JP2013123997A - Wheel position determining device - Google Patents

Wheel position determining device Download PDF

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Publication number
JP2013123997A
JP2013123997A JP2011273718A JP2011273718A JP2013123997A JP 2013123997 A JP2013123997 A JP 2013123997A JP 2011273718 A JP2011273718 A JP 2011273718A JP 2011273718 A JP2011273718 A JP 2011273718A JP 2013123997 A JP2013123997 A JP 2013123997A
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Japan
Prior art keywords
wheel
unit
tire
rf
signal
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JP2011273718A
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Japanese (ja)
Inventor
Yoshinori Hayashi
義則 林
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Pacific Ind Co Ltd
太平洋工業株式会社
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Application filed by Pacific Ind Co Ltd, 太平洋工業株式会社 filed Critical Pacific Ind Co Ltd
Priority to JP2011273718A priority Critical patent/JP2013123997A/en
Publication of JP2013123997A publication Critical patent/JP2013123997A/en
Pending legal-status Critical Current

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Abstract

PROBLEM TO BE SOLVED: To provide a wheel position determining device capable of determining a position of a wheel, while attaining simplification and cost reduction of a constitution of the wheel position determining device.SOLUTION: A correction value set based on a difference between an output value of an RF signal by RF transmission circuits 16a-16d and a preset reference output value, is stored in a storage part of a tire sensor unit 3. In a receiver unit 4, an RF receiving antenna 32 is arranged in a position having distances from the RF transmission circuits 16a-16d different respectively. A receiver unit controller grasps corrected receiving strength obtained by correcting receiving strength of the RF signal in the RF receiving antenna 32 based on the correction value, and determines a position of the tire sensor unit 3 based on the size of the corrected receiving strength.

Description

  The present invention relates to a wheel position determination device for determining the position of a plurality of wheels provided in a vehicle, and more particularly to a wheel position determination device suitable for use in a tire condition monitoring device.

  As a device for enabling a driver to check the state of a plurality of tires provided in a vehicle in a passenger compartment, a wireless tire state monitoring device has been proposed (for example, see Patent Document 1). The tire condition monitoring device described in Patent Literature 1 includes a plurality of transmitters that are respectively mounted on the wheels of a vehicle and a receiver that is mounted on a vehicle body of the vehicle. Each transmitter detects a corresponding tire state, that is, a pressure in the tire, and wirelessly transmits a signal including data indicating the detected tire state through the RF transmission antenna. Each transmitter includes an LF receiving antenna.

  On the other hand, the receiver includes an LF transmission antenna and an RF reception antenna, and the LF transmission antenna is disposed on the door of the vehicle so as to correspond to each wheel. The LF transmitting antenna is provided on the door to transmit a signal toward the card of the keyless system.

  In the tire condition monitoring device, the receiver receives the data signal from the RF transmission antenna of each transmitter through the RF reception antenna, and information on the tire pressure is necessary for the indicator provided in the vehicle interior. Depending on the display. Further, in the tire condition monitoring device, the tire related to the received data signal indicates which of the plurality of tires the received data signal is transmitted from which transmitter. The position of the (wheel) is determined by the receiver. Specifically, the receiver transmits a command signal to transmit information on tire pressure and ID information from the LF transmission antenna close to the wheel to be specified to the transmitter of the wheel to be specified. And the position of a wheel is specified based on the signal from the transmitter of the wheel to specify.

JP 2004-268612 A

  However, in Patent Document 1, in order to determine the wheel position, a command signal must be transmitted from the receiver to the LF transmission antenna, and one LF reception antenna is provided for each wheel. Yes. For this reason, the number of parts of the tire condition monitoring device is large, the configuration is complicated, and the cost is increased.

  An object of the present invention is to provide a wheel position determination device capable of determining the position of a wheel while simplifying the configuration of the wheel position determination device and reducing the cost.

  In order to solve the above problems, the invention according to claim 1 is a wheel position determination device for determining the position of a plurality of wheels provided in a vehicle, the wheel side unit provided in the wheel, And a receiver unit installed in the vehicle, wherein each wheel side unit includes a transmission unit that transmits a signal including identification information unique to each wheel side unit, and a storage unit that stores the identification information. The storage unit stores a correction value set based on a gap between the output value of the signal by the transmission unit and a preset reference output value, and the transmission unit The receiver unit is configured to transmit a correction value to the receiver unit, and the receiver unit receives a signal transmitted from each wheel side unit through a reception antenna, and the reception antenna includes each transmission unit. The receiver units are located at different positions, and the receiver unit grasps the corrected received intensity obtained by correcting the received intensity of the signal at the receiving antenna based on the correction value, and the magnitude of the corrected received intensity. The wheel position determination part which determines whether the said signal is the signal transmitted from the said wheel side unit provided in which wheel of the said vehicle based on this is provided. Each of the wheel side units is preferably embodied in a tire sensor unit that detects a state of the tire in the wheel and wirelessly transmits a signal including data indicating the detected tire state.

  According to this, there is variation in the output value of the signal due to manufacturing characteristics and electrical performance in the transmission unit of each wheel side unit, and it is not possible to transmit the signal at the output value that should be output originally, even at the receiving antenna. Even if the reception strength that should originally be obtained cannot be obtained, the actual reception strength can be corrected using the correction value in the wheel position determination unit. Therefore, the wheel position determination unit can grasp the reception intensity (corrected reception intensity) that should be originally obtained. Therefore, the wheel position determination unit can determine the position of the wheel-side unit with no variation in manufacturing characteristics and electrical performance of the transmission unit by using the corrected reception intensity, and performs accurate position determination. be able to.

  As a result, the correction value is stored in the storage unit of the wheel side unit, and the position of the wheel side unit can be accurately determined only by grasping the correction reception intensity by the wheel position determination unit using the correction value. Therefore, as compared with the case where one LF reception antenna is required for each wheel for determining the position of the wheel side unit as in the background art, the configuration of the wheel position determination device is simplified and the cost is low. Can be achieved.

The correction value may be set using an output value obtained by the inspection and the reference output value at the time of the output inspection of the transmission unit in the manufacturing process of the wheel side unit.
According to this, a part of the configuration for accurate position determination of the wheel side unit can be provided during the manufacturing process of the wheel side unit. Therefore, even if the position of the wheel side unit is changed due to a change in the position of the wheel or the like, the position of the wheel side unit can be accurately determined without changing the configuration or program of the wheel side unit.

The correction value may be transmitted together with the identification information.
According to this, compared with the case where a transmission part transmits identification information and a correction value separately, the power consumption of a wheel side unit can be suppressed, for example.

  ADVANTAGE OF THE INVENTION According to this invention, the position of a wheel can be determined, aiming at simplification of the structure of a wheel position determination apparatus and cost reduction.

The schematic block diagram which shows the vehicle by which the tire condition monitoring apparatus of embodiment is mounted. The block diagram which shows the circuit structure of a tire sensor unit. The table | surface which shows each output value and correction value of each tire sensor unit. The figure explaining the distance to the receiving antenna from each RF transmission circuit, and receiving intensity.

  Below, one Embodiment which actualized the wheel position determination apparatus of this invention to the tire condition monitoring apparatus is described with reference to FIGS. As shown in FIG. 1, the traveling direction of the vehicle 1 is the front-rear direction of the vehicle 1, and the vehicle width direction of the vehicle 1 is the left-right direction of the vehicle 1.

  As shown in FIG. 1, the tire condition monitoring device includes a tire sensor unit 3 as four wheel side units attached to four wheels 2 of the vehicle 1, and a receiver unit 4 installed on the vehicle body of the vehicle 1. It has. Each wheel 2 includes a wheel portion 5 and a tire 6 attached to the wheel portion 5. Note that, hereinafter, the front left side is indicated by a symbol FL, the front right side is indicated by a symbol FR, the rear left side is indicated by a symbol RL, and the rear right side is indicated by a symbol RR.

  Each tire sensor unit 3 as a wheel side unit is attached to a wheel portion 5 to which the tire 6 is attached so as to be disposed in the internal space of the tire 6. Each tire sensor unit 3 detects the state of the corresponding tire 6 (in-tire pressure, in-tire temperature), and wirelessly transmits a signal including data indicating the detected in-tire condition.

  As shown in FIG. 2, each tire sensor unit 3 is provided with a pressure sensor 11, a temperature sensor 12, a sensor unit controller 14, and an RF transmission circuit 16 as a transmission unit. The pressure sensor 11 detects the pressure in the corresponding tire 6 (in-tire pressure), and outputs the in-tire pressure data obtained by the detection to the sensor unit controller 14. The temperature sensor 12 detects the temperature in the corresponding tire 6 (in-tire temperature), and outputs the in-tire temperature data obtained by the detection to the sensor unit controller 14.

  The sensor unit controller 14 includes a microcomputer including a CPU and a storage unit 14a (RAM, ROM, etc.), and an ID code that is identification information unique to each tire sensor unit 3 is registered in the storage unit 14a. This ID code is information used to identify each tire sensor unit 3 in the receiver unit 4. As shown in FIG. 1, in the present embodiment, the ID code of the tire sensor unit 3 of the front left side FL is ID1, the ID code of the tire sensor unit 3 of the front right FR is ID2, and the tire sensor unit of the rear left RL 3 is ID3, and the ID code of the rear right RR is ID4.

  The RF transmission circuit 16 modulates each data (in-tire pressure data, in-tire temperature data) and ID code from the sensor unit controller 14 to generate an RF signal (high frequency signal), and the RF signal is transmitted from the transmission antenna 18. Wireless transmission.

  The sensor unit controller 14 of each tire sensor unit 3 performs, for example, a tire state measurement operation periodically at a first predetermined time interval (for example, every 1 to 15 seconds), while performing an RF signal transmission operation. The measurement is periodically performed at a second predetermined time interval (for example, one minute interval) longer than the first predetermined time interval. Specifically, the sensor unit controller 14 sets the tire sensor unit 3 to a predetermined angular position by a rotation angle detection sensor (not shown) provided on the wheel 2 at a timing when the second predetermined time interval elapses. When the position is detected, an RF signal transmission operation is performed. The predetermined angular position is a position where the transmitted RF signal is less likely to be blocked by an obstacle such as a tire house, and reception intensity variation in the receiver unit 4 described later is less likely to occur. However, when the measured tire state shows an abnormality (for example, abnormal decrease in tire internal pressure, sudden change in tire internal pressure, sudden change in tire internal temperature, etc.), the tire sensor unit 3 has no relation to periodic transmission operation. Immediately perform the transmission operation.

  The tire sensor unit 3 having the above-described configuration is inspected for the output value of the RF signal from the RF transmission circuit 16 during the manufacturing process. This inspection is performed in order to confirm whether or not the output value of the RF transmission circuit 16 exceeds a preset upper limit value. Then, when an RF signal from the RF transmission circuit 16 is received by an inspection device (not shown), an output value (reception intensity at the inspection device) of the RF transmission circuit 16 is measured. In each tire sensor unit 3, the output value varies depending on the manufacturing characteristics and electrical performance of the RF transmission circuit 16. For this reason, the output value from each RF transmission circuit 16 also varies with respect to a preset reference output value. The reference output value is a preferable output value to be received by the receiver unit 4 when it is output by the RF transmission circuit 16.

  As shown in FIG. 3, in the present embodiment, the reference output value is 100. Then, the output value from the RF transmitter circuit 16 of the front left FL (hereinafter referred to as the RF RF transmitter circuit 16a) is 90, and from the RF transmitter circuit 16 of the front right FR (hereinafter referred to as the RF transmitter circuit 16b of FR). Is set to 110. The output value from the rear left RL RF transmitter circuit 16 (hereinafter referred to as RL RF transmitter circuit 16c) is 85, and the rear right RR RF transmitter circuit 16 (hereinafter referred to as RR RF transmitter circuit 16d). ) Is 120.

  In this case, since the output value of the FL RF transmission circuit 16a is −10 with respect to the reference output value, a correction value of +10 is necessary to correct the output value of the FL RF transmission circuit 16a to the reference output value. It becomes. Similarly, in order to correct the output value of the RF RF transmission circuit 16b to the reference output value, a correction value of -10 is required. To correct the output value of the RL RF transmission circuit 16c to the reference output value, A correction value of +15 is required, and in order to correct the output value of the RR RF transmitter circuit 16d to the reference output value, a correction value of -20 is required.

  When the output value of the RF signal is inspected by the inspection device during the manufacturing process of the tire sensor unit 3 and the correction value is set, the correction value is set as a set with the ID code of each tire sensor unit 3. And stored in the storage unit 14a. Specifically, regarding the tire sensor unit 3 on the front left side FL, the ID code ID1 and the correction value +10 are stored as a set in the storage unit 14a. The correction value is included in the RF signal (high frequency signal) when the in-tire information and the ID code are modulated to be wirelessly transmitted from the transmission antenna 18 to the receiver unit 4.

  As shown in FIG. 1, the receiver unit 4 includes a receiver unit controller 33 as a wheel position determination unit and an RF receiving circuit 35. A display unit 38 is wired to the receiver unit controller 33 of the receiver unit 4. The receiver unit controller 33 causes the display 38 to display information on the tire pressure and the tire temperature. The indicator 38 is disposed in the visible range of the passenger of the vehicle 1 such as the passenger compartment, and the receiver unit controller 33 displays (informs) an abnormality in the tire pressure or the tire temperature on the indicator 38.

  The receiver unit controller 33 is composed of a microcomputer including a CPU and a storage unit 33a (ROM, RAM, etc.), and comprehensively controls the operation of the receiver unit 4. The RF receiving circuit 35 demodulates the modulated signal received from each tire sensor unit 3 through the RF receiving antenna 32 and sends it to the receiver unit controller 33. Based on the RF signal from the RF receiving circuit 35, the receiver unit controller 33 grasps the tire pressure and the tire temperature of the tire 6 corresponding to the tire sensor unit 3 that is the transmission source.

  The storage unit 33a of the receiver unit controller 33 temporarily stores the tire internal pressure, the tire internal temperature, the ID code, and the correction value transmitted from each tire sensor unit 3. The information stored in the storage unit 33a is then erased when information is transmitted from each tire sensor unit 3, and the latest information is always stored in the storage unit 33a.

  Further, when the RF signal from each tire sensor unit 3 is received by the RF reception circuit 35 through the RF reception antenna 32, the receiver unit controller 33 detects the reception intensity of the signal by each of the RF transmission circuits 16a to 16d. When the receiver unit controller 33 receives the RF signal from each of the RF transmission circuits 16a to 16d, the receiver unit controller 33 corrects the reception strength of the RF signal using the correction value included in the RF signal, and calculates the corrected reception strength. To do. For example, in the RF signal transmitted from the RF RF transmission circuit 16a, the received intensity is corrected using +10 which is a correction value, and the corrected received intensity is calculated. As a result, it is possible to obtain the reception intensity without variations depending on the manufacturing characteristics and electrical performance of the RF transmission circuits 16a to 16d.

  As shown in FIG. 4, the RF receiving antenna 32 of the receiver unit 4 is installed at a predetermined position of the vehicle body in the vehicle 1. In this embodiment, the RF receiving antenna 32 is shifted to the left in the left-right direction of the vehicle 1. In the front-rear direction of the vehicle 1, the vehicle 1 is disposed rearward. The distance from the four RF transmission circuits 16a to 16d to the RF reception antenna 32 is the shortest in the RL RF transmission circuit 16c, and the RF transmission circuit 16a for FL, the RF transmission circuit 16d for RR, and the RF transmission for FR. It becomes longer in the order of the circuit 16b. The shorter the distance is, the higher the RF signal reception strength at the RF receiving antenna 32 is, and the longer the distance is, the lower the reception strength is. Therefore, when the magnitude of the reception intensity at the RF receiving antenna 32 is expressed using an ID code, ID3> ID1> ID4> ID2.

  Then, the receiver unit controller 33 determines which wheel 2 on the front, rear, left, and right sides of the vehicle 1 the transmission tire sensor unit 3 is based on the calculated corrected reception intensity of the RF signal. .

Next, the operation of the tire condition monitoring device will be described based on a method for determining the position of the wheel 2.
Now, when each tire sensor unit 3 is located at a predetermined angular position during traveling of the vehicle 1, in-tire information is periodically transmitted from each tire sensor unit 3. At this time, the RF signal includes the ID code and the correction value of each tire sensor unit 3 as a set in addition to the in-tire information, and the receiver unit controller 33 stores the ID code and the correction value in the storage unit 33a. Remember me temporarily.

  Then, the receiver unit controller 33 calculates the corrected reception intensity from the reception intensity of each RF signal at the RF reception antenna 32 and the correction value. Then, the receiver unit controller 33 determines the position of the tire sensor unit 3 that is the transmission destination of the RF signal using the magnitude of the corrected reception intensity.

  Based on the distance from the four tire sensor units 3 (RF transmitting circuits 16a to 16d) to the RF receiving antenna 32, the magnitudes of the four corrected received intensities are ID3> ID1> ID4> ID2. Then, it is determined that the tire sensor unit 3 that has transmitted the ID code of ID 3 having the highest corrected reception intensity is the tire sensor unit 3 of the rear left side RL that is closest to the RF receiving antenna 32. Subsequently, the tire sensor unit 3 that has transmitted the ID code of ID1 having the second highest correction reception intensity is determined to be the tire sensor unit 3 of the front left side FL next to the RF reception antenna 32. Further, the tire sensor unit 3 that has transmitted the ID code of ID4 having the third highest correction reception intensity is determined to be the tire sensor unit 3 of the rear right RR next to the RF receiving antenna 32. Finally, the tire sensor unit 3 that has transmitted the ID code of ID2 that is the fourth strongest (the weakest) corrected reception intensity is determined to be the front right FR tire sensor unit 3 that is farthest from the RF receiving antenna 32. The

  Thereafter, the RF receiving circuit 35 demodulates the modulated signal received from each tire sensor unit 3 through the RF receiving antenna 32 and sends the demodulated signal to the receiver unit controller 33. Based on the RF signal from the RF receiving circuit 35, the receiver unit controller 33 grasps the tire pressure and the tire temperature of the tire 6 corresponding to the tire sensor unit 3 that is the transmission source.

According to the above embodiment, the following effects can be obtained.
(1) The RF receiving antenna 32 of the receiver unit 4 is arranged at a predetermined position of the vehicle 1, the distance from each tire sensor unit 3 to the RF receiving antenna 32 is varied, and the reception intensity at the RF receiving antenna 32 is varied. I did it. The receiver unit controller 33 determines the position of the tire sensor unit 3 based on the magnitude of the received intensity.

  Further, each tire sensor unit 3 detects a gap between the preset reference output value of the RF signal and the output value of the actual RF signal, sets the correction value of the RF signal based on the gap, and stores it. It memorize | stored in the part 14a. Then, when the RF signal is transmitted from each tire sensor unit 3 to the receiver unit 4, the correction value is transmitted together with the ID code. For this reason, the receiver unit controller 33 can correct the received intensity of the RF signal at the RF receiving antenna 32 using the correction value to obtain the corrected received intensity.

  Therefore, the RF transmission circuits 16a to 16d of the tire sensor units 3 have variations in output values, and an RF signal at an output value that should be output cannot be transmitted. Even if the intensity cannot be obtained, the receiver unit controller 33 can correct the actual reception intensity using the correction value. That is, it is possible to obtain reception intensity when the four RF transmission circuits 16a to 16d output RF signals with the same output capability. Therefore, the receiver unit controller 33 can accurately determine the position of the tire sensor unit 3 based on the reception intensity from the RF transmission circuits 16a to 16d that is assumed to have no variation in output capability.

  As a result, the correction value is stored in the storage unit 14a of the sensor unit controller 14, and only the correction of the reception intensity at the RF receiving antenna 32 is performed using the correction value. Thereafter, based on the magnitude of the correction reception intensity. The positions of the four tire sensor units 3 can be determined. That is, the position of the tire sensor unit 3 can be determined by the program processing of the tire sensor unit 3 and the receiver unit controller 33. Therefore, as in the background art, the tire condition monitoring device is configured to be inexpensive compared to the case where one LF receiving antenna is required for each wheel for determining the position of the tire sensor unit 3. Can do.

  (2) In the manufacturing process of the tire sensor unit 3, when inspecting the output values of the RF transmission circuits 16a to 16d, the distance between the output value and the reference output value is measured, and a correction value is calculated. It was made to memorize | store in the memory | storage part 14a. For this reason, at the time of manufacturing the tire sensor unit 3, a part of the configuration for accurate position determination of the tire sensor unit 3 can be provided in the tire sensor unit 3. Therefore, even if the position of the tire sensor unit 3 is changed due to a change in the position of the wheel 2 or the like, the position of the tire sensor unit 3 can be accurately determined without changing the configuration or program of the tire sensor unit 3. it can.

  (3) In the tire sensor unit 3, the output values of the RF transmission circuits 16a to 16d vary depending on manufacturing characteristics and electrical performance. However, in the present embodiment, the variation is eliminated by correcting the reception intensity using the correction value, and the position determination is performed on the assumption that the RF signal is transmitted from the RF transmission circuits 16a to 16d having the same transmission capability. be able to. For this reason, when attaching the tire sensor unit 3 to the wheel 2, it is not necessary to determine the arrangement of the tire sensor unit 3 in consideration of the output values of the RF transmission circuits 16a to 16d, and the tire sensor unit 3 is attached to the wheel 2. Becomes easier.

  (4) The variation of the output values of the RF transmission circuits 16a to 16d in the tire sensor unit 3 is corrected by the reception intensity of the receiver unit controller 33, and the position of the tire sensor unit 3 is determined. That is, unlike the correction of the reception intensity of the trigger signal for operating the tire sensor unit 3, the reception intensity of the RF signal directly used for determining the position of the tire sensor unit 3 is corrected. Therefore, the receiver unit controller 33 can directly determine the position of the tire sensor unit 3 based on the magnitude of the corrected received intensity.

  (5) During regular transmission of in-tire information, the correction value is transmitted to the receiver unit 4 together with the ID code in the RF signal. For this reason, for example, compared with the case where a correction value is transmitted to the receiver unit 4 at a timing different from the regular transmission, the power consumption of the tire sensor unit 3 can be suppressed. The timing for transmitting the correction value is when the rotation angle detection sensor determines that the tire sensor unit 3 is located at a predetermined angular position of the wheel 2. For this reason, since the receiver unit controller 33 can receive an RF signal that is not affected by an obstacle or the like, the position determination of the tire sensor unit 3 is performed based on the received intensity from the RF transmission circuits 16a to 16d. Can be done accurately.

In addition, you may change the said embodiment as follows.
(Circle) this invention is not limited to application to a tire condition monitoring apparatus, It can apply to the various apparatuses which determine the position of the wheel 2. FIG.

  In the embodiment, when the tire sensor unit 3 periodically transmits in-tire information (RF signal), the RF signal includes a correction value and is transmitted to the receiver unit 4. The correction value may be transmitted to the receiver unit 4. That is, only the correction value may be transmitted to the receiver unit 4 separately from the in-tire information. Also at this time, it is preferable that the correction value transmission operation is performed when the rotation angle detection sensor (not shown) detects that the tire sensor unit 3 is positioned at a predetermined angular position.

In the embodiment, the correction value is transmitted to the receiver unit 4 as a set with the ID code. However, the ID code and the correction value may be transmitted to the receiver unit 4 separately.
In the embodiment, in the manufacturing process of the tire sensor unit 3, the correction value is stored in the storage unit 14a during the output inspection of the RF transmission circuits 16a to 16d. However, the present invention is not limited to this. After attaching the tire sensor unit 3 to the wheel 2, the output inspection of the RF transmission circuits 16a to 16d may be performed, and a correction value may be calculated and stored in the storage unit 14a. That is, as long as the correction value can be stored in the storage unit 14a, the storage time may be any time.

  In the embodiment, the position of the tire sensor unit 3 is determined based on the reception intensity of the RF signal at the receiver unit 4 by arranging the position of the RF receiving antenna 32 at a predetermined position (near the rear left side) of the vehicle 1. However, the position of the RF receiving antenna 32 is not limited to this. That is, in the receiver unit 4, the position of the RF receiving antenna 32 may be changed to an arbitrary position as long as the received intensity of the RF signal differs among the four tire sensor units 3.

Next, the technical idea that can be grasped from the above embodiment and other examples will be described below.
(A) A wheel position determination method by a wheel position determination device for determining the positions of a plurality of wheels provided in a vehicle, wherein the wheel position determination device is provided in each of the wheels, and the vehicle Each wheel side unit includes a transmission unit that transmits a signal including identification information unique to each wheel side unit, and a storage unit that stores the identification information. The receiver unit receives a signal transmitted from each wheel side unit through a reception antenna, and the reception antenna is disposed at a position where the distance from each transmission unit is different from each other,
A correction value set based on a gap between the output value of the transmission unit and a preset reference output value is stored in the storage unit, and the correction value is stored in the receiver unit by the transmission unit. Transmitting, by the wheel position determination unit of the receiver unit, correcting the reception intensity of the signal received through the reception antenna based on the correction value, based on the magnitude of the corrected reception intensity obtained by the correction, A wheel position determination method using a wheel position determination device, wherein the wheel position determination device determines whether the signal is a signal transmitted from the wheel side unit provided on which wheel of the vehicle.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Wheel, 3 ... Tire sensor unit (wheel side unit), 4 ... Receiver unit, 6 ... Tire, 14a ... Memory | storage part, 16a-16d ... RF transmission circuit (transmission part), 32 ... RF reception Antenna (receiving antenna).

Claims (4)

  1. A wheel position determination device for determining the position of a plurality of wheels provided in a vehicle,
    A wheel unit provided on the wheel, and a receiver unit installed on the vehicle, wherein each wheel unit transmits a signal including identification information unique to each wheel unit, and the identification A storage unit for storing information,
    The storage unit stores a correction value set based on a gap between the output value of the signal by the transmission unit and a preset reference output value,
    The transmitter is configured to transmit the correction value to the receiver unit;
    The receiver unit receives a signal transmitted from each wheel side unit through a reception antenna, and the reception antenna is disposed at a position where the distance from each transmission unit is different,
    The receiver unit grasps a corrected reception intensity obtained by correcting the reception intensity of the signal at the reception antenna based on the correction value, and the wheel determines which wheel of the vehicle the signal is based on the magnitude of the correction reception intensity. A wheel position determination device comprising a wheel position determination unit that determines whether the signal is transmitted from the wheel side unit provided in the vehicle.
  2.   2. The wheel according to claim 1, wherein the correction value is set using an output value obtained by the inspection and the reference output value when performing an output inspection of the transmission unit in the manufacturing process of the wheel side unit. Position determination device.
  3.   The wheel position determination device according to claim 1, wherein the correction value is transmitted together with the identification information.
  4.   Each said wheel side unit is a tire sensor unit which wirelessly transmits the signal containing the data which shows the state of the detected tire while detecting the state of the tire in the said wheel. The wheel position determination apparatus described in 1.
JP2011273718A 2011-12-14 2011-12-14 Wheel position determining device Pending JP2013123997A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2011273718A JP2013123997A (en) 2011-12-14 2011-12-14 Wheel position determining device

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Application Number Priority Date Filing Date Title
JP2011273718A JP2013123997A (en) 2011-12-14 2011-12-14 Wheel position determining device

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108698457A (en) * 2016-03-04 2018-10-23 大陆汽车有限公司 Wheel unit, for the system and method from wheel unit transmission data
US10245903B2 (en) 2015-03-27 2019-04-02 Autonetworks Technologies, Ltd. Communication device mounting position determination system and determination apparatus

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005047470A (en) * 2003-07-31 2005-02-24 Denso Corp Tire air pressure monitoring device
JP2005157416A (en) * 2003-11-20 2005-06-16 Calsonic Kansei Corp Tire location detection unit
JP2007114108A (en) * 2005-10-21 2007-05-10 Denso Corp Wheel position detector and its tyre pressure detector

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005047470A (en) * 2003-07-31 2005-02-24 Denso Corp Tire air pressure monitoring device
JP2005157416A (en) * 2003-11-20 2005-06-16 Calsonic Kansei Corp Tire location detection unit
JP2007114108A (en) * 2005-10-21 2007-05-10 Denso Corp Wheel position detector and its tyre pressure detector

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10245903B2 (en) 2015-03-27 2019-04-02 Autonetworks Technologies, Ltd. Communication device mounting position determination system and determination apparatus
CN108698457A (en) * 2016-03-04 2018-10-23 大陆汽车有限公司 Wheel unit, for the system and method from wheel unit transmission data

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