Tire information communication system
a technology of information communication and transmission system, applied in vehicle tyre testing, roads, instruments, etc., can solve the problems of unstable communication performed by the system, affecting the safety of the system, and the communication sensitivity of the above-described conventional system is extremely low, so as to achieve cost reduction and cost reduction
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example 1
[0052]Example 1 having the same arrangement as the system 10 of the first embodiment was produced. Prior product 1 of a tire information communication system with a loop antenna was also produced. Experiments 1 to 4 were conducted regarding example 1 and prior product 1.
[0053]FIG. 15 shows an appearance of the vehicle 11 employed in the experiments. The shown vehicle 11 had a minimum space of about 200 mm between the vehicle body 12 and the ground. Each tire 15 mounted on the vehicle 11 was an ordinary tire embedded with a reinforcing metal net 15B. The relay discharge sheet 34 employed in example 1 was 100×100 mm square and was affixed to the inner surface of the tire 15.
Method of Experiment 1:
[0054]The tire-pressure detector 30 of example 1 was mounted on the left front wheel 13 of the vehicle 11. The patch antenna 22 for the tire monitor 50 was disposed on the underside of the chassis 12A. Signals were transmitted from the tire-pressure detector 30 to the tire monitor 50. In this...
experiment 1
Result of
[0055]Graph G1 in FIG. 12A shows the experimental results of example 1, whereas graph G2 of FIG. 12B shows an experimental result of conventional product 1. As obvious from graph G2, the propagation rate R of conventional product 1 was not more than −80 dB on an average, or more specifically, the rate of power received at the receiving side with respect to power P1 delivered from the transmission side was 1 / 108 in the range of overall measured frequency. However, example 1 had a higher propagation rate in the overall frequency range than conventional product 1. In particular, propagation rate R was not less than −50 dB in a frequency range from 40 to 100 MHz or not less than 1 / 105. Thus, the experiment proves that the propagation rate is higher in example 1 than in conventional product 1 and further that communication can be realized with smaller power consumption.
[0056]The receiver sensitivity was higher in the frequency range of carrier wave from 40 to 100 MHz as describe...
experiment 2
Result of
[0059]Graph RL of FIG. 13A shows an experimental result of the case where the patch antenna was disposed beneath the left rear seat, whereas graph RR of FIG. 13B shows an experimental result of the case where the patch antenna was disposed beneath the right rear seat. As obvious from comparison between the graphs RL and RR, a large difference in the propagation rate R does not result from the difference in positions of patch antennas 22.
Method of Experiment 3:
[0060]The tire-pressure detector 30 of example 1 was mounted on the wheel 13. The wheel 13 was then rotated so that the changes in propagation rate R relative to the frequency were graphed in the same procedure as in the experiment 2.
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