CA2467375A1 - Tire monitoring system - Google Patents
Tire monitoring system Download PDFInfo
- Publication number
- CA2467375A1 CA2467375A1 CA002467375A CA2467375A CA2467375A1 CA 2467375 A1 CA2467375 A1 CA 2467375A1 CA 002467375 A CA002467375 A CA 002467375A CA 2467375 A CA2467375 A CA 2467375A CA 2467375 A1 CA2467375 A1 CA 2467375A1
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- Canada
- Prior art keywords
- tire
- contact type
- type power
- sensor unit
- data
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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- 230000008859 change Effects 0.000 description 3
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- -1 dimethoxysilyl Chemical group 0.000 description 3
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- 239000004065 semiconductor Substances 0.000 description 3
- SAZUGELZHZOXHB-UHFFFAOYSA-N acecarbromal Chemical compound CCC(Br)(CC)C(=O)NC(=O)NC(C)=O SAZUGELZHZOXHB-UHFFFAOYSA-N 0.000 description 2
- 239000007809 chemical reaction catalyst Substances 0.000 description 2
- 229920001971 elastomer Polymers 0.000 description 2
- 229910052751 metal Inorganic materials 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 239000003208 petroleum Substances 0.000 description 2
- 239000004033 plastic Substances 0.000 description 2
- 229920003023 plastic Polymers 0.000 description 2
- 229920000642 polymer Polymers 0.000 description 2
- 239000011347 resin Substances 0.000 description 2
- 229920005989 resin Polymers 0.000 description 2
- 125000003808 silyl group Chemical group [H][Si]([H])([H])[*] 0.000 description 2
- 241001289435 Astragalus brachycalyx Species 0.000 description 1
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 235000002917 Fraxinus ornus Nutrition 0.000 description 1
- 229910001218 Gallium arsenide Inorganic materials 0.000 description 1
- 239000004677 Nylon Substances 0.000 description 1
- ISWSIDIOOBJBQZ-UHFFFAOYSA-N Phenol Chemical compound OC1=CC=CC=C1 ISWSIDIOOBJBQZ-UHFFFAOYSA-N 0.000 description 1
- 239000004721 Polyphenylene oxide Substances 0.000 description 1
- 239000004793 Polystyrene Substances 0.000 description 1
- BZHJMEDXRYGGRV-UHFFFAOYSA-N Vinyl chloride Chemical compound ClC=C BZHJMEDXRYGGRV-UHFFFAOYSA-N 0.000 description 1
- NIXOWILDQLNWCW-UHFFFAOYSA-N acrylic acid group Chemical group C(C=C)(=O)O NIXOWILDQLNWCW-UHFFFAOYSA-N 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 229920005549 butyl rubber Polymers 0.000 description 1
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- 229910052742 iron Inorganic materials 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 229920001778 nylon Polymers 0.000 description 1
- 229920001707 polybutylene terephthalate Polymers 0.000 description 1
- 239000004417 polycarbonate Substances 0.000 description 1
- 229920000515 polycarbonate Polymers 0.000 description 1
- 229920000728 polyester Polymers 0.000 description 1
- 229920000139 polyethylene terephthalate Polymers 0.000 description 1
- 239000005020 polyethylene terephthalate Substances 0.000 description 1
- 229920006380 polyphenylene oxide Polymers 0.000 description 1
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Classifications
-
- H04B5/73—
-
- 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
- B60C23/02—Signalling devices actuated by tyre pressure
- B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
- B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
- B60C23/041—Means for supplying power to the signal- transmitting means on the wheel
-
- H04B5/48—
Abstract
A tire monitoring system for supplying power to tire sensor units from a car body side in a non-contact manner. Power is wirelessly transmitted to tire sensor units (10 (10a-10d)) attached to tires (2 (2a-2d)) from non-contact type power supplying units (40 (40a-40d)) provided on the car body side.
Wireless power transmission is carried out by using electromagnetic coupling or microwave. A tire sensor unit (10) is provided with a non-contact type power receiving unit that generates a dc power supply based on energy fed from a non-contact type power supplying unit (40) to supply power necessary for the operation of a tire sensor unit (10). A tire sensor unit (10) detects an air pressure or the like and wirelessly sends that information to a receiving device (20).
Wireless power transmission is carried out by using electromagnetic coupling or microwave. A tire sensor unit (10) is provided with a non-contact type power receiving unit that generates a dc power supply based on energy fed from a non-contact type power supplying unit (40) to supply power necessary for the operation of a tire sensor unit (10). A tire sensor unit (10) detects an air pressure or the like and wirelessly sends that information to a receiving device (20).
Description
DESCRIPTION
TIRE MONITORING SYSTEM
Technical Field This invention relates to a tire monitoring system for monitoring a tire condition of a car such as tire pressure, and more particularly a tire monitoring system in which electric power is fed from the car body to a tire sensor unit mounted on each tire in a non-contact manna.
Background Art Japanese Unexamined patent Publication No. H09-509488 discloses an active integrated circuit transponder and a sensor apparatus for sensing and transmitting car tire parameter data (tire pressure, tire temperature, number of tire rotations).
Specifically, the active integrated circuit transponder with on-board power supply is mounted in a car tire, and a pressure sensor, a temperature sensor and a tire rotation sensor are mounted on a substrate along with the integrated circuit traasponder chip, the power supply and an antenna. Upon receiving an interrogation signal from a -remote source, the transponder transmits an encoded radio frequeztcy signal containing the above-mentioned parameter data to the remote source.
Japanese Unexamined Patent Publication No. 2000-289418 discloses a power supply unit for a built-in type tire pressuxe sensor. Specifically, the tire pressure sensor is provided inside a car tire and a battery is secured to the outside of the_t~,re so that the battery can be directly detached and exchanged outside the car tire.
'I~e conventional tire sensor unit uses a battery as a power supply, and the battery needs to be replaced, It is possible to extend a period of battery replacement by employing a battery having a large capacity. However, if a large-site battery is attached to a tire, a laborious process becomes necessary to adjust the weight balance of the tire.
The present invention has been made to solve the above-mcntior~ed problem, and the object of the present invention is to provide a tire monitoring system which employs a tire sensor unit with no battery.
Disclosure of the Invention In order to solve the above-mentioned problem, according to the present invention, there is provided a tire monitoring system comprising a tire sensor unit which is mounted on each tire of a car to radio-transmit information of a tire condition, a receiving device which is provided in the car body to receive the information of the tire condition transmitted fxom the tire sensor unit, and a display device to display the tire condition based on the information of the tire condition received at the receiving device, and further comprising a non-contact type power supply portion which is provided in the car body to radio-transmit energy, and a non-contact type power receiving portion which is provided in the tire sensor unit to generate direct-current power by the energy tzansrnitted from the non-contact type power supply portion, wherein electric power necessary for activating the tire sensor unit is supplied from the non-contact type power receiving portion.
The radio-transmission of energy fmm the non-contact type power supply portion to the non-contact type power receiving portion may be conducted by electromagnetic induction or by microwaves.
In the tire monitoring system according to the present invention, electric.-...-power is fed from the car body to the tire sensor unit mounted on each tire in a non-contact manner. Consequently, the tire sensor unit can dispense with a battery, and it becomes unnecessary to replace a battery. ,Also, since it is unnecessary to attach a battery to the tire, the process for adjusting the weight balance of the tine can be conducted as easily as in the conventional art.
BRIEF D>:SCRIPTION OF THE DRAWINGS
FIG. 1 is an overall block diagram of a tire monitoring system according to the present invention;
FIG, 2 is a block diagram of a tire sensor unit;
FIG_ 3 is a view showing one example of a fozmat of radio transmission data;
FIG. 4 is a graph showing the relationship between Lire pressure anal tire internal lemperdture;
FIG. 5 is a block diagram showing one example of a non-contact type power supply portion and a non-contact type power receiving portion;
FIG. 6 is a block diagram showing another example of a non-contact type power supply portion and a non-contact type power receiving portion; and FIG. 7 is a diagram showing one example of a structure of the tire sensor unit.
Best Mode for Carrying Out the Invention Hereinafter, embodiments of the present invention will be described with reference to the attached drawings. FIG. 1 is an overall block diagram of a tixe monitoring system according to the present invention, and FIG. 2 is a block diagram of a tire sensor unit_ As shown in FIG. 1, a tire monitoring system 1 is comprised of tire sensor . .
units 10 (10a, lOb, lOc, and lOd), each being mounted on a respective tire 2 (wont right wheel 2a, a front left wheel 2b, a xear right wheel 2c, and a rear left wheel Zd) of a car, a receiving device 20 which is provided in the csr body, a display device 30 which is provided in the car body, and non-contact type power supply portions (40a, 40b, 40c, aid 40d), each being providtd in the car body and adjacent to the respective tire 2. The non-contact type power supply portion 40 is activated by electric power supplied from a battery of the car, and the non-contact type power supply portion 40 supplies electric power to the tire sensor unit 10 in a non-contact manner- The non-contact type power supply portion 40 may be provided in an area for mounting a wheel speed sensor which constructs an anti-lock braking system (ABS). Also, the z~on-contact type power supply portion 40 may be pzovided in a molding member or a trim member which serves for protection or anti-rusting of a Contact portion between an iruicr board and an outer board of a wheel arch flange portion. In the drawing, reference numeral 3 is a portable transmitter (i.e., a keyless entry signal transmitter) and reference nurrreral 4 is a door locking mechanism. The portable transmitter 3, the receiving device 20, and the door locking mechanism 4 form a keyless entry system for remote-controlling the locking and unlocking operation of a car door.
In the pzesent embodiment, the keyless entry system for remote-controlling the locking and unlocking operation of a door is shown as one exauiple, but the opening and closing operation of a trunk, opening and elosirag operation of a power window or the like can also be remote-controlled.
The receiving device 20 is provided with a receiving antenna 21, a receiving section 22 for amplifying and demodulating a high frequenry signal received at the antenna 21 to output data transmitted from each tire sensor unit 10 and the portable transmitter 3, and a decoding section 23 for decoding received data output from the receiving section 22.
The decoding section 23 first judges whether the received data is directed to a driver's own car based on the car idezttification information among the received data.
If the received data is directed to the driver's own car, the decoding Section 23 judges whether the received data is that transmitted from the portable transmitter 3 or that transmitted from the tire sensor unit 1D based on the signal classification identification information among the received data. When the received data is that for a keyless entry system such as door loeking/unlocking request data, the decoding section 23 supplies the data to the door locking mechanism a_ The door locking mechanism 4 performs the locking/unlocking operation of a door based on the door loeking/unlocking request data supplied from the receiving device Z0. When the received data is that transmitted from the tire sensor unit 10, the decoding section 23 supplies the received data to the display device 30.
The decoding section 23 may be constructed so as to supply the received data excluding the car identification information to the door locking mechanis~on 4 and the display device 30 in a case where the received data is directed to the driver's own car.
In this instance, the door locking mechanism 4 and the display device 30 judge whether the received data is that for the keyless entry system or that for the tire monitoring system.
,Alternatively, the receiving device 20 may be constructed of the antenna 21 and the receiving section 22 and supply the received data to the door locking mechanism 4 and the display device 30. In this instance, the door loclang mechanism 4 and the display device 30 have a decoding section to judge whether the received data is that for the driver's own car, or that for the keyless entry system or that for the tire monitoring system. The car identification information for the keyless entry system can be different from the car identification infornaation for the tire monitoring system. . , . , The display device 30 is provided with a tire abnormality judging section 31, a warning lamp 32, and a warning buzzer 33. The construction and operatiorirf the display device 30 will be described later.
,As shown in FIG. 2, the tire sensor unit 1D comprises an air pressure sensor 11, a temperature sensor 12, a transmission control section 13, a radio transmission section 14, an antenna for transmission 15, and a non-contact type power receiving portion 50. The non-contact type power receiving portion 50 generates direct-current power by energy transmitted from the non.-contact type power supply portion 40 shown in >~TG. 1, and the tire sensor unit 10 is activated by the direct-current power supplied from the non-contact type power supply portion 40.
The transmission control section 13 is provided with an A/D converter 13a, a transmission data generating section 13b, an identification information storage section 13c, a read/write control section 13d, and a serial communicating section 13e.
Reference numeral 13f is an input/output terminal group for serial data_ Output of the air pressure sensor 1,1 and output of the temperature sensor 12 are supplied to the A/D convener 13a to be converted to digital data (i.e., air pressure data, temperature data) by the A~/D converter 13a. The identification information storage section 13c is constructed using a nonvolatile memory or the like and stores the car identification information (car >D) and the tire identification information (tire ID) therein. Zt is possible to reset the car identification information (car ZD) and the tire identification information (tire m) stored in the identification information storage section 13c by supplying the read/write control section 13d with a write command, the car identification information (car 1D) and the tire identification information (tire ID) via the serial communicating section 13e. Also, it is possible to output the air pressure data and the temperature data to the outside via the serial communicating section 13e by supplying the read/write control section 13d with a sensor data read command via the serial communicating section 1,3e.
Accordingly, it is possible to check the operation of each sensor 11, 12 and the A/D
converter 13a by utilizing this sensor data reading function.
The transmission data generating section 13b starts the AID converting operation of the A/D converter 13a at predetermined time intervals to obtain the air pressure data and the temperature data and temporarily stores the obtained data.
The transmission data generating section 13b obtains the air pressure difference between the previously obtained air pressure data and the newly obtained air pressure data. The transmission data generating section 13b also obtains the temperature difference between the previously obtained tempcratuze data and the newly obtained temperature data. When the air pressure diffezeztce is higher than a predetermined pressure change allowance and the temperature difference is higher than a predetermined temperature change allowance, the transmissiozt data generating section 13b generates transmission data to be supplied to the radio transmission section 14.
The radio transmission section 14 generates a signal which is obtained by modulating a carrier wave of a predetermined carrier frequency with a predetermined modulating method based on the transmission data, and radio-transmits the signal from the aatenna 15. The frequency of the carrier wave and the modulating method thereof are the same as the portable transmitter (i.e. a keyless entry signal transmitter). In other words, the specification of radio signal of the keyless entry system aztd the specification of the radio signal of the tire monitoring system are provided in common- In this manner, it is possible to receive the information on the tire using the receiving device for the keyless entry system.
The transmission data comprises the car identification information (car 1D), the tire identification information (tire ID), the air pressure data, and the temperature data. The tare identification information (tine ID) includes the inforaoation for distinguishing among a fi~ont right wheel, a front left wheel, $ rear right wheel, and a rear lift wheel- The tire identification information (tire iD) can include the information on the type oaf tire, In the case where the transmission data of the keyless entry system is in the order of the preamble data, the frame synchronizing data, and the data to be transmitted, the transmission data generating section 13b generates the transmission data of the same data format as above. Further, the transmission data generating section 13b can generate the error check data such as the CRC (Cyclic Redundancy Check) data with respect to the data to be transmitted (i.e., the car identification infotrnation, the tire identification information, the air pressure data, and the temperature data), and the generated error check data ca~1 be added thereto.
By adding the error check data, the receiving device can check presence of an error in the receiving signal and correct the error, The transmission data generating section 13b can transmit the data (first time) via the radio ixansmission section 14, transz~ait the same data (second time) when the randomly set time has passed, and then transmit the same data again (third time) when the randomly set time has passed since the second time transmissiozt. In this manner, since the radio transmission timing from a plurality of tire sensor units 10 coincides with etch other, the receiving device can oorrcctly receive the data.
FIG. 3 is a view showing one example of a format of the radio transmission data. The portable transmitter 3 and the tire sensor unit 10 transmit the data of 40 bits in total. The first 16 bits of data show the car identification information (car ID), the next 8 bits of data show the signal classification, and the last 16 bits of data show the control information or the tire condition information. The data is distinguished into the signal for the keyless entry system or the signal for the tire monitoring system by the signal classificatxoz~. In the case of the signal for the tire monitoring system, the signal classiftcation becomes the tire identification information (tire ID), and with this tire identification information (tire 1D), a front right wheel, a front left wheel, a xear right wheel, and a rear left wheel are distinguished. In the signal for the keyless entry system, the upper 8 bits of ttie' control information show the door locking control information, while the lower 8 bits of the control information show the door unlocking control information. In the signal for the tire nuonitoring system, the upper 8 bits of the tire condition _ g _ information are the tire pressure data, while the lower 8 bits of the tire condition information are the tire internal temperature data.
The tire abnormiality judging section 31 within the display device 30 shown in FIG. 1 judges whether the tire is abnormal or not based on the tire identificatioxl information (tire ID), the air pressure data, and the temperature data supplied from the receiving device 20. If the tire was judged to be abnormal, the tire abnormality judging section 31 lights the warning lamp 32 and buzzes the warning buzzer 33 to inform that the tire abnormality was detected. The warning lamp 32 is provided with indicators 32a - 32d corresponding to each tire so as to visibly indicate which tire is abnormal.
FIG. 4 is a graph showing the relationship between the tire pressure and the tire internal temperature_ Usually, the tire pressure is about 2.0 Kg/cmz and the tire internal temperature is 50 °C - 60 °C. When the tire is punctured, the air pressure drops to 1.2 Kg/cmz - 0.8 Kg/cm' and the tire internal temperature goes up to 60 °C -70 °C. Accordingly, in the present embodiment, an air pressure drop detecting threshold value is set to 1.2 $.g/c~m2 and a temperature rise detecting threshold value is set to GO °C, respectively.
The tire abnormality judging section 31 lights the warning lamp 32 and buzzes the warning buzzer 33 at a point A when the tire pressure its lower than the air pressure drop detecting threshold value and the tire internal temperature is higher than the temperature rise detecting threshold value. In this manner, the tire abnormality judging section 31 can inform the driver and the like of the abnornnality of the tire. Since which tire is abnormal is displayed by the indicators 32a==~ ~32d, the tire which needs the inspection, repair, change or the like can be easily found.
The warning lamp 32 can be provided with an indicator for showing the air pressure drop and an indicator for showing the tire internal temperature rise.
In this instance, the tire abnormality judging section 31 can judge the air pressure drop and the tire internal temperature rise respectively and display the air pressure drop and the tire internal temperature rise independently. Further, a voice synthesizer can be provided in place of the warning buzzer 33 so that the abnormality o~ tire can be informed by a voice message saying for example "the air pressure of the right front wheel is decreasing".
In the present embodiment, it is shown that the information on the tire pressure and the tire internal temperature transmitted from the tire sensor unit 10 is received al the receiving device 20 and the tire abnormality is judged oa the car based on the received tire pressure and tire internal temperature. However, the tire abnormality judging section can be provided inside the tire sensor unit 10 to radio-transmit the tire abnormality detecting information in the cast where the tire is judged abnoxrnah FIG, 5 is a block diagram showing one example of the non-contact type power supply portion and the non-contact type power receiving portion. In the example shown in FIG. S, electric power is transmitted by electromagnetic induction.
The non-contact type power supply portion 4nA using electromagnetic induction comprises an ostillator 41 which generates a signal having a high Frequency of several 10 KHz - several 100 KHz, and an electric power amplifier 42 which amplifies I,he signal so as to activate a transmitting side coil (primary coil) 43. The non-contact type power receiving portion SOA using electromagnetic induction comprises a receiving side coil (secondary coil) 51 which is coupled to the .
tratasmitting side coil 43 by electromagnetic induction, a rectification section 52 which rectifies the alternating current induced by the receiving side coil 43 and-smoothes, and a voltage stabilizing section 53 which outputs voltage-stabilized direct current YDC based on the direct-cu~'ent electric power output from the rectification section 52_ The voltage-stabilized direct current VDC output from the voltage stabilizing section 53 is fed into each section (the air pressure sensor 11, the temperature sensor 12, the transmission control section 13, the radio transmission section 14) of the tirc sensor unit 10 shown in FIG. 2.
FIG. 6 is a block diagram showing another example of the non-contact type power supply portion and the non-contact type power receiving portion. In the example shown in FIG, 6, electric power is transmitted by zn~icrowaves. The non-contact type power supply portion 40B using microwaves comprises an oscillator 44 which generates a signal having a high frequency of several GHz (gigahert~), and au electric power transmitter 45 which amplifies the signal so as to transmit from a transmitting side antenna 46. The non-contact type power receiving portion 50B using microwaves comprises a receiving side antenna 54 which receives the micxowa~es transmitted from the transmitting side antenna 46, a detection and rectification section 55 which detects and rectifies the received miczowaves, and a voltage stabilizing section 56 which outputs voltage-stabilized direct current YDC
based on the direct-current electric power output from the detection and rcetificatxoz~
section 55. The voltage-stabilized direct current VDC output from the voltage stabilizing section 56 is fed into each section (the air pressure sensor 11, the temperature sensor 12, the transmission control section 13, the radio transmission section I4) of the tire sensor unit 10 shown in FIG. 2_ Incidentally, the non-contact type power supply portion 40B and the non-contact type power receiving portion SOB are comprised of a GaAs semiconductor.
FIG. 7 is a diagram showing one example of the structure of the tire sensor unit. In the tire sensor unit 10, a semiconductor pressure sensor chip 62 which constructs the air pressure sensor, a semiconductor temperature sensor c>aip 63~vhich constructs the temperature sensor, a single microcomputer chip 64 and the like axe ruounted on a sheet-like substrate 61 having flexibility (such as a flexible substrate).
Also, an antenna pattern for transmission 65 is formed on the substrate 61. In addition, the non-contact type power recei~ring portion 50 is provided on the substrate 61. Reference numeral 66 is a circuit for power supply which constructs the rectification section or the detection and rectification section, and the voltage stabilizing section. Reference numeral 67 is an energy receiving region in which the receiving side coil or the receiving side antenna is formed. By forming the tire sensor unit 10 on the sheet-like substrate 61 having flexibility, it is possible to install the tire sensor unit 10 in the tire or in the rubber of the tire, Yn a case where the tine sensor unit 10 is installed on the surface of the tire wheel; if a common adhesive is used, thixotropy caused by a plasticizes which is a component of the adhesive will be a problem. Specifically the surface of the wheel and the sheet-like substrate 61 will be corroded during the use of a long period of time, and thereby the sheet-like substrate 61 will be peeled from the surface of the tire wheel. Accordingly, an adhesive whose main component is a silyl group special polymer is used in the present invention.
Conventional adhesive:
rubber (butyl rubber) 20 weight %
resin (C9 petroleum resin) 10 weight %
plasticizes (petroleum CA fraction) 35 weight %
filler (talc) 35 weight %
reaction catalyst etc. 2 weight %
Adhesive used in the present invention silyl group Lerminal polymer (polypropylene oxide + dimethoxysilyl group) 57 weight % _ .
inorganic filler 40 weight %
reaction catalyst etc. 3 weight °lo Since the adhesive used in the present invention does not include a plasticizcr, the strong adhesion can be maintained for a long period of time, and the adhesion can be exerted on various kinds of metal and plastic. The inorganic filler content is preferably 35 - 45 weight % for imparting a sufficient structure to the adhesive.
The adhesive cannot exert sufficient adhesion without having a predetermined thiclmess. If the inorganic filler content is 35 weight % or less, there is a possibility that the adhesive will drop until it is cured and the adhesive will not be able to keep the predetermined thickness. If the inorganic filler content is 45 weight ~o or more, there is a possibility that the adhesive cannot be applied uni~orrnly.
The following is the strength of the adhesion (Kg/tm2) with respect to each material in the case where the rate of straining the adhesive is set to be 50 mm/min.
Metal:
aluminum 67 iron (SPCC-SB) 55 stainless steel 45 copper 46 Plastic:
polyphenylene oxide 51 66 nylon 52 polycarbonate 57 polystyrene 36 acrylic 48 -- .
rigid vinyl chloride 34 polyester 49 polyethylene terephthalate 21 phenol 54 polybutylene terephthalate 14 In the present embodiment, the information on the tire transmitted from the tire sensor unit lU is received at the single receiving device 20. However, each tire may be provided with a receiving device on the periphery thereof. In this instance, the zadio transmission section 14 of the tire sensor unit 10 may modulate electromagnetic induction radio waves by varying the load impedance of the receiving side coil 51 corresponding to the information to be transmitted, Also, the radio transmission section 14 of the tire sensor unit 10 may generate microwaves which is modulated corresponding to the information to be transmitted by varying the load impedance of the receiving side antenna 54 corresponding to the information to be transmitted.
Industrial Applicability As described above, is the tire monitoring system according to the present invention, electric power is fed from the car body to the tire sensor unit mounted on each tire in a non-contact manner. Consequently, the tire sensor unit can dispense with a battery, and it becomes unnecessary to replace a battery. Also, since it is unnecessary to attach a battery to the tire, the process for adjusting the weight balance of the tire can be conducted as easily as in the conventional art.
TIRE MONITORING SYSTEM
Technical Field This invention relates to a tire monitoring system for monitoring a tire condition of a car such as tire pressure, and more particularly a tire monitoring system in which electric power is fed from the car body to a tire sensor unit mounted on each tire in a non-contact manna.
Background Art Japanese Unexamined patent Publication No. H09-509488 discloses an active integrated circuit transponder and a sensor apparatus for sensing and transmitting car tire parameter data (tire pressure, tire temperature, number of tire rotations).
Specifically, the active integrated circuit transponder with on-board power supply is mounted in a car tire, and a pressure sensor, a temperature sensor and a tire rotation sensor are mounted on a substrate along with the integrated circuit traasponder chip, the power supply and an antenna. Upon receiving an interrogation signal from a -remote source, the transponder transmits an encoded radio frequeztcy signal containing the above-mentioned parameter data to the remote source.
Japanese Unexamined Patent Publication No. 2000-289418 discloses a power supply unit for a built-in type tire pressuxe sensor. Specifically, the tire pressure sensor is provided inside a car tire and a battery is secured to the outside of the_t~,re so that the battery can be directly detached and exchanged outside the car tire.
'I~e conventional tire sensor unit uses a battery as a power supply, and the battery needs to be replaced, It is possible to extend a period of battery replacement by employing a battery having a large capacity. However, if a large-site battery is attached to a tire, a laborious process becomes necessary to adjust the weight balance of the tire.
The present invention has been made to solve the above-mcntior~ed problem, and the object of the present invention is to provide a tire monitoring system which employs a tire sensor unit with no battery.
Disclosure of the Invention In order to solve the above-mentioned problem, according to the present invention, there is provided a tire monitoring system comprising a tire sensor unit which is mounted on each tire of a car to radio-transmit information of a tire condition, a receiving device which is provided in the car body to receive the information of the tire condition transmitted fxom the tire sensor unit, and a display device to display the tire condition based on the information of the tire condition received at the receiving device, and further comprising a non-contact type power supply portion which is provided in the car body to radio-transmit energy, and a non-contact type power receiving portion which is provided in the tire sensor unit to generate direct-current power by the energy tzansrnitted from the non-contact type power supply portion, wherein electric power necessary for activating the tire sensor unit is supplied from the non-contact type power receiving portion.
The radio-transmission of energy fmm the non-contact type power supply portion to the non-contact type power receiving portion may be conducted by electromagnetic induction or by microwaves.
In the tire monitoring system according to the present invention, electric.-...-power is fed from the car body to the tire sensor unit mounted on each tire in a non-contact manner. Consequently, the tire sensor unit can dispense with a battery, and it becomes unnecessary to replace a battery. ,Also, since it is unnecessary to attach a battery to the tire, the process for adjusting the weight balance of the tine can be conducted as easily as in the conventional art.
BRIEF D>:SCRIPTION OF THE DRAWINGS
FIG. 1 is an overall block diagram of a tire monitoring system according to the present invention;
FIG, 2 is a block diagram of a tire sensor unit;
FIG_ 3 is a view showing one example of a fozmat of radio transmission data;
FIG. 4 is a graph showing the relationship between Lire pressure anal tire internal lemperdture;
FIG. 5 is a block diagram showing one example of a non-contact type power supply portion and a non-contact type power receiving portion;
FIG. 6 is a block diagram showing another example of a non-contact type power supply portion and a non-contact type power receiving portion; and FIG. 7 is a diagram showing one example of a structure of the tire sensor unit.
Best Mode for Carrying Out the Invention Hereinafter, embodiments of the present invention will be described with reference to the attached drawings. FIG. 1 is an overall block diagram of a tixe monitoring system according to the present invention, and FIG. 2 is a block diagram of a tire sensor unit_ As shown in FIG. 1, a tire monitoring system 1 is comprised of tire sensor . .
units 10 (10a, lOb, lOc, and lOd), each being mounted on a respective tire 2 (wont right wheel 2a, a front left wheel 2b, a xear right wheel 2c, and a rear left wheel Zd) of a car, a receiving device 20 which is provided in the csr body, a display device 30 which is provided in the car body, and non-contact type power supply portions (40a, 40b, 40c, aid 40d), each being providtd in the car body and adjacent to the respective tire 2. The non-contact type power supply portion 40 is activated by electric power supplied from a battery of the car, and the non-contact type power supply portion 40 supplies electric power to the tire sensor unit 10 in a non-contact manner- The non-contact type power supply portion 40 may be provided in an area for mounting a wheel speed sensor which constructs an anti-lock braking system (ABS). Also, the z~on-contact type power supply portion 40 may be pzovided in a molding member or a trim member which serves for protection or anti-rusting of a Contact portion between an iruicr board and an outer board of a wheel arch flange portion. In the drawing, reference numeral 3 is a portable transmitter (i.e., a keyless entry signal transmitter) and reference nurrreral 4 is a door locking mechanism. The portable transmitter 3, the receiving device 20, and the door locking mechanism 4 form a keyless entry system for remote-controlling the locking and unlocking operation of a car door.
In the pzesent embodiment, the keyless entry system for remote-controlling the locking and unlocking operation of a door is shown as one exauiple, but the opening and closing operation of a trunk, opening and elosirag operation of a power window or the like can also be remote-controlled.
The receiving device 20 is provided with a receiving antenna 21, a receiving section 22 for amplifying and demodulating a high frequenry signal received at the antenna 21 to output data transmitted from each tire sensor unit 10 and the portable transmitter 3, and a decoding section 23 for decoding received data output from the receiving section 22.
The decoding section 23 first judges whether the received data is directed to a driver's own car based on the car idezttification information among the received data.
If the received data is directed to the driver's own car, the decoding Section 23 judges whether the received data is that transmitted from the portable transmitter 3 or that transmitted from the tire sensor unit 1D based on the signal classification identification information among the received data. When the received data is that for a keyless entry system such as door loeking/unlocking request data, the decoding section 23 supplies the data to the door locking mechanism a_ The door locking mechanism 4 performs the locking/unlocking operation of a door based on the door loeking/unlocking request data supplied from the receiving device Z0. When the received data is that transmitted from the tire sensor unit 10, the decoding section 23 supplies the received data to the display device 30.
The decoding section 23 may be constructed so as to supply the received data excluding the car identification information to the door locking mechanis~on 4 and the display device 30 in a case where the received data is directed to the driver's own car.
In this instance, the door locking mechanism 4 and the display device 30 judge whether the received data is that for the keyless entry system or that for the tire monitoring system.
,Alternatively, the receiving device 20 may be constructed of the antenna 21 and the receiving section 22 and supply the received data to the door locking mechanism 4 and the display device 30. In this instance, the door loclang mechanism 4 and the display device 30 have a decoding section to judge whether the received data is that for the driver's own car, or that for the keyless entry system or that for the tire monitoring system. The car identification information for the keyless entry system can be different from the car identification infornaation for the tire monitoring system. . , . , The display device 30 is provided with a tire abnormality judging section 31, a warning lamp 32, and a warning buzzer 33. The construction and operatiorirf the display device 30 will be described later.
,As shown in FIG. 2, the tire sensor unit 1D comprises an air pressure sensor 11, a temperature sensor 12, a transmission control section 13, a radio transmission section 14, an antenna for transmission 15, and a non-contact type power receiving portion 50. The non-contact type power receiving portion 50 generates direct-current power by energy transmitted from the non.-contact type power supply portion 40 shown in >~TG. 1, and the tire sensor unit 10 is activated by the direct-current power supplied from the non-contact type power supply portion 40.
The transmission control section 13 is provided with an A/D converter 13a, a transmission data generating section 13b, an identification information storage section 13c, a read/write control section 13d, and a serial communicating section 13e.
Reference numeral 13f is an input/output terminal group for serial data_ Output of the air pressure sensor 1,1 and output of the temperature sensor 12 are supplied to the A/D convener 13a to be converted to digital data (i.e., air pressure data, temperature data) by the A~/D converter 13a. The identification information storage section 13c is constructed using a nonvolatile memory or the like and stores the car identification information (car >D) and the tire identification information (tire ID) therein. Zt is possible to reset the car identification information (car ZD) and the tire identification information (tire m) stored in the identification information storage section 13c by supplying the read/write control section 13d with a write command, the car identification information (car 1D) and the tire identification information (tire ID) via the serial communicating section 13e. Also, it is possible to output the air pressure data and the temperature data to the outside via the serial communicating section 13e by supplying the read/write control section 13d with a sensor data read command via the serial communicating section 1,3e.
Accordingly, it is possible to check the operation of each sensor 11, 12 and the A/D
converter 13a by utilizing this sensor data reading function.
The transmission data generating section 13b starts the AID converting operation of the A/D converter 13a at predetermined time intervals to obtain the air pressure data and the temperature data and temporarily stores the obtained data.
The transmission data generating section 13b obtains the air pressure difference between the previously obtained air pressure data and the newly obtained air pressure data. The transmission data generating section 13b also obtains the temperature difference between the previously obtained tempcratuze data and the newly obtained temperature data. When the air pressure diffezeztce is higher than a predetermined pressure change allowance and the temperature difference is higher than a predetermined temperature change allowance, the transmissiozt data generating section 13b generates transmission data to be supplied to the radio transmission section 14.
The radio transmission section 14 generates a signal which is obtained by modulating a carrier wave of a predetermined carrier frequency with a predetermined modulating method based on the transmission data, and radio-transmits the signal from the aatenna 15. The frequency of the carrier wave and the modulating method thereof are the same as the portable transmitter (i.e. a keyless entry signal transmitter). In other words, the specification of radio signal of the keyless entry system aztd the specification of the radio signal of the tire monitoring system are provided in common- In this manner, it is possible to receive the information on the tire using the receiving device for the keyless entry system.
The transmission data comprises the car identification information (car 1D), the tire identification information (tire ID), the air pressure data, and the temperature data. The tare identification information (tine ID) includes the inforaoation for distinguishing among a fi~ont right wheel, a front left wheel, $ rear right wheel, and a rear lift wheel- The tire identification information (tire iD) can include the information on the type oaf tire, In the case where the transmission data of the keyless entry system is in the order of the preamble data, the frame synchronizing data, and the data to be transmitted, the transmission data generating section 13b generates the transmission data of the same data format as above. Further, the transmission data generating section 13b can generate the error check data such as the CRC (Cyclic Redundancy Check) data with respect to the data to be transmitted (i.e., the car identification infotrnation, the tire identification information, the air pressure data, and the temperature data), and the generated error check data ca~1 be added thereto.
By adding the error check data, the receiving device can check presence of an error in the receiving signal and correct the error, The transmission data generating section 13b can transmit the data (first time) via the radio ixansmission section 14, transz~ait the same data (second time) when the randomly set time has passed, and then transmit the same data again (third time) when the randomly set time has passed since the second time transmissiozt. In this manner, since the radio transmission timing from a plurality of tire sensor units 10 coincides with etch other, the receiving device can oorrcctly receive the data.
FIG. 3 is a view showing one example of a format of the radio transmission data. The portable transmitter 3 and the tire sensor unit 10 transmit the data of 40 bits in total. The first 16 bits of data show the car identification information (car ID), the next 8 bits of data show the signal classification, and the last 16 bits of data show the control information or the tire condition information. The data is distinguished into the signal for the keyless entry system or the signal for the tire monitoring system by the signal classificatxoz~. In the case of the signal for the tire monitoring system, the signal classiftcation becomes the tire identification information (tire ID), and with this tire identification information (tire 1D), a front right wheel, a front left wheel, a xear right wheel, and a rear left wheel are distinguished. In the signal for the keyless entry system, the upper 8 bits of ttie' control information show the door locking control information, while the lower 8 bits of the control information show the door unlocking control information. In the signal for the tire nuonitoring system, the upper 8 bits of the tire condition _ g _ information are the tire pressure data, while the lower 8 bits of the tire condition information are the tire internal temperature data.
The tire abnormiality judging section 31 within the display device 30 shown in FIG. 1 judges whether the tire is abnormal or not based on the tire identificatioxl information (tire ID), the air pressure data, and the temperature data supplied from the receiving device 20. If the tire was judged to be abnormal, the tire abnormality judging section 31 lights the warning lamp 32 and buzzes the warning buzzer 33 to inform that the tire abnormality was detected. The warning lamp 32 is provided with indicators 32a - 32d corresponding to each tire so as to visibly indicate which tire is abnormal.
FIG. 4 is a graph showing the relationship between the tire pressure and the tire internal temperature_ Usually, the tire pressure is about 2.0 Kg/cmz and the tire internal temperature is 50 °C - 60 °C. When the tire is punctured, the air pressure drops to 1.2 Kg/cmz - 0.8 Kg/cm' and the tire internal temperature goes up to 60 °C -70 °C. Accordingly, in the present embodiment, an air pressure drop detecting threshold value is set to 1.2 $.g/c~m2 and a temperature rise detecting threshold value is set to GO °C, respectively.
The tire abnormality judging section 31 lights the warning lamp 32 and buzzes the warning buzzer 33 at a point A when the tire pressure its lower than the air pressure drop detecting threshold value and the tire internal temperature is higher than the temperature rise detecting threshold value. In this manner, the tire abnormality judging section 31 can inform the driver and the like of the abnornnality of the tire. Since which tire is abnormal is displayed by the indicators 32a==~ ~32d, the tire which needs the inspection, repair, change or the like can be easily found.
The warning lamp 32 can be provided with an indicator for showing the air pressure drop and an indicator for showing the tire internal temperature rise.
In this instance, the tire abnormality judging section 31 can judge the air pressure drop and the tire internal temperature rise respectively and display the air pressure drop and the tire internal temperature rise independently. Further, a voice synthesizer can be provided in place of the warning buzzer 33 so that the abnormality o~ tire can be informed by a voice message saying for example "the air pressure of the right front wheel is decreasing".
In the present embodiment, it is shown that the information on the tire pressure and the tire internal temperature transmitted from the tire sensor unit 10 is received al the receiving device 20 and the tire abnormality is judged oa the car based on the received tire pressure and tire internal temperature. However, the tire abnormality judging section can be provided inside the tire sensor unit 10 to radio-transmit the tire abnormality detecting information in the cast where the tire is judged abnoxrnah FIG, 5 is a block diagram showing one example of the non-contact type power supply portion and the non-contact type power receiving portion. In the example shown in FIG. S, electric power is transmitted by electromagnetic induction.
The non-contact type power supply portion 4nA using electromagnetic induction comprises an ostillator 41 which generates a signal having a high Frequency of several 10 KHz - several 100 KHz, and an electric power amplifier 42 which amplifies I,he signal so as to activate a transmitting side coil (primary coil) 43. The non-contact type power receiving portion SOA using electromagnetic induction comprises a receiving side coil (secondary coil) 51 which is coupled to the .
tratasmitting side coil 43 by electromagnetic induction, a rectification section 52 which rectifies the alternating current induced by the receiving side coil 43 and-smoothes, and a voltage stabilizing section 53 which outputs voltage-stabilized direct current YDC based on the direct-cu~'ent electric power output from the rectification section 52_ The voltage-stabilized direct current VDC output from the voltage stabilizing section 53 is fed into each section (the air pressure sensor 11, the temperature sensor 12, the transmission control section 13, the radio transmission section 14) of the tirc sensor unit 10 shown in FIG. 2.
FIG. 6 is a block diagram showing another example of the non-contact type power supply portion and the non-contact type power receiving portion. In the example shown in FIG, 6, electric power is transmitted by zn~icrowaves. The non-contact type power supply portion 40B using microwaves comprises an oscillator 44 which generates a signal having a high frequency of several GHz (gigahert~), and au electric power transmitter 45 which amplifies the signal so as to transmit from a transmitting side antenna 46. The non-contact type power receiving portion 50B using microwaves comprises a receiving side antenna 54 which receives the micxowa~es transmitted from the transmitting side antenna 46, a detection and rectification section 55 which detects and rectifies the received miczowaves, and a voltage stabilizing section 56 which outputs voltage-stabilized direct current YDC
based on the direct-current electric power output from the detection and rcetificatxoz~
section 55. The voltage-stabilized direct current VDC output from the voltage stabilizing section 56 is fed into each section (the air pressure sensor 11, the temperature sensor 12, the transmission control section 13, the radio transmission section I4) of the tire sensor unit 10 shown in FIG. 2_ Incidentally, the non-contact type power supply portion 40B and the non-contact type power receiving portion SOB are comprised of a GaAs semiconductor.
FIG. 7 is a diagram showing one example of the structure of the tire sensor unit. In the tire sensor unit 10, a semiconductor pressure sensor chip 62 which constructs the air pressure sensor, a semiconductor temperature sensor c>aip 63~vhich constructs the temperature sensor, a single microcomputer chip 64 and the like axe ruounted on a sheet-like substrate 61 having flexibility (such as a flexible substrate).
Also, an antenna pattern for transmission 65 is formed on the substrate 61. In addition, the non-contact type power recei~ring portion 50 is provided on the substrate 61. Reference numeral 66 is a circuit for power supply which constructs the rectification section or the detection and rectification section, and the voltage stabilizing section. Reference numeral 67 is an energy receiving region in which the receiving side coil or the receiving side antenna is formed. By forming the tire sensor unit 10 on the sheet-like substrate 61 having flexibility, it is possible to install the tire sensor unit 10 in the tire or in the rubber of the tire, Yn a case where the tine sensor unit 10 is installed on the surface of the tire wheel; if a common adhesive is used, thixotropy caused by a plasticizes which is a component of the adhesive will be a problem. Specifically the surface of the wheel and the sheet-like substrate 61 will be corroded during the use of a long period of time, and thereby the sheet-like substrate 61 will be peeled from the surface of the tire wheel. Accordingly, an adhesive whose main component is a silyl group special polymer is used in the present invention.
Conventional adhesive:
rubber (butyl rubber) 20 weight %
resin (C9 petroleum resin) 10 weight %
plasticizes (petroleum CA fraction) 35 weight %
filler (talc) 35 weight %
reaction catalyst etc. 2 weight %
Adhesive used in the present invention silyl group Lerminal polymer (polypropylene oxide + dimethoxysilyl group) 57 weight % _ .
inorganic filler 40 weight %
reaction catalyst etc. 3 weight °lo Since the adhesive used in the present invention does not include a plasticizcr, the strong adhesion can be maintained for a long period of time, and the adhesion can be exerted on various kinds of metal and plastic. The inorganic filler content is preferably 35 - 45 weight % for imparting a sufficient structure to the adhesive.
The adhesive cannot exert sufficient adhesion without having a predetermined thiclmess. If the inorganic filler content is 35 weight % or less, there is a possibility that the adhesive will drop until it is cured and the adhesive will not be able to keep the predetermined thickness. If the inorganic filler content is 45 weight ~o or more, there is a possibility that the adhesive cannot be applied uni~orrnly.
The following is the strength of the adhesion (Kg/tm2) with respect to each material in the case where the rate of straining the adhesive is set to be 50 mm/min.
Metal:
aluminum 67 iron (SPCC-SB) 55 stainless steel 45 copper 46 Plastic:
polyphenylene oxide 51 66 nylon 52 polycarbonate 57 polystyrene 36 acrylic 48 -- .
rigid vinyl chloride 34 polyester 49 polyethylene terephthalate 21 phenol 54 polybutylene terephthalate 14 In the present embodiment, the information on the tire transmitted from the tire sensor unit lU is received at the single receiving device 20. However, each tire may be provided with a receiving device on the periphery thereof. In this instance, the zadio transmission section 14 of the tire sensor unit 10 may modulate electromagnetic induction radio waves by varying the load impedance of the receiving side coil 51 corresponding to the information to be transmitted, Also, the radio transmission section 14 of the tire sensor unit 10 may generate microwaves which is modulated corresponding to the information to be transmitted by varying the load impedance of the receiving side antenna 54 corresponding to the information to be transmitted.
Industrial Applicability As described above, is the tire monitoring system according to the present invention, electric power is fed from the car body to the tire sensor unit mounted on each tire in a non-contact manner. Consequently, the tire sensor unit can dispense with a battery, and it becomes unnecessary to replace a battery. Also, since it is unnecessary to attach a battery to the tire, the process for adjusting the weight balance of the tire can be conducted as easily as in the conventional art.
Claims (3)
1. A tire monitoring system comprising:
a tire sensor unit which is mounted on each tire of a car to radio-transmit information on tire pressure and tire temperature;
a receiving device which is provided in the car body to receive the information on the tire pressure and the tire temperature transmitted from the tire sensor unit, and a display device to display the tire condition based on the information received at the receiving device, and further comprising:
a non-contact type power supply portion which is provided in the car body to radio-transmit energy; and a non-contact type power receiving portion which is provided in the tire sensor unit to generate direct-current power by the energy transmitted from the non-contact type power supply portion, wherein electric power necessary for activating the tire sensor unit is supplied from the non-contact type power receiving portion, and wherein the display device is provided with a tire abnormality judging section, a warning lamp, and a warning boner, and the tire abnormality judging section judges the tire to be abnormal when the tire pressure and the tire internal temperature vary from a predetermined value and outputs to the warning lamp and the warning buzzer.
a tire sensor unit which is mounted on each tire of a car to radio-transmit information on tire pressure and tire temperature;
a receiving device which is provided in the car body to receive the information on the tire pressure and the tire temperature transmitted from the tire sensor unit, and a display device to display the tire condition based on the information received at the receiving device, and further comprising:
a non-contact type power supply portion which is provided in the car body to radio-transmit energy; and a non-contact type power receiving portion which is provided in the tire sensor unit to generate direct-current power by the energy transmitted from the non-contact type power supply portion, wherein electric power necessary for activating the tire sensor unit is supplied from the non-contact type power receiving portion, and wherein the display device is provided with a tire abnormality judging section, a warning lamp, and a warning boner, and the tire abnormality judging section judges the tire to be abnormal when the tire pressure and the tire internal temperature vary from a predetermined value and outputs to the warning lamp and the warning buzzer.
2. The tire sensor unit according to claim 1, wherein the radio-transmission of energy from the non-contact type power supply portion to the non-contact type power receiving portion is conducted by electromagnetic induction.
3. The tire sensor unit according to claim 1, wherein the radio-transmission of energy from the non-contact type power supply portion to the non-contact type power receiving portion is conducted by microwaves.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001351954A JP2003151063A (en) | 2001-11-16 | 2001-11-16 | Tire monitoring system |
| JP2001-351954 | 2001-11-16 | ||
| PCT/JP2002/011885 WO2003042948A1 (en) | 2001-11-16 | 2002-11-14 | Tire monitoring system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2467375A1 true CA2467375A1 (en) | 2003-05-22 |
Family
ID=19164193
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002467375A Abandoned CA2467375A1 (en) | 2001-11-16 | 2002-11-14 | Tire monitoring system |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US20050231346A1 (en) |
| JP (1) | JP2003151063A (en) |
| CA (1) | CA2467375A1 (en) |
| WO (1) | WO2003042948A1 (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4963006B2 (en) | 2002-09-09 | 2012-06-27 | Ｎｔｎ株式会社 | Wireless sensor system and wheel bearing device with wireless sensor |
| WO2005024750A1 (en) | 2003-08-29 | 2005-03-17 | Ntn Corporation | Wireless sensor system, and bearing apparatus with wireless sensor |
| JP2005092704A (en) | 2003-09-19 | 2005-04-07 | Ntn Corp | Wireless sensor system and bearing device with wireless sensor |
| WO2005029436A1 (en) * | 2003-09-19 | 2005-03-31 | Ntn Corporation | Wireless sensor system and wireless sensor-equipped bearing device |
| JP4726037B2 (en) * | 2004-01-20 | 2011-07-20 | オムロンオートモーティブエレクトロニクス株式会社 | Transponder start control method and tire condition monitoring system interrogator |
| DE102004004292A1 (en) * | 2004-01-28 | 2005-09-08 | Siemens Ag | Arrangement and method for bidirectionally transmitting signals in a motor vehicle |
| JP4479727B2 (en) | 2004-10-01 | 2010-06-09 | 株式会社村田製作所 | Tire pressure monitoring device |
| FI118838B (en) * | 2005-06-28 | 2008-03-31 | Kimmo Eino Eljas Jokelainen | Generating power for wireless measuring or monitoring systems for moving objects |
| JP4561500B2 (en) * | 2005-06-30 | 2010-10-13 | 株式会社日立製作所 | Wireless strain measurement system |
| KR101946001B1 (en) * | 2012-10-26 | 2019-06-11 | 삼성전자주식회사 | Tire pressure monitoring system |
| KR101491346B1 (en) | 2013-11-13 | 2015-02-06 | 한국타이어 주식회사 | Device for Maintaining Air Pressure of a Tire using Wireless Power Device and Method for Controlling the same |
| JP6707866B2 (en) * | 2015-12-04 | 2020-06-10 | 日本精工株式会社 | Rolling bearing unit for wheel support |
| KR101713238B1 (en) * | 2016-05-16 | 2017-03-07 | 넥센타이어 주식회사 | Tire monitoring device and vehicle comprising the same |
| JP6922490B2 (en) * | 2017-07-07 | 2021-08-18 | いすゞ自動車株式会社 | Control and tire monitoring system |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08136383A (en) * | 1994-11-15 | 1996-05-31 | Yuhshin Co Ltd | Apparatus for detecting pressure |
| JPH095178A (en) * | 1995-06-22 | 1997-01-10 | Hitachi Ltd | Torque detection system |
| US6416869B1 (en) * | 1999-07-19 | 2002-07-09 | University Of Cincinnati | Silane coatings for bonding rubber to metals |
-
2001
- 2001-11-16 JP JP2001351954A patent/JP2003151063A/en not_active Withdrawn
-
2002
- 2002-11-14 WO PCT/JP2002/011885 patent/WO2003042948A1/en active Application Filing
- 2002-11-14 US US10/495,706 patent/US20050231346A1/en not_active Abandoned
- 2002-11-14 CA CA002467375A patent/CA2467375A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| JP2003151063A (en) | 2003-05-23 |
| US20050231346A1 (en) | 2005-10-20 |
| WO2003042948A1 (en) | 2003-05-22 |
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Legal Events
| Date | Code | Title | Description |
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| FZDE | Discontinued | ||
| FZDE | Discontinued |
Effective date: 20081114 |