JP2014125096A - Tire air pressure monitoring system - Google Patents

Tire air pressure monitoring system Download PDF

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Publication number
JP2014125096A
JP2014125096A JP2012283001A JP2012283001A JP2014125096A JP 2014125096 A JP2014125096 A JP 2014125096A JP 2012283001 A JP2012283001 A JP 2012283001A JP 2012283001 A JP2012283001 A JP 2012283001A JP 2014125096 A JP2014125096 A JP 2014125096A
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Prior art keywords
magnetic field
tire
sensor unit
detection signal
monitoring system
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JP2012283001A
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Japanese (ja)
Inventor
Katsuhide Kumagai
勝秀 熊谷
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Tokai Rika Co Ltd
株式会社東海理化電機製作所
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Priority to JP2012283001A priority Critical patent/JP2014125096A/en
Publication of JP2014125096A publication Critical patent/JP2014125096A/en
Pending legal-status Critical Current

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Abstract

To provide a tire pressure monitoring system capable of determining which tire of each wheel has an abnormality while having a simpler configuration.
A tire air pressure monitoring system 1 detects the air pressure of each tire 4 and wirelessly transmits a detection signal including information on the detected air pressure, and the air pressure information included in the detection signal. And a monitoring device 10 for monitoring the air pressure of each tire 4. The vehicle 2 includes first and second bar antennas 14 and 15 that form a magnetic field so that the strength of the magnetic field in each tire is different. The sensor unit 20 includes an RSSI circuit 24 and transmits signal intensity information detected through the RSSI circuit 24 in a detection signal. Based on the signal intensity information included in the detection signal, the monitoring device 10 specifies which of the tires 4 the detected signal is transmitted from the sensor unit 20.
[Selection] Figure 1

Description

  The present invention relates to a tire pressure monitoring system.

  Conventionally, a tire pressure monitoring system for monitoring a tire pressure of a vehicle is known. The system includes a sensor unit with a wireless communication function provided in each tire of a vehicle. Each sensor unit detects the tire air pressure triggered by receiving a trigger signal from an initiator provided in the vicinity of each sensor unit, and transmits a detection signal including the detected tire air pressure information. This detection signal is received by a control device provided in the vehicle body. The control device also controls the transmission timing of the trigger signal in each initiator. The control device determines from which tire sensor unit the received detection signal is transmitted based on the comparison between the trigger signal transmission timing and the detection signal reception timing, and is included in the received detection signal. Based on the air pressure information, it is determined whether there is an abnormality in the tire air pressure. When there is an abnormality in the tire air pressure, the control device notifies the position of the tire with the abnormality through, for example, a meter display. According to this system, the driver can identify the tire in which an abnormality has occurred, but requires as many initiators as the number of tires. Therefore, the following tire pressure monitoring system has been conventionally proposed from the viewpoint of suppressing product cost and the like.

  That is, as described in Patent Document 1, in the tire pressure monitoring system, the sensor unit includes a magnetic sensor including a magnetic flux density detection unit and a magnetic flux direction detection unit, and the vehicle includes two magnets. . Each sensor unit detects a magnetic flux density and a magnetic flux direction of a magnetic field around a tire formed by two magnets through a magnetic sensor, and transmits a detection signal including each detected information. The control device determines from which tire sensor unit the received detection signal is transmitted from information indicating the magnetic flux density and the magnetic flux direction included in the detection signal. As described above, according to the tire pressure monitoring system of Patent Document 1, it is possible to identify a tire in which an abnormality has occurred even though the initiator is omitted as compared with the conventional system described above. In addition, the cost of the product and the like are reduced by the amount of initiators that are reduced.

JP 2011-126371 A

  However, in recent years, demands for vehicle cost reduction have become increasingly severe. The tire pressure monitoring system is no exception, and it was planned to simplify the configuration.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a tire pressure monitoring system that can determine which tire of each wheel has an abnormality while having a simpler configuration. There is to do.

  In order to solve the above problems, an air pressure monitoring system is provided on each wheel of a vehicle, detects a tire air pressure, and wirelessly transmits a detection signal including information on the detected air pressure, and the detection And a monitoring device that monitors the tire air pressure of each wheel based on the air pressure information included in the signal, and the vehicle forms a magnetic field so that the magnetic field strength of each wheel is different. The sensor unit includes a magnetic field strength detection unit that detects the strength of the magnetic field, and transmits magnetic field strength information detected through the magnetic field strength detection unit in the detection signal. The monitoring device sends the detection signal from a sensor unit provided on any of the wheels based on the magnetic field strength information included in the detection signal. And summarized in that identifying whether one that is.

  According to this configuration, the intensity of the magnetic field applied to each tire is different, and thus the monitoring device can identify the unit position of the transmission source of the detection signal based on the information on the magnetic field intensity included in the detection signal. . In addition, since the sensor unit only needs to include a magnetic field intensity detection unit that detects the strength of the magnetic field, a detection unit that detects the direction of the magnetic field, which has been conventionally required, is unnecessary. In other words, the tire pressure monitoring system with this configuration simplifies the sensor unit configuration to the extent that the detection unit for detecting the direction of the magnetic field is not required, and which tire air pressure has occurred on each wheel. Can be specified.

  In the above configuration, the magnetic field forming unit includes first and second magnets, and the difference in magnetic field strength between the wheels causes the magnetic fields formed by the first and second magnets to strengthen and weaken each other. It is preferable to generate it.

According to this configuration, it is possible to provide a strength difference in the magnetic field in each wheel with a simple configuration of two magnets.
The said structure WHEREIN: It is preferable that the said 1st and 2nd magnet is arrange | positioned so that a mutual axial direction may make an angle.

According to this structure, compared with the case where the axial direction of the 1st and 2nd magnet corresponds, and the case where it exists in a parallel relationship, it is easy to provide an intensity | strength difference in the magnetic field in each wheel.
The said structure WHEREIN: It is preferable that the said 1st and 2nd magnet is arrange | positioned so that a mutual axial direction may orthogonally cross.

  According to this structure, compared with the case where the angle which each axial direction of a 1st and 2nd magnet makes is another angle, it is easy to provide an intensity | strength difference in the magnetic field in each wheel.

  According to the tire air pressure monitoring system of the present invention, it is possible to determine which tire of each wheel has an abnormality while having a simpler configuration.

(A) is a block diagram which shows schematic structure of a tire pressure monitoring system, (b) is a block diagram which shows schematic structure of a sensor unit. (A) is a plan view of the vehicle, (b) is an enlarged view of a sensor unit provided in the right front tire, (c) is an enlarged view of a sensor unit provided in the right rear tire, and (d) is a left rear tire. The enlarged view of the sensor unit provided in FIG. 2, (e) is the enlarged view of the sensor unit provided in the left front tire. (A) is a plan view of the vehicle, (b) is an enlarged view of a sensor unit provided in the right front tire, (c) is an enlarged view of a sensor unit provided in the right rear tire, and (d) is a left rear tire. The enlarged view of the sensor unit provided in FIG. 2, (e) is the enlarged view of the sensor unit provided in the left front tire. FIG. 4 is an enlarged view of the sensor unit shown in FIG.

Hereinafter, an embodiment of a tire pressure monitoring system will be described.
As shown in FIG. 1A, the tire air pressure monitoring system 1 includes a monitoring device 10 provided on a vehicle body 3 of a vehicle 2 and four sensor units 20 provided on four tires 4 of the vehicle 2, respectively. ing.

<Sensor unit>
As shown in FIG. 1B, the sensor unit 20 includes a sensor unit control unit 21, and an LF reception unit 22 and a UHF transmission unit 23 that are electrically connected to the sensor unit control unit 21. The sensor unit control unit 21 comprehensively controls electric devices provided in the sensor unit 20 including the LF reception unit 22 and the UHF transmission unit 23. The LF receiver 22 receives a radio signal in the LF (Low Frequency) band. The LF receiver 22 includes an RSSI circuit 24. The RSSI circuit 24 detects the signal strength of the received LF band radio signal. The receiving antenna 29 of the LF receiving unit 22 is a uniaxial antenna having directivity in the left-right direction of the vehicle body 3. For this reason, the receiving antenna 29 is easy to receive a radio signal from the left-right direction of the vehicle body 3. The UHF transmission unit 23 transmits a radio signal in the UHF (Ultra High Frequency) band.

  The sensor unit 20 includes an acceleration sensor 25, an air pressure sensor 26, and a temperature sensor 27. The acceleration sensor 25, the air pressure sensor 26, and the temperature sensor 27 are electrically connected to the sensor unit controller 21. The acceleration sensor 25 detects the rotational acceleration of the tire 4. The air pressure sensor 26 detects the air pressure of the tire 4. The temperature sensor 27 detects the temperature of the tire 4. The sensor unit 20 includes a battery (not shown). Each part of the sensor unit 20 is driven by consuming battery power.

  The memory 28 of the sensor unit controller 21 stores an ID code unique to itself. The sensor unit control unit 21 is triggered by the fact that a predetermined rotational acceleration is detected through the acceleration sensor 25, and the air pressure information, temperature information, signal intensity information, and memory detected through the sensors 26 and 27 and the RSSI circuit 24. A detection signal including the ID code stored in 28 is generated. The UHF transmission unit 23 converts the detection signal generated in the sensor unit control unit 21 into a radio signal in the UHF band and transmits it. The sensor unit controller 21 stops generating the detection signal when the rotational acceleration of the tire 4 cannot be detected through the acceleration sensor 25 for a predetermined time. The RSSI circuit 24 corresponds to a magnetic field strength detection unit.

<Monitoring device>
As shown in FIG. 1A, the monitoring device 10 includes a system control unit 11, an LF transmission unit 12 electrically connected to the system control unit 11, and a UHF reception unit 13. The system control unit 11 comprehensively controls electric devices provided in the monitoring device 10. The LF transmitter 12 transmits a radio signal in the LF band through the first and second bar antennas 14 and 15 formed by winding an electric wire around a ferrite core. The first and second bar antennas 14 and 15 are provided on the floor of the vehicle body 3. In addition, the transmission output of the radio signal transmitted from the first and second bar antennas 14 and 15 is the same.

  As shown in FIG. 2A, when the vehicle body 3 is viewed from above, the first bar antenna 14 is provided near the center of the vehicle body 3. The first bar antenna 14 is provided such that the direction in which the axis extends extends along the center axis CL of the vehicle body 3 and the distances L1 from the tires 4 are all equal. The second bar antenna 15 is provided behind the first bar antenna 14. The second bar antenna 15 is provided such that the direction in which the axis extends extends perpendicular to the center axis CL of the vehicle body 3 and parallel to the axle. Therefore, the distance L2 between the second bar antenna 15 and each front tire 4 is longer than the distance L1 between the first bar antenna 14 and each tire 4 (L2> L1). Further, the distance L3 between the second bar antenna 15 and each rear tire 4 is shorter than the distance L1 between the first bar antenna 14 and each tire 4 (L3 <L1). The first and second bar antennas 14 and 15 correspond to the magnetic field forming unit and its magnet. The UHF receiver 13 receives a UHF band radio signal.

  As shown in FIG. 1A, the monitoring device 10 includes a display unit 16 that is electrically connected to the system control unit 11. The display unit 16 is provided in a range that can be viewed by the driver in the passenger compartment, for example, an instrument panel (instrument panel) or the like, and warns that an abnormality has occurred in a specific tire.

  An ID code of each sensor unit 20 is stored in the memory 18 of the system control unit 11 in advance. In addition, the memory 18 stores a determination formula for determining whether or not there is an abnormality in tire air pressure from the air pressure information and the temperature information included in the detection signal.

  The system controller 11 simultaneously transmits LF band radio signals from the first and second bar antennas 14 and 15 while driving a driving source (for example, an engine) (not shown). The system control unit 11 receives a detection signal that is a UHF band radio signal transmitted from each sensor unit 20 when a predetermined rotational acceleration is detected by the acceleration sensor 22. The system control unit 11 collates the ID code included in the received detection signal with the ID code stored in the memory 18. When the verification is established, the system control unit 11 uses the determination formula stored in the memory 18 to determine whether there is an abnormality in the tire pressure from the air pressure information and the temperature information included in the detection signal. When it is determined that there is an abnormality in the tire pressure, the system control unit 11 determines from which sensor unit 20 of the tire 4 the detection signal including the information that the tire pressure is determined to be abnormal is transmitted. to decide. This determination is made based on the signal strength information included in the detection signal. The relationship between the tire position where the sensor unit 20 is provided and the signal intensity information will be described in detail later. When the tire position where the tire pressure is abnormal is determined based on the signal strength information, the system control unit 11 notifies the tire position where the tire pressure is abnormal through the display unit 16.

<Relationship between signal strength information and tire position>
Next, the relationship between the tire position where the sensor unit 20 is provided and the signal intensity information included in the detection signal transmitted from each sensor unit 20 will be described.

  As shown by a solid line in FIG. 2A, the first and second bar antennas 14 and 15 form a magnetic field when transmitting a radio signal. As shown in FIG. 2A, the magnetic field that the first bar antenna 14 forms on each tire 4 on the right side of the vehicle body 3 at a certain time is defined as a magnetic field M1, and the first bar antenna 14 A magnetic field formed on the tire 4 is a magnetic field M2. Further, the magnetic field formed by the second bar antenna 15 on each tire 4 on the front side of the vehicle body 3 at the same time as the time when the magnetic fields M1 and M2 are formed is the magnetic field M3, and the second bar antenna 15 is disposed behind the vehicle body 3. A magnetic field formed on each tire 4 on the side is defined as a magnetic field M4. The direction of the arrows of the magnetic fields M1 to M4 indicates the direction of the magnetic field, and the thickness of the line of the magnetic fields M1 to M4 indicates the strength of the magnetic field. Here, in order to facilitate understanding of the following description, the magnetic field strength in the magnetic fields M1 and M2 is “2H”, the magnetic field strength in the magnetic field M3 is “1H”, and the magnetic field strength in the magnetic field M4 is “ 4H ". The difference in the strength of these magnetic fields is caused by the difference in distance between the first and second bar antennas 14 and 15 and each tire 4. Also, the direction of the magnetic field from the left side to the right side of the vehicle body 3 is the forward direction, and the direction of the magnetic field from the right side of the vehicle body 3 to the left side is the reverse direction.

  As shown in FIG. 2B, the sensor unit 20 provided in the right front tire 4 at a certain time has a magnetic field M1 in which the magnetic field direction is positive and the magnetic field strength is “2H”, and the magnetic field direction is It is located in the magnetic field M3 having a magnetic field strength of “1H” in the positive direction. Since the directions of the two magnetic fields coincide with each other, the strength of the magnetic field in the sensor unit 20 provided in the right front tire 4 is “3H” obtained by adding the strengths of the two magnetic fields. That is, the receiving antenna 29 receives a radio signal having a signal strength proportional to the magnetic field strength “3H”.

  As shown in FIG. 2C, the sensor unit 20 provided on the right rear tire 4 at a certain time includes a magnetic field M1 in which the direction of the magnetic field is opposite and the magnetic field strength is “2H”, and the direction of the magnetic field. Is in the magnetic field M4 having a positive direction and a magnetic field strength of “4H”. Since the directions of the two magnetic fields are reversed, the strength of the magnetic field in the sensor unit 20 provided in the right rear tire 4 is “2H” which is the difference between the strengths of the two magnetic fields. That is, the receiving antenna 29 receives a radio signal having a signal strength proportional to the magnetic field strength “2H”.

  As shown in FIG. 2D, the sensor unit 20 provided on the left rear tire 4 at a certain time includes a magnetic field M2 having a positive magnetic field direction and a magnetic field strength of “2H”, and a magnetic field direction. Is in the magnetic field M4 having a positive direction and a magnetic field strength of “4H”. Since the directions of the two magnetic fields coincide with each other, the magnetic field strength in the sensor unit 20 provided in the left rear tire 4 is “6H” obtained by adding the two magnetic field strengths. That is, the receiving antenna 29 receives a radio signal having a signal strength proportional to the magnetic field strength “6H”.

  As shown in FIG. 2E, the sensor unit 20 provided in the front left tire 4 at a certain time has a magnetic field M2 in which the direction of the magnetic field is opposite and the magnetic field strength is “2H”, and the direction of the magnetic field is It is located in the magnetic field M3 having a magnetic field strength of “1H” in the positive direction. Since the directions of the two magnetic fields are reversed, the magnetic field strength in the sensor unit 20 provided in the front left tire 4 is “1H” which is the difference between the two magnetic field strengths. That is, the receiving antenna 29 receives a radio signal having a signal strength proportional to the magnetic field strength “1H”.

  As described above, the order of the sensor units 20 having a strong applied magnetic field is the order of rear left, front right, rear right, and front left. The signal strength of the LF band radio signal received by each sensor unit 20 is proportional to the strength of the magnetic field. Accordingly, the signal strength of the radio signal received by the right front sensor unit 20 is weaker than the signal strength of the radio signal received by the left rear sensor unit 20. Further, the signal strength of the wireless signal received by the right rear sensor unit 20 is weaker than the signal strength of the wireless signal received by the right front sensor unit 20. Further, the signal strength of the radio signal received by the left front sensor unit 20 is weaker than the signal strength of the radio signal received by the right rear sensor unit 20. Therefore, by storing the relationship between the position of each tire 4 and the strength of the applied magnetic field in the memory 18, the system control unit 11 can detect the detection signal from the signal strength information included in the received detection signal. Can be specified from which sensor unit 20 is transmitted.

As described above in detail, according to the present embodiment, the following effects can be obtained.
(1) Each sensor unit 20 is provided with an RSSI circuit 24 that detects the signal strength of a received radio signal. Each sensor unit 20 transmits the signal intensity information detected by the RSSI circuit 24 together with the air pressure information and temperature information detected by the air pressure sensor 26 and the temperature sensor 27 in the detection signal. In addition, the first and second bar antennas 14 and 15 for transmitting radio signals are provided on the central axis CL of the vehicle body 3 so that their axes intersect. The first bar antenna 14 is provided so that the distance from each tire 4 is equal, and the second bar antenna 15 is closer to the rear tire 4 than to the front tire 4. Thereby, when the radio signal is transmitted from the first and second bar antennas 14 and 15, the signal strength of the radio signal received by each sensor unit 20 is different because the magnetic field strength in each tire 4 is different. That is, the signal intensity information included in the detection signal transmitted by each sensor unit 20 varies depending on the position of the tire 4 where the sensor unit 20 is provided. Thereby, the system control part 11 can pinpoint the position of the tire 4 in which the sensor unit 20 to which the detection signal was transmitted is provided. Thus, by providing the first and second bar antennas 14 and 15 so that the signal intensity received by the sensor unit 20 differs depending on the position of the tire 4, the direction of the magnetic field that has been conventionally required is detected. The detection unit can be omitted.

  (2) Normally, many metal materials that affect the magnetic field are used in the vehicle. That is, the magnetic field strength in each tire 4 is not determined only by the distance between the tire 4 and the first and second bar antennas 14 and 15. For this reason, even if a vehicle mounting position of one antenna that has a difference in magnetic field strength between the two tires 4 is easily found, finding a vehicle mounting position of one antenna that has a difference in magnetic field strength between the four tires 4 is not possible. Have difficulty. On the other hand, the vehicle basically has a symmetrical structure. For this reason, when an antenna is provided on the central axis of the vehicle, the antenna forms a magnetic field so that the magnetic field strengths of the left and right tires 4 on the front side are equal. Therefore, as described above, the second bar antenna 15 is simply adjusted to be provided between the first bar antenna 14 mounted so that the distance from each tire 4 is equal and the rear tire 4. Thus, the magnetic field strength in each tire 4 when radio signals are simultaneously transmitted from the first and second bar antennas 14 and 15 can be made different.

  (3) The first bar antenna 14 is provided at the center of the vehicle body 3 so that the distance from each tire 4 is equal. In addition, the second bar antenna 15 is provided behind the first bar antenna 14. Thereby, a difference can be provided in the magnetic field intensity in each tire 4.

In addition, you may change the said embodiment as follows.
In the above embodiment, the first and second bar antennas 14 and 15 are provided along the center axis CL of the vehicle body 3, but the position at which the two bar antennas are provided is based on the strength of the magnetic field in each tire 4. It may be in a different position. For example, as shown in FIG. 3A, the first bar antenna 14 is placed on the floor under the driver's seat with the axial direction facing the front-rear direction of the vehicle, and the second bar antenna 15 is placed on the vehicle in the axial direction Provided on the floor under the rear seat behind the passenger seat, facing in the width direction. Even in such a configuration, as shown in FIGS. 3B to 3E, the strength of the combined magnetic field formed by the first and second bar antennas 14 and 15 in the receiving antenna 29 of each sensor unit 20. Therefore, the same effect as the effect (1) of the above embodiment can be obtained.

  As shown in FIGS. 3C and 3E, the direction of the magnetic field in the receiving antenna 29 of the sensor unit 20 provided on the right rear and left front tires 4 is orthogonal to the central axis CL. Absent. In this case, the strength of the magnetic field in the receiving antenna 29 takes into account components separated in the direction orthogonal to the central axis CL. For example, the receiving antenna 29 of the sensor unit 20 provided in the right rear tire 4 will be described as a representative. As shown in FIG. 4, in the receiving antenna 29, the magnetic field formed by the first bar antenna 14 is M5, and the magnetic field formed by the second bar antenna 15 is M6. The left-right direction component of the vehicle body 3 of the magnetic field M5 is defined as a magnetic field M51, and the front-rear direction component of the vehicle body 3 is defined as a magnetic field M52. Further, the left-right direction component of the vehicle body 3 of the magnetic field M6 is defined as a magnetic field M61, and the front-back direction component of the vehicle body 3 is defined as a magnetic field M62. In such a case, the magnetic field strength in the sensor unit 20 is the sum of the magnetic field strength of the magnetic field M51 and the magnetic field strength of the magnetic field M61. That is, the RSSI circuit 24 of the sensor unit 20 can calculate the signal strength of the radio signal. As a result, the system control unit 11 can specify the position of the tire 4 provided with the sensor unit 20 that has transmitted the detection signal, from the signal intensity information included in the detection signal transmitted from the sensor unit 20.

  In the above embodiment, the signal strength information when both the first and second bar antennas 14 and 15 transmit radio signals with the same phase, and the first and second bar antennas 14 and 15 have opposite phases. In combination with signal intensity information when a wireless signal is transmitted, the position of the tire 4 where the sensor unit 20 is provided may be used. If the identification method combined in this way is adopted, even if the difference in signal intensity is small in one identification method, the difference in signal intensity is large in the other identification method, and therefore the tire in which the sensor unit 20 is provided more accurately. The position of 4 can be specified.

  In the above embodiment, the position of the tire 4 where the sensor unit 20 is provided is specified using the correspondence between the magnitude relationship between the signal strength information and the position of the sensor unit. However, the signal strength information and the sensor unit are identified. The position of the tire 4 where the sensor unit 20 is provided may be specified from the correspondence information with the position of the tire. If such a specifying method is adopted, when the detection signal from the sensor unit 20 is received, the position of the tire 4 provided with the sensor unit 20 that has transmitted the detection signal can be specified.

  In the above embodiment, a bar antenna in which an electric wire is wound around ferrite is used as an antenna that forms a magnetic field in each tire 4, but a coil antenna in which ferrite is omitted may be used.

  In the above embodiment, the sensor unit 20 spontaneously detects tire air pressure and temperature at a predetermined cycle and wirelessly transmits a detection signal. However, the sensor unit 20 wirelessly transmits a detection signal based on a signal from the initiator. You may transmit.

  In the above embodiment, the ID code of the sensor unit 20 is not necessarily stored in the memory 18 of the system control unit 11. In this case, the system control unit 11 determines that a detection signal including ID code information with a large number of receptions is that of the host vehicle.

In the above embodiment, when the vehicle 2 includes an electronic key system, for example, the first and second bar antennas 14 and 15 may form a communication area in the vehicle.
In the above embodiment, the sensor unit 20 may employ a magnetic field strength detection unit instead of the RSSI circuit 24. Then, the sensor unit 20 includes the magnetic field strength information detected through the magnetic field strength detection unit in the detection signal. Even if comprised in this way, the effect similar to the said embodiment can be acquired. In addition, when employ | adopting such a structure, it can replace with the 1st and 2nd bar antennas 14 and 15 and can employ | adopt a magnet.

-In the said embodiment, you may provide a difference in the transmission output of the radio signal transmitted from the 1st and 2nd bar antennas 14 and 15.
In the above embodiment, the first and second bar antennas 14 and 15 may be provided separately from the monitoring device 10.

In the above embodiment, the second bar antenna 15 may be provided in front of the first bar antenna 14.
In the above embodiment, the temperature sensor 27 may be omitted.

  -In above-mentioned embodiment, the 1st and 2nd bar antennas 14 and 15 should just be arrange | positioned so that the mutual axial direction may make an angle. That is, the first and second bar antennas 14 and 15 do not have to be orthogonal to each other in the axial direction.

Next, the technical idea conceived from the embodiment and the other examples will be described.
(A) In the above configuration, the first and second magnets are tire pressure monitoring systems that are positioned at intervals on a central axis extending in the front-rear direction of the vehicle when the vehicle is viewed from above.

  Many metal materials that affect the magnetic field are used in the vehicle. That is, the magnetic field strength at the wheel is not determined only by the distance between the wheel and the magnet. For this reason, it is difficult to find the vehicle mounting position of one magnet that has a difference in the magnetic field strength of the four wheels even if the vehicle mounting position of one magnet that has a difference in the magnetic field strength of the two wheels is easily found. is there. On the other hand, the vehicle basically has a symmetrical structure. For this reason, when a magnet is provided on the central axis extending in the front-rear direction of the vehicle, the magnet forms a magnetic field so that, for example, the magnetic field strengths at the front left and right wheels are equal. Therefore, according to the configuration including at least two magnets positioned on the center axis of the vehicle, it is possible to make a difference in the magnetic field strengths of the four wheels only by easy adjustment of adjusting the front and rear positions of the two magnets.

  (B) In the above configuration, it is preferable that the first magnet is located at a central portion where the distance from each tire is equal, and the second magnet is located in front of or behind the first magnet.

  According to this configuration, it is possible to make a difference in the magnetic field strength in each tire.

CL: central axis, 1 ... tire pressure monitoring system, 2 ... vehicle, 3 ... vehicle body, 4 ... tire, 10 ... monitoring device, 11 ... system control unit, 12 ... LF transmission unit, 13 ... UHF reception unit, 14th 1 bar antenna, 15 second bar antenna, 16 display unit, 18, 28 memory, 20 sensor unit, 21 sensor unit control unit, 22 LF receiving unit, 22 acceleration sensor, 23 UHF Transmission unit, 24 ... RSSI circuit, 25 ... acceleration sensor, 26 ... pneumatic sensor, 27 ... temperature sensor, 29 ... receiving antenna.

Claims (4)

  1. A sensor unit that is provided on each wheel of the vehicle and detects a tire air pressure, and wirelessly transmits a detection signal including information on the detected air pressure, and each wheel based on the air pressure information included in the detection signal A tire pressure monitoring system comprising: a monitoring device for monitoring the tire pressure of
    The vehicle includes a magnetic field forming unit that forms a magnetic field such that the strength of the magnetic field in each wheel is different,
    The sensor unit includes a magnetic field strength detection unit that detects the strength of a magnetic field, and transmits magnetic field strength information detected through the magnetic field strength detection unit in the detection signal,
    The said monitoring apparatus is a tire pressure monitoring system which specifies whether the said detection signal is transmitted from the sensor unit provided in each said wheel based on the said magnetic field strength information contained in the said detection signal.
  2. In the tire pressure monitoring system according to claim 1,
    The magnetic field forming unit includes first and second magnets,
    The difference in strength of the magnetic field in each wheel is a tire pressure monitoring system that is generated when the magnetic fields formed by the first and second magnets are strengthened or weakened.
  3. In the tire pressure monitoring system according to claim 2,
    The tire pressure monitoring system, wherein the first and second magnets are arranged such that their axial directions form an angle.
  4. In the tire pressure monitoring system according to claim 3,
    The tire pressure monitoring system, wherein the first and second magnets are arranged so that their axial directions are orthogonal to each other.
JP2012283001A 2012-12-26 2012-12-26 Tire air pressure monitoring system Pending JP2014125096A (en)

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Application Number Priority Date Filing Date Title
JP2012283001A JP2014125096A (en) 2012-12-26 2012-12-26 Tire air pressure monitoring system

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016158446A1 (en) * 2015-03-27 2016-10-06 株式会社オートネットワーク技術研究所 Communication device mounting position determination system and determination apparatus

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016158446A1 (en) * 2015-03-27 2016-10-06 株式会社オートネットワーク技術研究所 Communication device mounting position determination system and determination apparatus
JP2016185763A (en) * 2015-03-27 2016-10-27 株式会社オートネットワーク技術研究所 Communication apparatus installation position determining system and determining device
US10245903B2 (en) 2015-03-27 2019-04-02 Autonetworks Technologies, Ltd. Communication device mounting position determination system and determination apparatus

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