TWI913839B - Uses an abs brake system as a comparison method to determine the positioning of a tire pressure detection device - Google Patents

Abstract

The present invention uses an ABS brake system as a comparison method to determine the positioning of a tire pressure detection device. The steps include: driving detection step (one), driving detection step (two), driving detection step (three), and comparison. With the steps, analysis steps and matching and attribution steps, the matching between each tire pressure detector and the ABS braking system can more accurately determine the position of each tire installed on the vehicle, and in continuous There will be no instability in data transmission and matching, and it will not even be interfered by external radio waves to affect the accuracy of the transmission. In addition to providing the driver with the most accurate tire pressure information in the vehicle, it can also be accurate. Matching the set tire position, improving the conventional knowledge that in order to determine the position of each tire pressure detector, there is basically a possibility of delay or misjudgment in data transmission.

Description

Positioning and Judgment Method for Tire Pressure Detection Devices Based on Anti-lock Braking System (ABS)

This invention discloses a tire pressure detection device positioning and determination method that uses the ABS (Anti-lock Brake System) braking system as a comparison, and its main application is in the field of tire pressure detection.

According to relevant regulations in various countries, it is a necessary requirement to install tire pressure monitoring systems (TPMS) on vehicle tires to protect the safety of the driver and others. Therefore, TPMS are now basically installed on all vehicles produced and shipped from the factory. The main function of the TPMS is to detect tire pressure, temperature, and other related information to inform the driver of the tire's condition. However, the focus of this discussion is the transmission between the tire pressure monitoring system (TPMS) and the vehicle's central control system. Common methods involve real-time data transmission via antennas, or, as exemplified by patent number I718520, "Tire Pressure Monitoring System for Connecting Vehicles and Tire Pressure Monitoring System Setting Tool." This method primarily utilizes wheel position codes set for each TPMS. When the TPMS transmits tire pressure information along with the wheel position codes to the monitoring device, the tire pressure status of each tire can be determined through the wheel position codes. This allows for complete and accurate monitoring of the tire pressure status of each tire using only a single monitoring device. As can be seen, this method mainly relies on the wheel position codes for judgment.

However, both the commonly used tire pressure detectors and the so-called coded transmission methods have a problem: determining the position of each tire pressure detector. In order to determine the position of each tire pressure detector, there will be a delay or misjudgment in the data transmission. Therefore, manufacturers in related fields are now pursuing and improving more accurate and faster judgment as their goal. The inventor proposes a judgment method for tire pressure detectors that is different from the previous ones, thereby improving the lack of knowledge and the problems.

The main purpose of this invention is to provide a novel tire pressure detector (TPMS) detection method that, when used in conjunction with the ABS braking system, can accurately and stably detect pressure over a long period of time, thereby improving upon the deficiencies and problems of the technologies listed in the prior art.

However, in order to achieve the aforementioned effects and improve the lack of habit, this invention can be divided into two judgment methods, which are judged in two modes: time and distance of movement. The first is the time judgment, which is a tire pressure detection device positioning judgment method that compares with the anti-lock braking system (ABS). The steps include: one driving detection step (a): activating the operation of multiple tire pressure detectors installed in a central control device, an ABS braking device, and multiple tires in a vehicle; and one driving detection step (b): the tire pressure detector monitors the displacement at a fixed time and transmits the result to the central control device through a wireless signal. Driving detection step (3): The ABS braking device includes a plurality of gear rings and a central controller. Each tooth in each gear ring corresponds to a tire pressure sensor for the same tire. The central controller monitors the displacement of the teeth of each tire pressure sensor corresponding to each gear ring within a fixed time period. Driving detection step (3) is executed only after driving step (2) is completed; Comparison step: The central control unit has a built-in basic database, which contains multiple tooth count comparison values. The values of each tooth count comparison value are defined as the values obtained in driving detection steps (1) and (2). In driving detection step (3), each tire pressure detector and the corresponding tooth system of each tooth ring are displaced simultaneously. The central controller transmits the displacement data of the corresponding tire pressure detector teeth of each tooth ring to the central control unit. Analysis step: The central control unit uses an operation matching unit to calculate the received displacement data of the corresponding tire pressure detector teeth of each tooth ring. Matching and attribution step: After the above analysis step is completed, the central control device compares the aforementioned data with the tooth count comparison value based on the calculation result of the matching unit. The closer the aforementioned data is to any of the tooth count comparison values, the more the central control device can indirectly determine the position of each tire through each tire pressure detector.

Furthermore, another aspect of this invention is a displacement distance judgment mode, which is mainly a tire pressure detection device positioning judgment method that compares with the anti-lock braking system (ABS). The steps include: One-way driving detection step (1): Activating the operation of multiple tire pressure detectors installed in a central control device, an ABS braking device, and multiple tires in a vehicle; One-way driving detection step (2): The tire pressure detector monitors the displacement at a fixed time and transmits the result to the central control device via wireless signal; Driving detection step (3): The ABS braking device includes a plurality of gear rings and a central controller. Each tooth in each gear ring corresponds to a tire pressure sensor for the same tire. The central controller monitors the displacement of the teeth of each tire pressure sensor corresponding to each gear ring within a fixed time period. Driving detection step (3) is executed only after driving step (2) is completed; Comparison step: The central control unit has a built-in basic database, which contains multiple time comparison values. The values of each time comparison value are defined as the values obtained in driving detection steps (1) and (2). In driving detection step (3), each tire pressure detector and the corresponding tooth system of each tooth ring are displaced simultaneously. The central controller transmits the displacement data of the corresponding tire pressure detector teeth of each tooth ring to the central control unit. Analysis step: The central control unit calculates the received displacement data of the corresponding tire pressure detector teeth of each tooth ring using a calculation matching unit. Matching and attribution step: After the above analysis step is completed, the central control device compares the aforementioned data with the tooth count comparison value based on the calculation result of the matching unit. The closer the aforementioned data is to any of the tooth count comparison values, the more the central control device can indirectly determine the position of each tire through each tire pressure detector.

Based on the above description of the present invention, its advantages are that, with the matching between each tire pressure sensor and the ABS braking system, the position of each tire pressure sensor installed on the vehicle can be more accurately determined. Furthermore, there will be no instability in the continuous data transmission and matching, and the accuracy of transmission will not be affected by external radio waves. This provides the driver with the most accurate tire pressure information inside the vehicle and also accurately matches the position of the set tires. Therefore, the present invention can be considered a highly practical and progressive invention, worthy of promotion by the industry and public disclosure to the general public.

The following specific examples illustrate the tire pressure detector and detection method of this invention. Those skilled in the art can easily understand the other advantages and effects of this invention from the content disclosed in this specification. This invention can also be implemented or applied through other different specific examples, and the various details in this specification can be modified and changed based on different viewpoints and applications. The following embodiments further illustrate the viewpoints of this invention in detail, but are not intended to limit the scope of this invention in any way.

As shown in Figures 1 to 3, this invention provides a tire pressure detection device positioning determination method that uses an anti-lock braking system (ABS) as a comparison. The steps include: One-line driving detection step (I) S1: Activate the operation of multiple tire pressure detectors 40 installed in a central control device 20, an ABS braking device 30, and multiple tires 101 in a vehicle 10. Each tire pressure detector 40 first evaluates the current behavior information (time difference judgment); One-line driving detection step (II) S2: The tire pressure detector 40 monitors the displacement at a fixed time and forms a packet (for the displacement of each tire pressure detector 40 within a fixed time), and transmits the packet to the central control device 20 via wireless signal; One-line driving detection step (III) S3: The ABS braking device 30 includes a plurality of toothed rings 301 and a central controller 302. Each tooth of each toothed ring 301 corresponds to a tire pressure detector 40 of the same tire 101. The central controller 302 monitors the displacement of the tooth of each tire pressure detector 40 corresponding to each toothed ring 301 within a fixed time and also forms a packet (for the displacement of each toothed ring 301 within a fixed time). The driving detection step (iii) S3 is executed only after the driving detection step (ii) S2 ends, because the comparison operation is performed within the central controller 20.

First comparison step S4: The central control device 20 has a built-in basic database 201. The basic database 201 has multiple tooth count comparison values 202. The values of each tooth count comparison value 202 are set to correspond to the values obtained in driving detection steps (I) and (II) (S1, S2). In driving detection step (III) S3, when the vehicle 10 is driving, each tire pressure detector The teeth of the tire pressure detectors 40 in each toothed ring 301 are displaced simultaneously. The central controller 302 transmits the displacement data of the corresponding tire pressure detector teeth of each toothed ring 301 to the central control device 20. The central control device 20 also receives the information transmitted from the three parties and waits for the next step of data analysis, parsing, and calculation. Analysis step S5: The central control device 20 calculates the displacement data of the corresponding teeth of the tire pressure detectors 40 for each tooth ring 301 received by the central control device 20. A matching and attribution step S6: After the above analysis step S5 is completed, the central control device 20 compares the aforementioned data with the tooth count comparison value 202 based on the calculation result of the calculation and matching unit 203. The closer the aforementioned data is to any of the tooth count comparison values 202, the more the central control device 20 can indirectly determine the position of each tire 101 through each tire pressure detector 40.

According to the first embodiment of the present invention described above (see the example in Figure 3), it is only necessary to obtain the movement of each tire pressure detector 40 within a fixed time period and the amount of movement of the corresponding teeth of each toothed ring 301 within a fixed time period, to form a single packet from the two detected results, and to transmit each packet to the central control device 20, utilizing the built-in central control device 20. Cross-comparison is performed based on the complex tooth count comparison value 202 built into the basic database 201. Because the rotation of the tooth ring 301 in each tire 101 and the amount of movement of each tire pressure sensor 40 with the tire 101 will be different (with slight differences) within a fixed time, the operation matching unit 203 calculates the movement of the corresponding tooth of the tire pressure sensor 40 in each tooth ring 301. The movement data is then compared with the tooth count comparison values 202 in the basic database 201. The result of each movement data point is examined to determine which value in the complex tooth count comparison values 202 is closest to. This allows identification of which of the four tires 101 the tire pressure detector 40 is installed on (depending on the vehicle 10, some tires...). (The number of 101 is greater than four or less than four); Taking the third figure as an example, the total number of teeth of the toothed ring 301 (ABS) is 36 teeth (360 degrees), and 1 tooth is 10 degrees. Assuming a fixed time difference of 20ms, when each tire pressure sensor 40 (TPMS) displaces 30 degrees within the above fixed time difference (representing the movement of three teeth), the above data will be transmitted to the central control device 20, and at the same time, the central control... The controller 302 detects the number of teeth on each gear ring 301 as data (indicated in the upper right corner of the third figure: FR: 10 teeth, RR: 15 teeth, FL: 20 teeth, RL: 25 teeth). This data is based on the definition of TPMS at a displacement of 30 degrees. The central controller 302 transmits this data to the central control device 20. This is to allow for comparison of the gear ring 301's position 20ms later. Therefore, the calculation and matching unit 203 of the central control device 20 will add three teeth in the calculation (the above three teeth are only because of the aforementioned assumption that a movement of 30 degrees equals three teeth, and are not intended to limit it to only adding three teeth). At this time, the data is FR: 13 teeth, RR: 18 teeth, FL: 23 teeth, RL: 28 teeth. This data indicates that each tooth ring 301 should be displaced by the number of teeth specified above after the next 20ms, but... (This is not actually the case). Therefore, in the next measurement 20ms later, the central controller 302 detects the data of each tooth ring 301 and obtains the following values: FR: 25 teeth, RR: 18 teeth, FL: 34 teeth, RL: 35 teeth. The central controller 302 transmits the above data to the central control device 20 and compares it with the data after adding three teeth. The calculation matching unit subtracts the latter data. The former data (FR: 25 teeth - 13 teeth = 12 teeth, RR: 18 teeth - 18 teeth = 0 teeth, FL: 34 teeth - 23 teeth = 11 teeth, RL: 35 teeth - 28 teeth = 7 teeth) shows that the RR data is 0 teeth after subtracting the two sets of data. This means that the difference after detection is minimal, or even zero. In this way, the tire position of the current tire pressure detector can be determined.

Please also refer to the second figure. In addition to the aforementioned comparison and matching techniques to achieve accuracy and stability, each tire pressure sensor 40 further includes a pressure sensing unit 401, a temperature sensing unit 402, and an acceleration sensing unit 403 to detect the pressure, temperature, and acceleration of each tire 101. The displacement of the tire pressure sensor 40 can be mathematically calculated from the acceleration. Furthermore, to match and integrate the acceleration sensing unit 403... Therefore, the central controller 302 further incorporates a speed sensing unit 404, which monitors the rotational displacement distance of the teeth of the corresponding tire pressure detectors 40 in each gear ring 301. Thus, through the cooperation of the acceleration sensing unit 403 and the speed sensing unit 404, the most accurate values of the tire pressure detectors 40 for each tire 101 can be obtained for the driver's reference during the movement of the vehicle 10.

The foregoing describes how, within a fixed time period, the displacement of each tire pressure sensor 40 and the movement distance of the teeth of each toothed ring 301 corresponding to the tire pressure sensor 40 are compared with multiple tooth count comparison values 202 in the basic database 201. By observing which tooth count comparison value 202 the sensor approximates, it is easy to determine which tire 101 each tire pressure sensor 40 is installed on. Another embodiment of the invention differs from the aforementioned embodiment in that... The main focus is on displacement distance, and the time of movement is determined (see the example in Figure 4). The multiple time comparison values 204 built into the basic database 201 are used as the comparison benchmark. The determination method is the same as the aforementioned method for determining the distance moved within a fixed time. Therefore, in the second embodiment of this invention, in the driving detection step (II) S2, how much does it cost for each tire pressure detector 40 to monitor its fixed displacement distance? The time is recorded and the time result is transmitted to the central control device 20. Then, in the driving detection step (three) S3, the central controller 302 monitors the displacement time spent by the teeth of each tire pressure detector 40 corresponding to each gear ring 301 within a fixed displacement distance. Finally, as explained above, a comparison and matching are performed to see which set of time comparison values 204 the calculation result of the matching unit 203 is closest to. This allows for precise determination of the position of each tire 101 using the tire pressure sensor 40, which is then displayed on the central control unit 20 of the vehicle 10 for the driver's reference. Please see Figures 1, 2, and 4. Taking Figure 4 as an example, the total number of teeth on the gear ring 301 (ABS) is defined as 36 teeth (360 degrees), with one tooth equal to 10 degrees. Assuming a fixed angle difference of 60 degrees (= six teeth), and each tire pressure sensor 40 (TPMS)... A 60-degree movement takes 40ms. The aforementioned data is transmitted to the central control device 20. Simultaneously, the central controller 302 detects the number of teeth on each gear ring 301 (indicated in the upper right corner of the fourth figure: FR: 10 teeth, RR: 15 teeth, FL: 20 teeth, RL: 25 teeth). This data is based on the aforementioned TPMS definition of a 40ms displacement. The central controller 302 then transmits this data to the central control device. Setting the value to 20, in order to compare the data of the gear ring 301 40ms later, the calculation and matching unit 203 of the central control device 20 will add six teeth in the calculation (the above six teeth are only because of the aforementioned assumption that a movement of 60 degrees equals six teeth, and are not intended to limit it to only adding six teeth). At this time, the data is FR: 16 teeth, RR: 21 teeth, FL: 26 teeth, RL: 31 teeth. This data indicates that each gear ring 301 will be in the next... (The number of teeth in the above data should have shifted after 40ms, but this is not actually the case). Therefore, in the measurement after the next 40ms, the central controller 302 detects the data of each tooth ring 301 and obtains the following data: FR: 25 teeth, RR: 21 teeth, FL: 34 teeth, RL: 35 teeth. The central controller 302 transmits the above data to the central control device 20 and compares it with the data after the addition of six teeth. This calculation... The matching unit subtracts the former data from the latter data (FR: 25 teeth - 16 teeth = 9 teeth, RR: 21 teeth - 21 teeth = 0 teeth, FL: 34 teeth - 26 teeth = 8 teeth, RL: 35 teeth - 31 teeth = 4 teeth). It can be seen that after subtracting the two sets of data, the RR data is 0 teeth. This means that the difference after detection is minimal, or even error-free. In this way, the tire position of the current tire pressure detector can be determined.

The foregoing description is merely a preferred embodiment for explaining the present invention and is not intended to impose any form of limitation on the present invention. Therefore, any modifications or alterations to the present invention made under the same inventive spirit, which constitute other implementable forms with the same effect, shall still be included within the scope of protection intended by the present invention.

In conclusion, the present invention, "A method for determining the positioning of a tire pressure detection device based on an anti-lock braking system (ABS)," is indeed fully in line with the needs of industrial development in terms of practicality and cost-effectiveness. Furthermore, the disclosed structural invention is an unprecedented innovative structure, so its "novelty" is beyond doubt. Moreover, the present invention offers greater efficiency improvements compared to conventional structures, thus also possessing "progressiveness." It fully meets the requirements for application of invention patents under Taiwan's Patent Law, and therefore, a patent application is filed in accordance with the law. We respectfully request the Bureau of Industry and Information Technology to examine it as soon as possible and grant its approval.

S1: Driving Detection Step (I) S2: Driving Detection Step (II) S3: Driving Detection Step (III) S4: Comparison Step S5: Analysis Step S6: Matching and Attribution Step 10: Vehicle 101: Tires 20: Central Control Unit 201: Basic Data Database 202: Gear Count Comparison Value 203: Calculation and Matching Unit 204: Time Comparison Value 30: ABS Braking System 301: Gear Ring Components 302: Central Controller 40: Tire Pressure Detector 401: Pressure Sensor Unit 402: Temperature Sensor Unit 403: Acceleration Sensor Unit 404: Speed Sensor Unit

The first figure is a block diagram illustrating the steps of this invention. The second figure is a block diagram illustrating the structure of this invention. The third figure is a tree diagram illustrating the time determination mode of this invention. The fourth figure is a tree diagram illustrating the displacement distance (angle) determination mode of this invention.

S1: Driving Detection Procedure (Part 1)

S2: Driving Detection Procedure (Part Two)

S3: Driving Detection Steps (Part 3)

S4: Comparison Steps

S5: Analysis Steps

S6: Matching and Attribution Steps

Claims (6)

A tire pressure detection device positioning judgment method based on anti-lock braking system (ABS) includes the following steps: a driving detection step (1): activating the operation of a central control device, an ABS braking device, and multiple tire pressure detectors installed in multiple tires of a vehicle; a driving detection step (2): the tire pressure detector monitors the displacement at a fixed time and transmits the result to the central control device via wireless signal, and the displacement data of each tire pressure detector is a preset angle of displacement; Driving detection step (3): The ABS braking device includes a plurality of gear rings and a central controller. Each tooth in each gear ring corresponds to a tire pressure sensor for the same tire. The central controller monitors the number of teeth displacements of the corresponding tire pressure sensor teeth within a fixed time period. Driving detection step (3) is executed only after driving step (2) has ended; Comparison step: The central control device has a built-in basic database. This database contains multiple tooth count comparison values. Each tooth count comparison value corresponds to the values obtained in driving detection steps (i) and (ii). Furthermore, during driving detection step (iii), each tire pressure sensor and the corresponding tooth in each gear ring... Simultaneous displacement: The central controller transmits the displacement data of the corresponding tire pressure detector teeth of each toothed component to the central control device. The multiple tooth count comparison value transmitted to the central control device in the driving detection step (iii) is the sum of the number of teeth of the currently detected toothed component and the preset displacement tooth count of the toothed component. Analysis Step 1: The central control unit calculates the displacement data of the corresponding tire pressure detector teeth of each gear ring component received by the central control unit. Matching and Attribution Step 2: After the above analysis step is completed, the central control unit compares the aforementioned data with the tooth count comparison value based on the calculation result of the calculation and matching unit. Within a fixed time period, the central control unit receives the tooth count of the gear ring component transmitted by the central controller. The number of teeth detected at this time is subtracted from the tooth count comparison value. The wheel with the smallest difference among the subtracted data is the corresponding wheel. The central control unit can then indirectly determine the position of each tire through each tire pressure detector. The tire pressure detection device positioning judgment method described in claim 1, which compares with the anti-lock braking system (ABS), further includes a pressure sensing unit, a temperature sensing unit, and an acceleration sensing unit built into each tire pressure sensor. These units detect the pressure, temperature, and acceleration of each tire, and the displacement of the tire pressure sensor can be mathematically calculated from the acceleration. The tire pressure detection device positioning judgment method described in claim 1, which compares with the anti-lock braking system (ABS), further includes a built-in speed sensing unit in the central controller, which monitors the rotational displacement distance of the teeth of the corresponding tire pressure detector in each gear ring. A method for determining the positioning of a tire pressure detection device based on an anti-lock braking system (ABS) includes the following steps: Step 1: Activating the operation of multiple tire pressure detectors installed in a central control unit, an ABS braking system, and multiple tires within a vehicle; Step 2: Each tire pressure detector monitors the displacement time within a fixed displacement distance and transmits the result to the central control unit via wireless signal. The displacement data of each tire pressure detector is based on a preset displacement time; Step 3: The ABS braking device includes a plurality of gear rings and a central controller. Each tooth in each gear ring corresponds to a tire pressure sensor for the same tire. The central controller monitors the displacement time of the teeth of each tire pressure sensor corresponding to each gear ring within a fixed displacement distance. Driving detection step (iii) is executed only after driving step (ii) is completed. A comparison step: The central control device has a built-in basic database. This database contains multiple time comparison values, each corresponding to the values obtained in driving detection steps (i) and (ii). Furthermore, during driving detection step (iii), each tire pressure sensor and the corresponding teeth in each gear ring... Simultaneous displacement: The central controller transmits the displacement time of the corresponding tire pressure detector teeth of each gear ring to the central control device. The time comparison values transmitted to the central control device in the driving detection step (iii) are the number of teeth detected at the moment plus the displacement tooth number data of each gear ring as the preset data for the next time. Analysis Step 1: The central control unit calculates the displacement time data of the corresponding tire pressure detector teeth of each gear ring received by the central control unit. Matching and Attribution Step 2: After the above analysis step is completed, the central control unit compares the aforementioned time data with the time comparison values based on the calculation results of the calculation and matching unit. Within the time of movement of a fixed number of teeth, the central control unit receives the current number of teeth of the gear ring transmitted by the central controller, subtracts the aforementioned time comparison values, and the data with the smallest difference among the subtracted data is the corresponding wheel. The central control unit can then indirectly determine the position of each tire through each tire pressure detector. The tire pressure detection device positioning judgment method described in claim 4, which compares with the anti-lock braking system (ABS), further includes a pressure sensing unit, a temperature sensing unit, and an acceleration sensing unit built into each tire to detect the pressure, temperature, and acceleration of each tire. The displacement distance of the tire pressure detector can be calculated mathematically from the acceleration. The tire pressure detection device positioning judgment method described in claim 4, which compares with the anti-lock braking system (ABS), further includes a built-in speed sensing unit in the central controller. The central controller monitors the rotational displacement time value of the corresponding tire pressure detector teeth in each gear ring through the speed sensing unit.