by the MIN method. .
【００１８】ファジィ推論部２２におけるファジィ出力
は各車輪ＦＲ、ＦＬ、ＲＲ及びＲＬのタイヤ空気圧低下
度とし、それぞれの後件部メンバシップ関数が図４に示
されており、この場合のメンバシップ関数はその後の演
算容易化のため空気圧正常状態Ｓ及び空気圧低下状態Ｌ
がシングルトン型とされていて、後件部メンバシップ値
はＭＡＸ法により得られるものとする。The fuzzy output in the fuzzy inference unit 22 is the tire air pressure drop degree of each wheel FR, FL, RR and RL, and the consequent part membership functions are shown in FIG. 4, and the membership function in this case is shown. Indicates a normal air pressure state S and a low air pressure state L for facilitating subsequent calculations.
Is a singleton type, and the consequent membership value is obtained by the MAX method.
【００１９】制御ルールは表１のとおり全７ルールと
し、微操舵や加減速の影響を受けにくい対角和車輪速差
Ａを基準にして構成されている。As shown in Table 1, the control rules are all seven rules, and are configured on the basis of the diagonal sum wheel speed difference A, which is hardly affected by fine steering and acceleration / deceleration.
【００２０】[0020]
【表１】 [Table 1]
【００２１】従って、表１における車輪速差の前件部メ
ンバシップ値の組合せに応じて、空気圧低下度の後件部
メンバシップ値がそれぞれ選択され、ファジィ推論部２
２におけるファジィ出力は重心法により得られるものと
する。Therefore, according to the combination of the antecedent part membership values of the wheel speed difference in Table 1, the antecedent part membership values of the degree of decrease in air pressure are respectively selected, and the fuzzy inference part 2 is selected.
The fuzzy output in 2 shall be obtained by the centroid method.
【００２２】また、上記ファジィ推論は微小な車輪速差
に基づいて行われているため、車両走行の路面状態が悪
い場合等には推論値が安定しないので、ファジィ推論部
２２から出力される各車輪ＦＲ、ＦＬ、ＲＲ及びＲＬの
タイヤ空気圧低下度は、フィルタ２４により０．０２Ｈ
ｚ以上のノイズが消去された後、中央演算装置５から発
信されるが、これらのファジィ推論は例えば１５ｍｓ毎
に行われるものとする。従って、いずれかのタイヤ空気
圧低下信号が中央演算装置５から車両のタイヤ空気圧表
示部及びまたは警報装置７に送られれば、そのタイヤ空
気圧が減少していることがリニアに表示及びまたは警告
されることになる。Further, since the fuzzy inference is performed on the basis of a minute wheel speed difference, the inferred value is not stable when the road surface condition of the vehicle is bad, etc. The tire air pressure drop degree of the wheels FR, FL, RR and RL is 0.02H by the filter 24.
After the noise of z or more is erased, it is transmitted from the central processing unit 5, and these fuzzy inferences are performed every 15 ms, for example. Therefore, if any of the tire air pressure drop signals is sent from the central processing unit 5 to the tire air pressure display section and / or the alarm device 7 of the vehicle, it is possible to linearly display and / or warn that the tire air pressure is decreasing. become.
【００２３】すなわち、タイヤ空気圧低下に関する上記
ファジィ推論においては、対角和車輪速差Ａ、前輪速度
差Ｂ及び後輪速度差Ｃを基礎としており、車輪速によっ
てタイヤ空気圧の低下を検出するようにしているが、タ
イヤ空気圧以外にタイヤの動荷重半径、従って、車輪速
の変動に影響を及ぼす車輪荷重に関しては、対角車輪速
和を使用することにより前後輪荷重差を吸収し、また、
同様に影響を及ぼす車速に関しては、ほぼ同等の変動を
する全４輪の速度を同時計測し、それらの数値を四則演
算処理することによって、いずれの影響をも排除するこ
とができ、さらに、ハンドル操作に伴うスリップ角、車
輪の加減速及び車輪の摩耗による影響は、ステアリング
中立時に４輪の加速度がほぼ０の等速走行時にタイヤ空
気圧の検出作用を行うと共に、走行条件により変動しな
い初期値との差を利用することによって、いずれも容易
に回避することができる。That is, in the above fuzzy inference regarding the tire pressure drop, the diagonal sum wheel speed difference A, the front wheel speed difference B, and the rear wheel speed difference C are used as the basis, and the tire speed drop is detected by the wheel speed. However, regarding the tire dynamic load radius other than the tire pressure, and therefore the wheel load that affects the fluctuation of the wheel speed, the diagonal wheel speed sum is used to absorb the front and rear wheel load difference, and
Regarding the vehicle speed that similarly affects, by simultaneously measuring the speeds of all four wheels that have almost the same fluctuations, and performing four arithmetic operations on these numerical values, any effect can be eliminated. The effects of slip angle, wheel acceleration / deceleration, and wheel wear associated with the operation are as follows: Both can be easily avoided by utilizing the difference of.
【００２４】上記の方法によれば、タイヤ空気圧低下以
外による車輪速の変動要因を取り除くことができるの
で、タイヤ空気圧低下による車輪速の変動が僅かであっ
ても、車両の通常走行時にタイヤ空気圧の減少を的確に
検出することができるものであって、全４輪のうちいず
れか１輪のみのタイヤ空気圧が低下した場合には、空気
圧低下率が１５〜２０％程度であっても、±１０％以内
の精度でタイヤ空気圧の減少を確実に検出することがで
きる。According to the above-mentioned method, it is possible to eliminate the factors of wheel speed fluctuations other than the tire pressure drop. Therefore, even if the wheel speed fluctuations due to the tire pressure drop are small, the tire pressure changes during normal running of the vehicle. It is possible to accurately detect the decrease, and when the tire air pressure of only one of the four wheels is decreased, even if the air pressure decrease rate is about 15 to 20%, ± 10 It is possible to reliably detect a decrease in tire air pressure with an accuracy within%.
【００２５】空気圧低下率が２０％程度の場合には、タ
イヤのたわみを視覚的に検出することも、また、運転者
の操舵感覚によって体感的に検出することも一般に困難
であるが、上記方法によればこのような場合にもタイヤ
空気圧の減少を確実に検出することができるので、タイ
ヤの破損防止と操縦安定性の確保が容易となる外、結果
的には車両の燃費向上にも寄与することができる。When the rate of decrease in air pressure is about 20%, it is generally difficult to visually detect the deflection of the tire and also to detect it sensibly by the driver's steering feeling. According to this, since the decrease in tire air pressure can be reliably detected even in such a case, it is easy to prevent damage to the tire and ensure steering stability, and as a result, it contributes to improving fuel efficiency of the vehicle. can do.
【００２６】しかも、上記システムにおいては、それぞ
れＡＢＳ用の右前車輪速センサ１、左前車輪速センサ
２、右後車輪速センサ３及び左後車輪速センサ４をその
まま流用し、かつ、操舵装置６に既設のステアリングセ
ンサを利用していて、別個の装置をとくに付加する必要
もないため、コスト上昇を容易に抑制することができ、
実用上のメリットが非常に大きい。Moreover, in the above system, the right front wheel speed sensor 1, the left front wheel speed sensor 2, the right rear wheel speed sensor 3 and the left rear wheel speed sensor 4 for ABS are used as they are, and the steering device 6 is used. Since the existing steering sensor is used and it is not necessary to add a separate device, it is possible to easily suppress the cost increase.
The practical advantage is very large.
【００２７】なお、図３において、前件部メンバシップ
関数を定める車輪速差Ａ、Ｂ、Ｃの各領域値は、車両や
タイヤの種類等に応じて実態に即するよう適宜変更でき
るものであり、また、各プロセスにおけるしきい値がそ
れぞれ設定できるならば、ファジィ推論に代えてマップ
方式によりタイヤ空気圧の減少を検出するように構成す
ることもできるのはいうまでもない。In FIG. 3, the area values of the wheel speed differences A, B, and C that determine the membership function of the antecedent portion can be appropriately changed according to the type of the vehicle or the tire. Of course, if the threshold value for each process can be set, it is needless to say that the map method may be used instead of the fuzzy inference to detect the decrease in the tire pressure.
【００２８】[0028]
【発明の効果】本発明にかかるタイヤ空気圧検出法にお
いては、車両にわずかの車輪速差があってもこれを誤り
なく確実に検出することができるので、車両の通常走行
時においても、車輪速の変動からタイヤ空気圧低下を精
度よく、かつ、確実に検出することができて、タイヤの
破損防止と操縦安定性の確保が容易となると共に、車両
の燃費向上にも寄与することができ、また、従来から車
両に装備されている装置をそのまま利用して、特別に装
置を付加する必要もないため、コスト面でも有利となる
長所がある。According to the tire air pressure detection method of the present invention, even if there is a slight wheel speed difference in the vehicle, it can be detected reliably without error. It is possible to accurately and reliably detect a decrease in tire air pressure from fluctuations in tires, prevent tire damage and ensure steering stability, and contribute to improved fuel economy of the vehicle. Since there is no need to add a special device by using the device that has been conventionally equipped in the vehicle as it is, there is an advantage in terms of cost.
【図１】本発明を実施するためのシステム構成図。FIG. 1 is a system configuration diagram for implementing the present invention.
【図２】上記システムの要部における作動ブロック図。FIG. 2 is an operation block diagram of a main part of the system.
【図３】図２のファジィ推論部における前件部メンバシ
ップ関数図。FIG. 3 is a membership function diagram of the antecedent portion in the fuzzy inference unit of FIG.
【図４】図２のファジィ推論部における後件部メンバシ
ップ関数図。FIG. 4 is a membership function diagram of a consequent part in the fuzzy inference unit in FIG.
１ 右前車輪速センサ ２ 左前車輪速センサ ３ 右後車輪速センサ ４ 左後車輪速センサ ５ 中央演算装置 ６ 操舵装置 ７ タイヤ空気圧表示部 １０ 車輪速演算部 １２ 車輪速差演算部 １３ 平均車速演算部 １４ 車輪加速度演算部 １５ 補正部 ２０ ステアリング角度演算部 ２２ ファジィ推論部 1 Right front wheel speed sensor 2 Left front wheel speed sensor 3 Right rear wheel speed sensor 4 Left rear wheel speed sensor 5 Central processing unit 6 Steering device 7 Tire pressure display section 10 Wheel speed calculation section 12 Wheel speed difference calculation section 13 Average vehicle speed calculation section 14 Wheel Acceleration Calculation Section 15 Correction Section 20 Steering Angle Calculation Section 22 Fuzzy Inference Section
Claims (2)
と共に、車速、車輪加速度及びステアリング角度をそれ
ぞれ検出し、上記車速が大きくて、上記車輪加速度がほ
ぼ０であり、かつ、上記ステアリング角度がほぼ０であ
るとき、上記車輪速または車輪速差からタイヤ空気圧の
低下の有無を検出するタイヤ空気圧検出法。1. A wheel speed or a wheel speed difference of a vehicle is detected, and a vehicle speed, a wheel acceleration and a steering angle are respectively detected, the vehicle speed is high, the wheel acceleration is substantially zero, and the steering angle is Is approximately 0, a tire air pressure detection method for detecting the presence or absence of a decrease in tire air pressure from the wheel speed or the wheel speed difference.
後輪速度差をそれぞれ検出すると共に、車速、車輪加速
度及びステアリング角度をそれぞれ検出し、上記車速が
大きくて、上記車輪加速度がほぼ０であり、かつ、上記
ステアリング角度がほぼ０であるとき、上記対角和車輪
速差、前輪速度差及び後輪速度差からタイヤ空気圧の低
下の有無を検出するタイヤ空気圧検出法。2. The diagonal sum wheel speed difference, the front wheel speed difference and the rear wheel speed difference of the vehicle are respectively detected, and the vehicle speed, the wheel acceleration and the steering angle are respectively detected, and the vehicle speed is high and the wheel acceleration is A tire air pressure detection method for detecting the presence or absence of a decrease in tire air pressure from the diagonal sum wheel speed difference, front wheel speed difference, and rear wheel speed difference when the steering angle is substantially zero and the steering angle is substantially zero.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13526593A JP3277026B2 (en) | 1993-05-13 | 1993-05-13 | Tire pressure detection method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13526593A JP3277026B2 (en) | 1993-05-13 | 1993-05-13 | Tire pressure detection method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06320923A true JPH06320923A (en) | 1994-11-22 |
| JP3277026B2 JP3277026B2 (en) | 2002-04-22 |
Family
ID=15147665
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13526593A Expired - Fee Related JP3277026B2 (en) | 1993-05-13 | 1993-05-13 | Tire pressure detection method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3277026B2 (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0740720A (en) * | 1993-07-27 | 1995-02-10 | Mazda Motor Corp | Tire pressure alarm device |
| JPH0740716A (en) * | 1993-07-27 | 1995-02-10 | Mazda Motor Corp | Tire pressure alarm device |
| JPH0740718A (en) * | 1993-07-27 | 1995-02-10 | Mazda Motor Corp | Tire pressure alarm device |
| JPH07125510A (en) * | 1993-11-02 | 1995-05-16 | Honda Motor Co Ltd | Tire pressure determination device |
| JPH08156538A (en) * | 1994-12-06 | 1996-06-18 | Nissan Motor Co Ltd | Vehicle tire pressure detection device |
| JPH092031A (en) * | 1995-06-14 | 1997-01-07 | Toyota Motor Corp | Tire pressure estimation device |
| JP2001294025A (en) * | 2000-04-03 | 2001-10-23 | Robert Bosch Corp | How to detect air deflated tires in vehicles |
| US6888450B2 (en) | 2002-07-31 | 2005-05-03 | Yamaha Hatsudoki Kabushiki Kaisha | Tire condition indicating system for wheeled vehicle |
| FR3013000A1 (en) * | 2013-11-14 | 2015-05-15 | Renault Sa | METHOD OF ASSISTING THE DECISION BY FUCH LOGIC IN A TIRE PRESSURE MONITORING SYSTEM OF A MOTOR VEHICLE |
| JP2018013481A (en) * | 2016-07-18 | 2018-01-25 | ペーイー システム オートマシオンＰｉ Ｓｙｓｔｅｍ Ａｕｔｏｍａｔｉｏｎ | Method of measuring inflation pressure of tires on vehicle traveling along traffic route |
| US12043068B2 (en) | 2021-12-01 | 2024-07-23 | Toyota Jidosha Kabushiki Kaisha | Air pressure abnormality determination system and air pressure abnormality determination method |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101334233B1 (en) * | 2012-06-11 | 2013-11-28 | 주식회사 와이즈오토모티브 | Apparatus and method for detecting abnormality of air pressure with tire using the wheel speed sensors |
-
1993
- 1993-05-13 JP JP13526593A patent/JP3277026B2/en not_active Expired - Fee Related
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0740720A (en) * | 1993-07-27 | 1995-02-10 | Mazda Motor Corp | Tire pressure alarm device |
| JPH0740716A (en) * | 1993-07-27 | 1995-02-10 | Mazda Motor Corp | Tire pressure alarm device |
| JPH0740718A (en) * | 1993-07-27 | 1995-02-10 | Mazda Motor Corp | Tire pressure alarm device |
| JPH07125510A (en) * | 1993-11-02 | 1995-05-16 | Honda Motor Co Ltd | Tire pressure determination device |
| JPH08156538A (en) * | 1994-12-06 | 1996-06-18 | Nissan Motor Co Ltd | Vehicle tire pressure detection device |
| JPH092031A (en) * | 1995-06-14 | 1997-01-07 | Toyota Motor Corp | Tire pressure estimation device |
| JP2001294025A (en) * | 2000-04-03 | 2001-10-23 | Robert Bosch Corp | How to detect air deflated tires in vehicles |
| US6888450B2 (en) | 2002-07-31 | 2005-05-03 | Yamaha Hatsudoki Kabushiki Kaisha | Tire condition indicating system for wheeled vehicle |
| FR3013000A1 (en) * | 2013-11-14 | 2015-05-15 | Renault Sa | METHOD OF ASSISTING THE DECISION BY FUCH LOGIC IN A TIRE PRESSURE MONITORING SYSTEM OF A MOTOR VEHICLE |
| WO2015071556A1 (en) * | 2013-11-14 | 2015-05-21 | Renault S.A.S. | Fuzzy-logic-based decision support method in a system for monitoring motor vehicle tyre pressure |
| KR20160084398A (en) * | 2013-11-14 | 2016-07-13 | 르노 에스.아.에스. | Fuzzy-logic-based decision support method in a system for monitoring motor vehicle tire pressure |
| JP2017502261A (en) * | 2013-11-14 | 2017-01-19 | ルノー エス．ア．エス． | Decision support method based on fuzzy logic in automobile tire pressure monitoring system |
| JP2018013481A (en) * | 2016-07-18 | 2018-01-25 | ペーイー システム オートマシオンＰｉ Ｓｙｓｔｅｍ Ａｕｔｏｍａｔｉｏｎ | Method of measuring inflation pressure of tires on vehicle traveling along traffic route |
| US12043068B2 (en) | 2021-12-01 | 2024-07-23 | Toyota Jidosha Kabushiki Kaisha | Air pressure abnormality determination system and air pressure abnormality determination method |
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