Tire air pressure detection device for detecting air pressure based on vehicle speed signal

• US 20030146830A1
• Filed: 10/04/2002
• Published: 08/07/2003
• Est. Priority Date: 02/08/2001
• Status: Active Grant

• Current Assignee: DENSO Corporation, Nippon Soken, Inc., Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: DENSO Corporation, Nippon Soken, Inc., Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Inoue, Yuichi, Yonetani, Masahiro, Tabata, Masaaki, Mori, Yukio, Ohashi, Hideki, Tominaga, Motonori, Kamiya, Kazuhiro, Taguchi, Takeyasu, Naito, Toshiharu
• Granted Patent: US 6,940,399 B2
• Time in Patent Office: Days
• US Class Current: 340/444
• CPC Class Codes: B60C 23/061 by monitoring wheel speed measuring distance traversed on the ground by vehicles G01C22/00

Abstract

A tire air pressure detection device includes an ideal driving status calculating portion (3e) and a rotational status value compensating portion (3f). The ideal driving status calculating portion calculates an ideal status value (βid) corresponding to a slip value under an ideal driving status without tire slippage. The rational status value compensating portion calculates and ideal rotational status value under the ideal driving status without tire slip based on the regression line calculated by a regression line calculating portion (3d) and the ideal slip status value calculated by the ideal driving status calculating portion.

Claims

1. A tire air pressure detection device comprising:

a vehicle wheel speed detecting portion (2a-2d, 3a) for detecting respective vehicle wheel speeds;

a rotational status value calculating portion (3b) for calculating a rotational value (D) expressing a relationship of the respective vehicle wheel speeds to cancel a wheel speed variation between left and right wheels generated due to vehicle turns;

a slip status value calculating portion (3c) for calculating a slip status value (β

) based on the vehicle wheel speeds detected by the vehicle wheel speed detecting portion, the slip status value depending on a slip status between driven wheels and non-driven wheels;

a regression line calculating portion (3d) for calculating a regression line that is a linear function expressing a relationship between the rotational status value calculated by the rotational status value calculating portion and the slip status value calculated by the slip status value calculating portion;

an ideal driving status calculating portion (3e) for calculating an ideal status value (β

id) corresponding to a slip value under an ideal driving status without tire slippage;

a rotational status value compensating portion (3f) for calculating an ideal rotational status value under the ideal driving status without tire slippage based on the regression line calculated by the regression line calculating portion and the ideal slip status value calculated by the ideal driving status calculating portion; and

a tire air pressure decrease detecting portion (3h) for detecting a tire air pressure decrease based on the ideal rotational status value calculated by the rotational status value compensating portion.

2. The tire air pressure detection device according to claim 1, wherein the rotational status value compensating portion calculates the ideal rotational status value by assuming a rotational status value if the slip status value is the ideal status value based on the regression line calculated by the regression line calculating portion.

3. The tire air pressure detection device according to claim 1, further comprising:

a rotational status value averaging portion (3b) for calculating a rotational status value average (D_AVE) of the rotational status value calculated by the rotational status value calculating portion; and

a slip status value averaging portion (3c) for calculating a slip status value average (β

_AVE) of the slip status value calculated by the slip status value calculating portion;

wherein the rotational status value compensating portion calculates the ideal rotational status value by compensating for the rotational status value average calculated by the rotational status value averaging portion and the slip status value average calculated by the slip status value averaging portion based on the regression line calculated by the regression line calculating portion.

4. The tire air pressure detection device according to claim 1, wherein the rotational status value calculating portion calculates a wheel speed variation (D) corresponding to a difference in wheel speed ratios of each pair of wheels located diagonally from each other.

5. The tire air pressure detection device according to claim 1, wherein the slip status value calculating portion calculates a front and rear wheel speed ratio (β

) corresponding to a ratio of vehicle wheel speeds of front wheels and vehicle wheel speeds of rear wheels.

6. The tire air pressure detection device according to claim 1,

wherein the rotational status value calculating portion calculates a wheel speed variation (D) corresponding to a difference of wheel speed ratios of each pair of wheels located diagonally from each other,

the slip status value calculating portion calculates a front and rear wheel speed ratio (β

) corresponding to a ratio of vehicle wheel speeds of front wheels and vehicle wheel speeds of rear wheels, and

the regression line calculating portion calculates a change value (A) of the wheel speed variation with respect to the front and rear wheel speed ratio.

7. The tire air pressure detection device according to claim 1,

wherein the ideal driving status value calculating portion calculates one of a linear function and a quadratic function of the change value of the wheel speed variation with respect to the front and rear wheel speed ratio, and also calculates the ideal status value based on calculated function of the change value.

8. A tire air pressure detection device comprising:

a vehicle wheel speed detecting portion (2a-2d, 3a) for detecting respective vehicle wheel speeds;

a rotational status value calculating portion (3b) for calculating a rotational value (D) expressing a relationship of the respective vehicle wheel speeds to cancel a wheel speed variation between left and right wheels generated due to vehicle turns;

a slip status value calculating portion (3c) for calculating a slip status value (β

) based on the vehicle wheel speeds detected by the vehicle wheel speed detecting portion, the slip status value depending on a slip status between driven wheels and non-driven wheels;

a regression line calculating portion (3d) for calculating a regression line that is a linear function expressing a relationship between the rotational status value calculated by the rotational status value calculating portion and the slip status value calculated by the slip status value calculating portion;

a rotational status value compensating portion (3f) for compensating for the rotational status value calculated by the rotational status value calculating portion based on the regression line calculated by the regression line calculating portion;

a tire air pressure decrease detecting portion (3h) for detecting a tire air pressure decrease based on the rotational status value compensated for by the rotational status value compensating portion; and

a selecting portion for selecting the rotational status value calculated by the rotational status value calculating portion and the slip status value calculated by the slip status value calculating portion within a predetermined available range;

wherein the regression line calculating portion calculates the regression line based on the rotational status value and the slip status value selected by the selecting portion.

9. The tire air pressure detection device according to claim 8, further comprising;

a regression line determining portion for determining whether the regression line is calculated by the regression line calculating portion;

wherein the selecting portion does not execute a selection when the regression line determining portion has determined that the regression line is not yet calculated, and executes the selection when the regression line determining portion has determined that the regression line has already been calculated.

10. The tire air pressure detection device according to claim 9, wherein the selecting portion defines the predetermined available range based on the regression line calculated by the regression line calculating portion.

11. The tire air pressure detection device according to claim 10, wherein the selecting portion defines a region that includes the regression line and regions having predetermined width on both sides of the regression line as the available range.

12. The tire air pressure detection device according to claim 8, further comprising:

a driven wheel determining portion for determining whether a wheel in which tire air pressure decreases is a driven wheel;

wherein the selecting portion defines at least one of a higher and lower threshold as the available range when the driven wheel determining portion determines that the wheel in which the tire air pressure decreases is the driven wheel.

13. The tire air pressure detection device according to claim 8, further comprising:

an ideal driving status calculating portion (3e) for calculating an ideal status value (β

id) corresponding to a slippage value under an ideal driving status without tire slippage;

wherein the rotational status value compensating portion (3f) calculates an ideal rotational status value under the ideal driving status without tire slippage based on the regression line calculated by the regression line calculating portion and the ideal slip status value calculated by the ideal driving status calculating portion.

14. The tire air pressure detection device according to claim 13, further comprising:

a driven wheel determining portion for determining whether a wheel in which a tire air pressure decreases is a driven wheel;

wherein the selecting portion defines a region in which the slip status value is lower than the regression line as the available range when the driven wheel determining portion has determined that the wheel in which the tire air pressure decreases is the driven wheel.

15. The tire air pressure detection device according to claim 14, wherein the driven wheel determining portion determines whether the wheel in which the tire air pressure decreases is the driven wheel based on a slope of the regression line calculated by the regression line calculating portion.

16. The tire air pressure detection device according to claim 15, wherein the driven wheel determining portion determines that the wheel in which the tire air pressure decreases is the driven wheel when the slope of the regression line is larger than a predetermined threshold (K).

17. A tire air pressure detection device comprising:

a vehicle wheel speed detecting portion (2a-2d, 3a) for detecting respective vehicle wheel speeds;

a rotational status value calculating portion (3b) for calculating a rotational value (D) expressing a relationship of the respective vehicle wheel speeds to cancel wheel speed variation between left and right wheels generated due to vehicle turns;

a slip status value calculating, portion (3c) for calculating a slip status value (β

) based on the vehicle wheel speeds detected by the vehicle wheel speed detecting portion, and the slip status value depending on a slip status between driven wheels and non-driven wheels;

a regression line calculating portion (3d) for calculating a regression line that is a linear function expressing a relationship between the rotational status value calculated by the rotational status value calculating portion and the slip status value calculated by the slip status value calculating portion;

a rotational status value compensating portion (3f) for compensating for the rotational status value calculated by the rotational status value calculating portion based on the regression line calculated by the regression line calculating portion;

a tire air pressure decrease detecting portion (3h) for detecting a tire air pressure decrease based on the rotational status value compensated for by the rotational status value compensating portion; and

a non-uniformity detecting portion (3i) for detecting non-uniform of driven forces;

wherein the rotational status value compensating portion compensates for the rotational value based on the regression line now calculated by the regression line calculating portion when the non-uniformity detecting portion detects the non-uniform of the driven forces, and compensates for the rotational value based on the regression line previously calculated before by the regression line calculating portion when the non-uniformity detecting portion has not detected the non-uniform of the driven forces.

18. The tire air pressure detection device according to claim 17, wherein the non-uniformity detecting portion detects the non-uniformity of the driven forces based on non-uniformity of the slip status value calculated by the slip status value calculating portion.

19. The tire air pressure detection device according to claim 18,

wherein the slip status value calculating portion calculates a front and rear wheel speed ratio (β

) corresponding to a ratio of vehicle wheel speeds of front wheels and vehicle wheel speeds of rear wheels, and

the non-uniformity detecting portion detects the non-uniformity of the driven forces based on non-uniform of the front and rear wheel speed ratio.

20. The tire air pressure detection device according to claim 19, further comprising:

a front and rear wheel speed ratio memorizing portion (3c) for memorizing the front and rear wheel speed ratio calculated by the slip status value calculating portion;

wherein the non-uniform detecting portion detects the non-uniform of the driven forces based on a difference (Ep) between a maximum value and a minimum value of the front and rear wheel speed ratio.

21. The tire air pressure detection device according to claim 20,

wherein the non-uniform detecting portion detects the non-uniform of the driven forces when the difference between the maximum value and the minimum value of the front and rear wheel speed ratio is larger than a first reference value (Ep*+Eth).

22. The tire air pressure detection device according to claim 21, further comprising:

a slip variation memorizing portion for memorizing a slip variation (A) expressing a change in the wheel speed variation with respect to the front and rear wheel speed ratio, the slip variation being calculated by the regression line calculating portion;

wherein the slip variation memorizing portion renews a previously calculated slip variation to a presently calculated slip variation when the non-uniform detecting portion detects the non-uniform of the driven forces, defines a second reference value (Eth′

) larger than the first reference value when the slip variation is not renewed for a predetermined time (Cth), and detects the non-uniform of thee driven forces when the difference between the maximum value and the minimum value of the front and rear wheel speed ratio is larger than the second reference value.

23. The tire air pressure detection device according to claim 17,

wherein the regression line calculating portion calculates a change value (A) of the wheel speed variation with respect to the front and rear wheel speed ratio, and

the rotational status value compensating portion compensates for the rotational status value calculated by the rotational status value calculating portion based on the slip variation.

24. The tire air pressure detection device according to claim 23, further comprising:

a slip variation memorizing portion for memorizing the slip variation calculated by the regression line calculating portion;

wherein the slip variation memorizing portion renews a previously calculated slip variation to a presently calculated slip variation when the non-uniform of the driven forces detected by the non-uniform detecting portion is larger than a first reference value (Ep*+Eth), and

the rotational status value compensating portion compensates for the rotational status value calculated by the rotational status value calculating portion based on the slip variation memorized in the slip variation memorizing portion.

25. The tire air pressure detection device according to claim 17, further comprising:

an ideal driving status calculating portion (3e) for calculating an ideal status value (β

id) corresponding to a slip value under an ideal driving status without tire slippage;

wherein the rotational status value compensating portion (3f) calculates an ideal rotational status value under the ideal driving status without tire slip based on the regression line calculated by the regression line calculating portion and the ideal slip status value calculated by the ideal driving status calculating portion.

26. A tire air pressure detection device comprising:

a vehicle wheel speed detecting portion (2a-2d, 3a) for detecting respective vehicle wheel speeds;

a rotational status value calculating portion (3b) for calculating a rotational value (D) expressing a relationship of the respective vehicle wheel speeds to cancel a wheel speed variation between left and right wheels generated due to vehicle turns;

a slip status value calculating portion (3c) for calculating a slip status value (β

) based on the vehicle wheel speeds detected by the vehicle wheel speed detecting portion, the slip status value depending on a slip status between driven wheels and non-driven wheels;

a regression line calculating portion (3d) for calculating a regression line that is a linear function expressing a relationship between the rotational status value calculated by the rotational status value calculating portion and the slip status value calculated by the slip status value calculating portion;

a rotational status value compensating portion (3f) for compensating for the rotational status value calculated by the rotational status value calculating portion based on the regression line calculated by the regression line calculating portion;

a tire air pressure decrease detecting portion (3h) for detecting a tire air pressure decrease based on the rotational status value compensated for by the rotational status value compensating portion; and

a selecting portion for selecting data from data regarding the wheel speeds detected by the wheel speed detecting portion by removing data when the vehicle turns based on left and right non-driven wheels speeds (V_FL, V_FR);

wherein the rotational status value calculating portion calculates the rotational status value and the slip status value calculating portion calculates the slip status value based on the data selected by the selecting portion.

27. The tire air pressure detection device according to claim 26, wherein the selecting portion includes a left and right non-driven wheel speed ratio calculating portion for calculating a left and right non-driven wheel speed ratio (R) based on data of left and right non-driven wheel speeds detected by the wheel speed detecting portion, defines an available range based on the left and right non-driven wheel speed ratio calculated by the left and right non-driven wheel speed ratio calculating portion, and selects the data based on whether the left and right non-driven wheel speed ratio is in the available range.

28. A tire air pressure detection device comprising:

a vehicle wheel speed detecting portion (2a-2d, 3a) for detecting respective vehicle wheel speeds;

a rotational status value calculating portion (3b) for calculating a rotational value (D) expressing a relationship of the respective vehicle wheel speeds to cancel a wheel speed variation between left and right wheels generated due to vehicle turns;

a slip status value calculating portion (3c) for calculating a slip status value (β

) based on the vehicle wheel speeds detected by the vehicle wheel speed detecting portion, the slip status value depending on a slip status between driven wheels and non-driven wheels;

a regression line calculating portion (3d) for calculating a regression line that is a linear function expressing a relationship between the rotational status value calculated by the rotational status value calculating portion and the slip status value calculated by the slip status value calculating portion;

a rotational status value compensating portion (3f) for compensating for the rotational status value calculated by the rotational status value calculating portion based on the regression line calculated by the regression line calculating portion;

a tire air pressure decrease detecting portion (3h) for detecting a tire air pressure decrease based on the rotational status value compensated for by the rotational status value compensating portion; and

a selecting portion for defining an available range based on data regarding left and right non-driven wheel speeds included in the wheel speeds detected by the wheel speed detecting portion, and selecting data within the available range from the data regarding left and right non-driven wheel speeds;

wherein the rotational status value calculating portion calculates the rotational status value and the slip status value calculating portion calculates the slip status value based on the data selected by the selecting portion, and

the available range is defined initially based on the data regarding left and right non-driven wheel speeds, and is then repeatedly renewed each time the selecting portion selects the data regarding left and right non-driven wheel speeds.

29. A tire air pressure detection device comprising:

a vehicle wheel speed detecting portion (2a-2d, 3a) for detecting respective vehicle wheel speeds;

a rotational status value calculating portion (3b) for calculating a rotational value (D) expressing a relationship of the respective vehicle wheel speeds to cancel a wheel speed variation between left and right wheels generated due to vehicle turns;

a slip status value calculating portion (3c) for calculating a slip status value (β

) based on the vehicle wheel speeds detected by the vehicle wheel speed detecting portion, the slip status value depending on a slip status between driven wheels and non-driven wheels;

a regression line calculating portion (3d) for calculating a regression line that is a linear function expressing a relationship between the rotational status value calculated by the rotational status value calculating portion and the slip status value calculated by the slip status value calculating portion;

a rotational status value compensating portion (3f) for compensating for the rotational status value calculated by the rotational status value calculating portion based on the regression line calculated by the regression line calculating portion;

a tire air pressure decrease detecting portion (3h) for detecting a tire air pressure decrease based on the rotational status value compensated for by the rotational status value compensating portion;

a left and right non-driven wheel speed ratio calculating portion for calculating a left and right non-driven wheel speed ratio (R) based on data of left and right non-driven wheel speeds detected by the wheel speed detecting portion; and

a left and right non-driven wheel speed ratio determining portion for defining an available range based on the left and right non-driven wheel speed ratio calculated by the left and right non-driven wheel speed ratio calculating portion, and determining whether the left and right non-driven wheel speed ratio is in the available range;

wherein the left and right non-driven wheel speed ratio determining portion selects the data within the available range from data regarding the wheel speed detected by the wheel speed detecting portion, and

the rotational status value calculating portion calculates the rotational status value and the slip status value calculating portion calculates the slip status value based on the data selected by the left and right non-driven wheel speed ratio determining portion.

30. The tire air pressure detection device according to claim 29, wherein the left and right non-driven wheel speed ratio determining portion defines the available range based on an average value (R_AVE) of the left and right non-driven wheel speed ratio calculated by the left and right non-driven wheel speed ratio calculating portion.

31. The tire air pressure detection device according to claim 30, wherein the left and right non-driven wheel speed ratio determining portion defines a region (R_AVE−

Rw<

R<

R_AVE+Rw) defined from a first value corresponding to average value minus a predetermined value (Rw) to a second value corresponding to average value plusthe predetermined value as the available value.