WO2002032698A1 - Dispositif permettant de prevoir l'eclatement d'un pneu - Google Patents
Dispositif permettant de prevoir l'eclatement d'un pneu Download PDFInfo
- Publication number
- WO2002032698A1 WO2002032698A1 PCT/JP2001/008963 JP0108963W WO0232698A1 WO 2002032698 A1 WO2002032698 A1 WO 2002032698A1 JP 0108963 W JP0108963 W JP 0108963W WO 0232698 A1 WO0232698 A1 WO 0232698A1
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- WIPO (PCT)
- Prior art keywords
- braking force
- wheel
- force gradient
- wheel speed
- tire
- Prior art date
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Classifications
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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
- B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
- B60C23/061—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle by monitoring wheel speed
-
- 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
- B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
- B60C23/061—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle by monitoring wheel speed
- B60C23/062—Frequency spectrum analysis of wheel speed signals, e.g. using Fourier transformation
Definitions
- the present invention relates to a tire burst prediction device, and more particularly, to a tire burst prediction device that detects a ground contact property of a tire and predicts occurrence of a burst in the evening.
- Conventional technology relates to a tire burst prediction device, and more particularly, to a tire burst prediction device that detects a ground contact property of a tire and predicts occurrence of a burst in the evening.
- Japanese Patent Application Laid-Open No. Hei 7-149913 discloses that a wheel speed sensor detects a wheel speed of a tire, determines a decrease in tire air pressure from the detected wheel speed, and detects a plurality of decreases in air pressure. A device that gives an alarm when the number of times is determined is described. Problems to be solved by the invention
- the appropriate air pressure of the tire may be different for each tire.Therefore, when the reduction of the air pressure is determined at a certain threshold, if the appropriate air pressure changes due to tire replacement or tire wear, An alarm may be issued by mistake. In addition, there is a problem that the timing of reporting may be delayed or increased depending on road conditions, tire conditions, and driving conditions.
- the present invention has been made to solve the above-mentioned problem, and an object of the present invention is to provide a tire burst prediction device that can accurately predict the occurrence of a tire burst and issue an alarm.
- the invention according to claim 1 includes: a wheel speed detecting means for detecting a wheel speed; and a ground contact between the wheel and a road surface based on the detected wheel speed.
- Grounding property estimating means for estimating a physical quantity to be represented
- change rate detecting means for detecting a rate of change of a physical quantity representing the estimated grounding property between the wheel and the road surface, and whether the detected change rate is a value outside a predetermined range.
- Predicting means for predicting the occurrence of the wheel burst by judging whether or not the wheel burst has occurred.
- the wheel speed detecting means detects a wheel speed of a wheel of a vehicle (for example, a four-wheeled vehicle).
- a wheel speed sensor that generates a predetermined number of pulses (
- the wheel speed can be detected from the count value or the measured pulse width.
- the contact property estimating means calculates a physical quantity representing the contact property between the wheel and the road surface based on the detected wheel speed, for example, a contact area between the main wheel (tire) and the road surface, a friction state between the wheel and the road surface ( Estimate the physical quantity representing the slipperiness.
- a physical quantity representing the frictional state between the wheel and the road surface is, for example, a braking force gradient.
- the braking force gradient is obtained by approximating the transfer characteristic from road surface disturbance to umbrella wheel speed to a first-order lag model, and estimating the band frequency based on the time series data of the wheel speed from the frequency response of this first-order lag model.
- the driving force gradient when the driving force is applied to the wheel and the road gradient indicating the drip state of the wheel are all physical ⁇ ⁇ indicating the slipperiness between the tire and the road. , These are equivalent to the braking system J! Since it is S, instead of the braking force gradient, it is possible to use a driving force gradient)
- the change rate detection means 1 detects a change rate of an object indicating a contact property between the estimated four-wheeled vehicle and the road. In other words, ' ⁇ - ⁇ ,' /: changes ift, which indicates ground contact per time, are detected. You. By detecting the change rate in this way, it is possible to grasp a change in the state of the wheel. That is, for example, when the force gradient is estimated as an object representing the ground contact, the ground contact of the ⁇
- the prediction means predicts the occurrence of a wheel burst by determining whether the detected change rate is a value outside a predetermined range. Thus, when the detected change rate is a value outside the predetermined range, it can be determined that a burst may occur. It should be noted that when the state in which the detected change rate is outside the predetermined range has continued for a predetermined period or more, it can be determined that a burst may occur.
- the alarm means may generate an alarm by, for example, sounding an alarm or displaying the alarm on a display means.
- the driving force of one wheel may be suppressed by the driving suppression means instead of or together with the good news.
- ⁇ speed can be suppressed, and bursting of the ⁇
- the 'grounding insertion' means can be constituted by a smoothing stage for smoothing the physical characteristic representing the grounding 'I, and a differentiator for differentiating the smoothed grounding property ⁇ .
- a low-pass filter can be used as the smoothing means. In this way, by superimposing and differentiating the object representing the grounding property, an extra high frequency component is removed, and for example, only the change of the object representing the grounding property caused by the temperature change of the ⁇
- FIG. 1 is a block diagram showing a dynamic model of a wheel resonance system according to an embodiment of the present invention.
- FIG. 2 is a diagram showing a relationship between a slip speed and a road surface.
- FIG. 3 is a gain diagram showing a frequency response from a road surface disturbance to a wheel speed.
- FIG. 4 is a schematic block diagram of the tire burst prediction device according to the embodiment of the present invention.
- FIG. 5 is a flowchart showing an algorithm for estimating a band frequency according to the embodiment of the present invention.
- FIG. 6 is a gain diagram showing the frequency response from the road surface disturbance to the wheel speed of the first-order lag model.
- FIG. 7 is a diagram showing the relationship between the band frequency and the braking force gradient.
- FIG. 8 is a flowchart of a control routine executed by the determination means.
- FIG. 9 is a schematic block diagram showing another example of the tire burst prediction device.
- FIG. 10 is a schematic block diagram of the wheel speed frequency characteristic quantity estimating means. BEST MODE FOR CARRYING OUT THE INVENTION
- the dynamic model of the wheel resonance system is composed of a spring foot Kl between the rim 10 and the belt 12 and a torsion spring 14 and 16 of a 2 tire.
- the model is represented by a model in which a suspension in which a spring element 18 having a spring constant ⁇ 3 and a damper 20 are connected in parallel between the rim 10 and the vehicle body.
- Disturbance from the road surface is transmitted from the belt 12 to the rim 10 via the spring elements 14 and 16 to affect the rim wheel speed ⁇ and via the suspension element. It is transmitted on holiday.
- the braking force gradient and road disturbance are obtained using a fifth-order ⁇ -wheel full model integrating the first-order ⁇
- the relationship between the transfer characteristic from the wheel speed to the wheel speed and the wheel speed frequency characteristic amount, which represents the following frequency, will be described.
- the braking force gradient is represented by the tangent of the curve representing the relationship between the slip speed (or the slip rate) and the braking force.
- FIG. 3 shows the range from the road surface disturbance to the wheel speed in the range from the limit braking region where the braking force gradient is 300 Ns Zm to 100000 Ns / m to the low slip region where there is room for tire characteristics.
- FIG. 4 is a gain diagram showing a frequency response, that is, a relationship between a frequency and an amplitude gain of a wheel speed with respect to an amplitude of a road disturbance.
- the gain in the low frequency region in the frequency characteristics of the wheel speed is smaller than the gain in the low frequency region in the region where the braking force gradient is relatively small.
- the gain in the high frequency region is smaller than that in the high frequency region where the braking force gradient is relatively small due to the effects of the occurrence of tire rotational resonance (around 40 Hz). It has not become smaller.
- the wheel speed frequency characteristic it is small.
- the ⁇ wheel speed frequency characteristic ⁇ ⁇ which represents the difference between the vibration level of the ⁇
- the wheel speed frequency characteristic ffi which expresses the difference (or ratio) from the vibration level of the signal, decreases as the braking force gradient increases, and by using this characteristic, the wheel speed frequency characteristic ⁇ A braking force gradient can be inserted.
- this wheel characteristic is approximated by a first-order lag model, as shown in FIG. 6, it can be understood that the band frequency increases as the braking force gradient increases. Therefore, the wheel characteristics are approximated by a first-order lag model, and the band frequency, which is the frequency at which the gain changes from a predetermined range to a value outside the predetermined range, is estimated as the wheel speed frequency characteristic: S. Then, the braking force gradient can be estimated from the value of the wheel speed frequency characteristic amount representing the follow-up frequency of the transfer characteristic from the road surface disturbance to the wheel speed.
- the second-order and third-order delay models have almost the same characteristics as the first-order delay model.Therefore, the wheel characteristics can be approximated to those of the lower-order delay to estimate the wheel speed frequency characteristics. For example, the braking force gradient can be estimated from the value of the wheel speed frequency characteristic amount.
- the driving force gradient when the driving force is applied to the tire is a physical quantity representing the ease of slipping between the tire and the road surface. This is a physical quantity equivalent to the road gradient indicating the tire drip condition. Therefore, the braking force gradient, which is the slope of the tangent to the curve representing the relationship between the slip ratio or the slip speed and the braking force, and the ifll line representing the relationship between the slip ratio or the slip speed and the driving force, are obtained from the wheel speed frequency characteristic quantity.
- the physical force i which indicates the slipperiness of the road, either the driving force gradient, which is the inclination of the tangent, or the road gradient, which is the inclination of the tangent of the llll line, which indicates the relationship between the slip rate or the slip speed and the road.
- vertebral ⁇ or less which can be, estimated ⁇ a band frequency as Hanwa speed frequency characteristic iS, was ⁇ Jo: braking 3 ⁇ 4 force gradients as representing the ground resistance from the frequency estimate ', control 3 ⁇ 4 that the estimated
- the tire burst prediction device 30 detects the wheel speed of each of the right and left wheels after M (not shown) at a predetermined sampling cycle, and obtains the time series data of the wheel speed.
- Contact detection means 34 for indirectly detecting the physical property ⁇ indicating the adhesiveness of the tires
- change rate detection means for detecting the rate of change of the physical quantity indicating the contact property of each detected tire Contacting rate change rate detecting means 36 as judgment means
- judging means 38 for judging whether there is a risk of bursting the tire based on the detected change rate of the physical quantity representing the contacting property of each tire, judging means 3 Warning means to warn that there is a risk of bursting according to the instruction from 8 40, and a driving force suppression control means 42 for controlling the suppression of the driving force of the tire in accordance
- the wheel speed, wheel speed sensor 3 2 F2 outputs the wheel speed of the right front wheel
- the wheel speed sensor 3 2 R 1 outputs the wheel speed of the left rear wheel
- the wheel speed sensor 3 2 R2 outputs the wheel speed of the right rear wheel.
- the band frequency estimating means 44, the braking force gradient estimating means 46, the low-pass filter 48, and the differentiator 50 are provided for the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel. It is provided for each tire.
- the ground contact detection means 34 is a gain line representing a frequency response of the model when a transfer characteristic from a road surface disturbance to a wheel speed is approximated to a first-order lag model based on time-series data of the wheel speed.
- the frequency when the gain changes from a constant value is estimated as a band frequency : a band frequency estimating means 44 and a pre-stored ⁇ band frequency
- a braking force gradient estimating section 46 for estimating the excitation force gradient with respect to the determined band frequency based on a map representing the relationship between the braking force gradient and the braking force gradient.
- the contact change rate detecting means 36 includes, for example, a mouth-to-pass filter 48 for reducing the estimated 'estimation of the braking force gradient' and a detection method for detecting the rate of change of the braking force gradient.
- the differentiator 50 consists of
- the band frequency estimating means 44 of the present embodiment identifies the band frequency of the first-order lag model using the least squares method, assuming that a white disturbance, which is a disturbance including all frequencies, is input to the tire from the road surface. did.
- Fig. 5 shows the algorithm for identifying the band frequency.
- Fig. 6 shows the band frequency identified by the algorithm in Fig. 5 when the white wheel is added to the wheel full model in Fig. 1 and the corresponding first-order lag model.
- FIG. 4 shows a gain diagram. These processes are performed for each tire.
- step 100 data obtained by adding white disturbance to the time-series data of the wheel speed detected by the wheel speed sensor 32 is fetched, and in step 102, a high-pass filter of 2 Hz is used, for example, using a second-order bus filter. For example, pre-processing with a filter consisting of a 20 Hz mouth-to-pass filter is performed. By inputting the wheel speed signal to the high-pass filter and performing high-pass filtering, a steady component of the wheel acceleration is removed, and smoothing of the wheel speed signal can be performed by performing low-pass filtering.
- the time series data of the band frequency is estimated from the time series data of the wheel speed preprocessed by using the online least squares method.
- the wheel speed sensor 32 discriminates the wheel speed time series data that has been discretized for each sample time r into the wheel speed time series data that has been preprocessed by the filter in step 102.
- ⁇ [k] in equation (1) is the value obtained by multiplying the change amount of the wheel speed in one sample time by the sample time ⁇ (the thing related to the change in wheel speed 3 ⁇ 43 ⁇ 4).
- Y [k] in equation (2) Is the change in wheel speed for one sample time ( ⁇ [k—1] — ⁇ [k—2], ⁇ [k] - ⁇
- [K] in equation (3) is a physical quantity related to a change in wheel speed and a physical quantity related to a change in wheel speed, that is, a physical quantity representing a history of physical quantities related to a change in wheel acceleration.
- the band frequency may be estimated using another online identification method such as the auxiliary variable method.
- Figure 6 shows an example of band frequency estimation results in the first-order lag model estimated as described above. Also, as can be understood from the gain diagram of Fig. 6, the gain of the approximated first-order lag model shows that the steady-state gain and the anti-resonance in the wheel full-model gain diagram except when the braking force gradient is other than 300 Ns Zm. It has been identified as a characteristic that passes the gain at the point (around 40 Hz), and the resonance before and after the suspension around 15 Hz and the resonance characteristic of the tire rotational vibration around 40 Hz have been neglected due to the lower dimensions. Also
- the braking force gradient is 3 In the braking region near the limit of 0 Ns / m or less, both before and after the suspension; the effect of resonance due to ⁇ shin and tire rotational vibration is small, and the wheel deceleration motion model is dominant. Therefore, in the vicinity of such a limit, it is considered that the wheel traffic can be approximated by the following wheel deceleration motion model.
- vw —-w + no
- w is the wheel speed (m / s)
- w is the road disturbance
- k is the braking force gradient (NsZm)
- RC is the tire effective radius (m)
- J is the vehicle moment of inertia
- the coefficient of w represents the band frequency.
- the relationship in Fig. 7 can be derived by applying the least squares method.
- This figure shows the relationship between the braking force gradient in the full wheel model and the band frequency identified from the wheel speed data when white disturbance is applied.
- the unit of the band frequency in FIG. 7 is represented by [radZs].
- the braking force gradient monotonically increases as the band frequency increases.
- the relationship between the band frequency and the braking force gradient in FIG. 7 is stored in the memory of the braking force gradient estimating means 46 as a map, and is estimated by the band frequency estimating means 44 based on the wheel speed signal using the map. By calculating the braking force gradient corresponding to the obtained band frequency, the braking force gradient can be estimated from the band frequency estimation (identification) result.
- the braking force gradient of each tire estimated in this way is smoothed by removing excess high-frequency components by a mouth-to-pass filter 48, and is output to a differentiator 50.
- differential The controller 50 differentiates the braking force gradient and outputs the rate of change of the braking force gradient, that is, the change in the braking force gradient per unit time, to the judgment means 38.
- control force gradient is smoothed by the low-pass filter 48 and differentiated by the differentiator 50 to detect the rate of change of the control force gradient. Therefore, it is possible to detect only a change in tire characteristics caused by the above, that is, only a time change of the braking force gradient.
- the determination means 38 inputs the rate of change of the braking force gradient of each tire in step 200 shown in FIG.
- step 202 it is compared whether or not the input change rate of the braking force gradient of each tire is equal to or more than a predetermined threshold. That is, it is determined whether the braking force gradient has rapidly increased or decreased at a speed higher than a predetermined speed.
- the predetermined threshold value is set to a value at which a burst may occur if the rate of change is further increased, for example.
- step 204 If any one of the change rates of the braking force gradient of each tire is equal to or greater than a predetermined threshold value, in step 204, the warning means 40 is warned that the tire may be burst, and the driver is warned.
- a predetermined threshold value means, for example, that the temperature of the tire rises, the contact area between the tire and the road surface increases, and the braking force gradient sharply increases or decreases. This is the case. In such a case, it can be determined that the possibility of the tire bursting is high.
- the alarm may be issued by, for example, an alarm sound, or the display panel may display a tire position at which the rate of change of the braking force gradient is equal to or greater than a predetermined threshold, thereby giving an alert. May be reported in good news.
- the driving force suppression control unit 42 may suppress the driving force of both groups. This can prevent the tire from bursting.
- the predetermined threshold value may be set to the same value for each tire.Since the durability of the tire against bursting depends on the tire / wear level, the i-wear level of each tire may vary. Different thresholds may be set accordingly. In addition, since the durability of the tire against the bush is also low depending on the type of the tire, the threshold value is set according to the mounted tire.
- the difference in the rate of change of the excitation force gradient between the left and right tires, ⁇ Physically, the difference between the output of the differentiator 50 corresponding to the ill wheel speed sensor 3 2 F 1 and the output of the differentiator 50 corresponding to the ⁇ wheel speed sensor 32 F 2 and the wheel speed sensor 32 R The difference between the output of the differentiator 50 corresponding to 1 and the output of the differentiator 50 corresponding to the wheel speed sensor 32 R2 is obtained. If this difference is equal to or greater than a predetermined threshold, that is, the braking force gradient of the left and right tires A warning may be issued when the difference in the rate of change of the value greatly increases.
- the difference in the rate of change of the braking force gradient between the front and rear tires specifically, the output of the classifier 50 corresponding to the wheel speed sensor 32F1 and the wheel speed sensor Difference between the output of differentiator 50 corresponding to 32 R1 and the difference between the output of differentiator 50 corresponding to wheel speed sensor 32 F2 and the output of differentiator 50 corresponding to wheel speed sensor 32 R2. If the difference is equal to or greater than a predetermined threshold, that is, if the difference between the change rates of the braking force gradients of the front and rear tires is significantly different, an alarm may be issued.
- the difference in the rate of change of the braking force gradient between the left and right tires and the difference in the rate of change of the braking force gradient between the front and rear tires are determined to determine whether a burst may occur.
- an accurate alarm can be issued without being affected by changes in the braking force gradient caused by disturbances such as the posture of the vehicle and road surface conditions.
- the rate of change of the braking force gradient is determined for each tire, and the difference in the rate of change of the braking force gradient between the left and right tires and the difference in the rate of change of the braking force gradient between the front and rear tires are determined.
- the difference in the braking force gradient between the left and right tires or the front and rear tires is calculated, and the rate of change in the neatness is calculated. It may be determined whether or not the rate of change of the difference is equal to or greater than a predetermined threshold, and a report may be made when the difference is equal to or greater than the predetermined threshold I :.
- the subtraction circuit 4 subtracts the braking force gradient of the left front wheel estimated by the gradient estimating means 46 from the braking force gradient of the right front wheel estimated by the braking force gradient estimating means 46 corresponding to the wheel speed sensor 32 F2. Then, the change rate of this difference is detected by the contact change rate detection stage 36. If the change rate output from the contact change rate detecting means 36 in the footstep means 38 is equal to or greater than a predetermined threshold, the warning means 40 is used to make a warning. It should be noted that the same configuration as described above can be used to warn that one of the front and rear tires may burst.
- the tire burst can occur, for example, when the vehicle is running at high speed on an extremely hot road surface.
- the threshold value for determining whether or not a burst may occur it is possible to accurately detect at an appropriate time that the risk of a burst has been increased. It can prevent false alarms and malfunctions.
- the braking force gradient is obtained from the estimated band frequency, and the burst of the sunset is determined from the change rate of the obtained braking force gradient.
- the tire cost may be determined.
- the structure shown in Fig. 4 In this case, the braking force gradient estimating means 46 is omitted, and the band frequency estimating means 44 is directly connected to the low-pass filter 48.
- the band frequency output from the band frequency means 44 is smoothed by the mouth-pass filter 48 and output to the differentiator 50, and the change rate of the band frequency is output from the differentiator 50. Is done.
- output from the differentiator 5 0 frequency of the rate of change is determined whether more than a predetermined threshold value, in the case of more than the predetermined threshold value is an alarm to the warning means 4 0.
- the braking force gradient estimating means 46 is omitted, and the band frequency estimating means 44 is directly connected to the subtraction circuit 47.
- the subtraction circuit 47 calculates the difference between the band frequencies of the left and right tires and outputs the result to the mouth-pass filter 48.
- the judging means 38 judges whether or not the rate of change of the difference between the band frequencies output from the differentiator 50 is equal to or greater than a predetermined threshold value.
- the difference between the vibration level in the low frequency region and the vibration level in the high frequency region is used as the wheel speed frequency characteristic amount instead of the band frequency, and the road gradient is estimated. This is to determine the possibility of tire burst.
- the description of the same parts as in the first embodiment will be omitted.
- the group wheel speed frequency characteristic amount estimating unit 44 corresponding to the band frequency estimating unit 4 of the first embodiment includes a band-pass filter 60 0 for extracting a wheel speed signal in a low frequency region.
- A a first vibration level calculating means 62 for calculating a vibration level from the wheel speed signal after the filter processing, and a low frequency characteristic amount calculating means comprising 2 A, and a band pass for extracting a wheel speed signal in a frequency domain.
- Second vibration level calculating means 6 for calculating the vibration level from the filter 60 B and the wheel ⁇ signal after the filter processing.
- the te ⁇ of the frequency characteristic ifi calculation means consisting of 2B, and the low frequency characteristic amount calculated by the low frequency characteristic light calculation means and the high frequency characteristic calculated by the M calculation means is ⁇
- a road / i-slope estimating means corresponding to the braking force gradient estimating means 46 of the first embodiment is connected to the characteristic ai calculation means 64.
- Bandpass filter at stage 60 0 The transmission frequency is set so as to transmit the ⁇ wheel speed signal in a relatively low frequency band in this embodiment.
- the ⁇ wheel speed signal with a frequency of 15 to 50 ⁇ ⁇ is transmitted. It is set up as follows.
- the transmission frequency is set so as to transmit a relatively high frequency t (range of the tun wheel speed signal) in the wheel speed motion.
- the wheel speed signal having a frequency of 30 to 50 Hz is set to pass.
- the vibration level detecting means 62A outputs a signal expressed in decibels by squaring the wheel speed signal after passing through the bandpass filter 6OA as a low frequency characteristic amount, and the vibration level calculating means 62B A signal expressed in decibels by squaring the wheel speed signal after passing through the filter 60B is output as a high frequency characteristic amount.
- the characteristic amount calculating means 64 outputs a difference between the low frequency characteristic amount and the high frequency characteristic amount as a wheel speed frequency characteristic amount.
- the wheel speed frequency characteristic shows a large gain in the low frequency region.
- the wheel speed frequency characteristic amount representing the difference between the gain in the low frequency region and the gain in the high frequency region becomes large.
- the frequency characteristic of the wheel speed is such that the gain in the low frequency region is smaller than the gain in the low frequency region in the region where the road gradient is relatively small.
- the gain in the high frequency region is not so small compared to the gain in the high frequency region in the region of relatively small road surface / gradient due to the effect of the occurrence of rotational resonance of the tire.
- the wheel speed frequency characteristic S decreases. Therefore, the wheel speed frequency characteristics that represent the difference between the vibration level in the low frequency region and the vibration level in the ⁇ frequency region; Is a value that decreases as the road gradient increases, and by using this characteristic, the road gradient can be estimated from the ⁇
- the road stage of the present embodiment uses the property that the wheel speed frequency characteristic decreases as the road gradient increases, and the vibration level in the low frequency region and the i3 ⁇ 4 frequency
- the map shows the relationship between the ⁇ ⁇ ⁇
- the output of the characteristic amount calculating means 64 is connected to a road surface 1 slope estimating means (not shown) corresponding to the braking force gradient estimating means 46 of the first embodiment.
- the output of the characteristic calculation means 64 may be directly connected to the low-pass filter 48.
- the output of the S operation means 64 may be directly connected to the subtraction circuit 47. That is, the possibility of the occurrence of a tire burst may be determined directly from the wheel speed frequency characteristic quantity representing the difference between the vibration level in the low frequency range and the vibration level in the high frequency range.
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- Regulating Braking Force (AREA)
Description
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Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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DE60113282T DE60113282T2 (de) | 2000-10-13 | 2001-10-12 | Einrichtung zur vorhersage eines reifenplatzers |
EP01974809A EP1325821B1 (en) | 2000-10-13 | 2001-10-12 | Tire burst prediction device |
US10/380,108 US6879938B2 (en) | 2000-10-13 | 2001-10-12 | Tire burst prediction device |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2000314400A JP3769459B2 (ja) | 2000-10-13 | 2000-10-13 | タイヤバースト予測装置 |
JP2000-314400 | 2000-10-13 |
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WO2002032698A1 true WO2002032698A1 (fr) | 2002-04-25 |
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PCT/JP2001/008963 WO2002032698A1 (fr) | 2000-10-13 | 2001-10-12 | Dispositif permettant de prevoir l'eclatement d'un pneu |
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US (1) | US6879938B2 (ja) |
EP (1) | EP1325821B1 (ja) |
JP (1) | JP3769459B2 (ja) |
DE (1) | DE60113282T2 (ja) |
WO (1) | WO2002032698A1 (ja) |
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DE10218781A1 (de) * | 2002-04-26 | 2003-11-13 | Tuev Automotive Gmbh | Auf einer Felge montierbarer Luftreifen, Sensornetz, Umdrehungsmesseinheit und Fahrzeugüberwachungssystem |
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Also Published As
Publication number | Publication date |
---|---|
EP1325821A1 (en) | 2003-07-09 |
US20040015312A1 (en) | 2004-01-22 |
US6879938B2 (en) | 2005-04-12 |
JP2002120529A (ja) | 2002-04-23 |
DE60113282D1 (de) | 2005-10-13 |
JP3769459B2 (ja) | 2006-04-26 |
EP1325821A4 (en) | 2004-12-15 |
DE60113282T2 (de) | 2006-06-29 |
EP1325821B1 (en) | 2005-09-07 |
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