AU2006200666A1 - Tyre condition monitoring system - Google Patents
Tyre condition monitoring system Download PDFInfo
- Publication number
- AU2006200666A1 AU2006200666A1 AU2006200666A AU2006200666A AU2006200666A1 AU 2006200666 A1 AU2006200666 A1 AU 2006200666A1 AU 2006200666 A AU2006200666 A AU 2006200666A AU 2006200666 A AU2006200666 A AU 2006200666A AU 2006200666 A1 AU2006200666 A1 AU 2006200666A1
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- AU
- Australia
- Prior art keywords
- tyre
- vehicle
- transceiver
- sensor
- monitoring system
- 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.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/02—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
Description
AUSTRALIA
Patents Act 1990 Australian Arrow Pty Ltd COMPLETE SPECIFICATION Invention Title.
Tyre condition monitoring system The invention is described in the following statement: Tyre Condition Monitoring System Field of the Invention This invention relates to a tyre condition monitoring system for a tyred vehicle and relates particularly to such a system utilising wireless communication.
It is highly desirable to monitor the condition of pneumatic tyres on many vehicles, particularly motor vehicles, aircraft, transport vehicles and the like. Tyre monitoring is particularly desirable on passenger transport vehicles as well as goods vehicles and private transport. The parameters that are desirable to monitor include the tyre temperature, internal pressure and, in some instances, tyre tread wear and rotation.
Background of the Invention It is known to provide sensors associated with a vehicle tyre to monitor certain parameters including those mentioned above. However, difficulty has been experienced in effectively, accurately and reliably communicating the information from the sensors to a data receiver.
Generally, the purpose of a tyre monitoring system is to inform and/or alert the vehicle operator or the vehicle systems about the properties of the tyre. The primary intent is to warn of a potential danger which may arise due to under or over inflation, high temperature and excessive wear. Such parameters are a safety issue particularly in relation to passenger transport vehicles. In some cases, the information may be used by a vehicle operator to enhance the vehicle performance, such as in a competition environment. Where tyre monitoring systems are used for normal passenger vehicles, the information may be used to forewarn of possible tyre damage resulting from incorrect inflation pressure, high temperature resulting from abnormal vehicle performance or the like. The information may also be used by vehicle manufacturers or tyre suppliers to monitor the vehicle or tyre performance leading to improvements in vehicle and/or tyre development. The information may also be used for vehicle servicing purposes and in-field data collation.
Tyre monitoring systems previously proposed include systems that employ technologies involving the use of a contactless communications system to convey information, such as temperature and pressure, from the tyre sensors to the vehicle. In one form of a proposed system, the communication is achieved using an electromagnetic coupling which utilizes two coils operating at a close range, with one coil attached to the vehicle and the other attached to the vehicle wheel containing a tyre sensor. Typically, a low frequency (LF) communication protocol is used whereby power and communication is transferred across the air gap between the two coils via magnetic coupling. This technology enables the vehicle to communicate with the respective wheel at any time, and the wheel sensor does not require a local power source. However, difficulties can arise with such systems in maintaining the appropriate air gap to provide consistent, reliable signal exchange.
Another proposed form of tyre monitoring system uses radio frequency technology which relies on the use of, generally, an ultra high frequency (UHF) transmitter associated with the tyre, and a receiver located on the vehicle. Inherent problems with such a system, however, include the power consumption of the tyre transmitter, the reliance on a local power source (battery) for such a transmitter, and the difficulty of determining which wheel is transmitting information at any given time.
However, a tyre monitoring system using radio based technology is able to provide a low cost system both in terms of manufacturing and installation.
It is therefore desirable to provide an improved tyre monitoring system which obviates at least some of the disadvantages of previously proposed systems.
It is also desirable to provide a tyre monitoring system using radio frequency technology which enhances the functionality of the system.
It is also desirable to provide a tyre monitoring system which is relatively economical in terms of manufacture and installation and which is easy to maintain.
It is also desirable to provide a tyre monitoring system which is able to monitor operating parameters for each vehicle tyre, and correctly differentiate between all tyres and their respective location on the vehicle.
It is also desirable to provide a tyre monitoring system for a tyred vehicle which is reliable without the need for constant servicing for long term operation.
Summary of the Invention In accordance with one aspect of the invention there is provided a tyre monitoring system to monitor one or more operating parameters of a pneumatic tyre of a vehicle, including tyre inflation pressure and tyre temperature, for a plurality of tyres on a vehicle, said system including: one or more sensors associated with each monitored tyre to monitor each selected parameter to be monitored, a sensor transceiver associated with sensor(s) of each monitored tyre, and at least one vehicle transceiver, whereby data signals transmitted from each sensor transceiver are received by the vehicle transceiver, and identifying means to identify a sensor transceiver from which data signals are transmitted.
Preferably, the transceivers communicate using ultra high frequency transmissions, more preferably at 2.4 GHz. Such transmission frequency facilitates high data rates, such as one million bits per second. The high data rates reduce the time required for both the transmitter and receiver to be active thus ensuring that minimum power is used by the sensor transceivers to receive and transmit communication signals.
In one preferred form of the invention, a single vehicle transceiver is used, and each tyre sensor location is determined by utilising transmissions from multiple tyre sensors. With this arrangement, multiple tyre sensor transceivers may transmit signals at predefined intervals thereby enabling time-based calculations to determine the location of each sensor transceiver.
In a modification, a tyre sensor transceiver may relay communication signals received from another tyre sensor transceiver, and/or to direct communications synchronisation. Thus, the tyre sensor transceivers are utilised in a manner so that the transmitted signals are capable of being used to map the location of each transceiver.
In another preferred form of the invention, a plurality of vehicle transceivers, or transceiver antennae, are mounted at spaced locations in the vehicle thereby facilitating triangulation, or some other form of physical signal separation, to determine the location of each sensor transceiver.
In one particular embodiment, multiple UHF transceivers are located in the vehicle to determine the tyre sensor transceiver position, relative to the vehicle. By using multiple transceivers on the vehicle, forming a relative positional reference, signals transmitted from each sensor transceiver are able to be plotted. With the use of a series of transmissions, the relative position of an individual sensor transceiver may be determined. This may be achieved in preferred embodiments by simultaneously transmitting from two or more vehicle transmitters or two or more vehicle transceiver antennae to create regions of interference and regions of signal domination for the intended sensor transceiver.
By varying and coordinating the transmissions from the vehicle transceivers or antennae, the tyre sensor transceivers will reject one or more of these transmissions.
Thus, if two different transmissions are made and the tyre sensor transceiver is very close to one of the transmitting vehicle transceivers or antennae, the tyre sensor transceiver will likely reject the weaker signal in favour of the stronger signal.
However, if the received signal strength from both transmissions is approximately equal, a region of interference is caused and the relevant tyre sensor transceivers will be unable to decode either transmission, thereby indicating that the tyre sensor transceiver is at approximately equal distance from the vehicle transceivers or antennae. The tyre sensor transceiver may subsequently report back to the vehicle which of the vehicle transceivers or antennae was dominant for each transmission received.
In other embodiments of the invention, the vehicle transceiver may transmit a series of data packets from one or more transceivers or antennae to successively determine the position of the respective tyre sensor transceivers, relative to the vehicle.
This transmission series may involve using different vehicle transceivers, including the tyre sensor transceivers, using different antennae, using different transmission properties, such as varying the channel within the frequency range, varying the power level, data rate and packet length. The transmission series may successively create different regions of interference of signal domination to determine the tyre sensor transceiver positions.
Embodiments of the invention, therefore, may use the known relative position of each of the vehicle transceivers or antennae to determine the relative positions of each of the tyre sensor transceivers through a series of simultaneous or sequential communications.
Other embodiments of the invention may be developed with forms thereof having tyre sensor transceivers transmitting signals on a regular, predetermined, periodic basis. In addition, the tyre sensor transceivers may be required to immediately transmit signals to inform of any measured parameter that falls outside a predetermined range. Generally, the tyre sensor transceiver will transmit a coded signal, and then listen for a response from the vehicle, preferably for a predetermined period. This sequence of transmission and listening may occur with every transmission or at other defined intervals. The vehicle transceiver may respond to a transmission received from a tyre sensor transceiver and may provide additional operating instructions such as, but not limited to, providing requests to an individual tyre sensor transceiver, or to all tyre sensor transceivers, to remain in a receiving mode. Other additional instructions may include providing a timing reference for future synchronised communications, providing requests for additional information, and providing a request for a response containing certain predetermined transmission conditions. Typically, the tyre sensor transceiver of each tyre will transmit the tyre inflation pressure, the temperature, battery voltage/capacity, and other parameter information including tyre wear and wheel rotation.
It is a feature of some embodiments of the present invention that a relatively lower power consumption for the tyre sensor transceivers is achieved by utilising radio frequencies in the UHF region and above, where high data rates are possible. Thus, using UHF in the range of 2.4 GHz facilitates high data rates, such as 1 million bits per second, which reduces the time required for both the transmitter and receiver to be active.
A strategy for low power operation may involves the vehicle specifying timing references to synchronise and control the tyre sensor's transceiver reporting frequency, relative to the other sensor transceivers or other vehicle systems. This ability reduces the possibility of signals overlapping and facilitates transmissions on scheduled times for when the vehicle receiver must be active to receive transmissions. This approach allows for the optimised lower power modes of operation for the sensor transceivers thereby conserving the battery power used therein.
Additional low power consumption strategies for the tyre sensor transceivers may involve the use of movement sensors and/or activity profiles. A movement sensor can detect if the wheel is in motion, its rotational speed, or general vehicle movement, and can inhibit signal transmissions when there is no detected motion. However, if the vehicle engine is operating and/or passengers are in the vehicle the signal transmission may be enabled as in a normal operating mode or in a modified mode.
An activity profile may also be used to reduce the frequency of tyre sensor transceiver signal transmissions during periods when information is not required. Thus, the transceivers may be programmed not to exchange signals when the engine is turned off and the vehicle is vacated, and/or immobilised.
In addition, the tyre sensor transceivers may be instructed to only transmit when the tyre conditions meet a given criteria, such as a tyre pressure below a predetermined threshold, a detected pressure change or a detected temperature.
A further example of a low power mode may be when the vehicle is left secured, the engine is off and there is no relative wheel movement. In this condition, the vehicle transceivers will instruct the tyre sensor transceivers to operate in a very low power mode in which the receivers of the tyre sensor transceiver are enabled periodically but the tyre sensor transceivers will no longer transmit or make frequent measurements of the tyre parameters. The vehicle transceivers may communicate during this period to alter the tyre sensor transceiver mode, such as when a vehicle activity occurs such as unlocking of the vehicle doors or the like. These types of features are enabled by the use of the bi-directional, UHF communication strategy.
In order that the invention is more readily understood, embodiments thereof will now be described with reference to the accompanying drawings.
Description of the Drawings Figure 1 is a schematic illustration of a passenger vehicle that incorporates one embodiment of the invention, Figure 2 is a plan view of the vehicle of Figure 1 illustrating signal transmissions according to another embodiment, Figure 3 is a functional block diagram illustrating the functional operation of the second embodiment, and Figure 4 illustrates the transceiver modules of the embodiments of Figures 1 to 3.
Description of the Preferred Embodiments Although the illustrated embodiments are of a system installed in a standard motor vehicle, it will be appreciated that the invention is applicable to transport vehicles of all types, including multi-axle vehicles, busses, trucks, aircraft and any other form of pneumatic tyred vehicle.
The vehicle illustrated in Figures 1 and 2, in common with most current vehicles, has an on board vehicle engine control unit (ECU) that is designed to detect malfunction or deterioration in a vehicle performance. Most ECUs transmit status and diagnostic information over a shared bus in the vehicle which functions as a vehicle onboard computer network.
The vehicle is provided with a plurality of processors which enable the ECU and other vehicle electronic control modules (ECM) and power control modules (PCM) to function. In the illustrated embodiments of the present invention, the tyre condition monitoring system is designed to work in conjunction with the other on board monitoring systems.
A base controller 14, which may incorporate the ECU, the ECM and the PCM, may also incorporate or control one or a plurality of vehicle transceivers 22 which provide RF communications with vehicle tyre sensor transceivers 15 associated with each pneumatic tyre 20 of the vehicle, preferably including any spare tyre 20a. The vehicle tyre sensor transceivers 15, which are generally known in the art and are shown illustratively in Figure 4, include a processing unit, or CPU, 26, an RF transceiver powered by a battery power source 27, and sensor inputs 28. The tyre sensor transceivers 15 are mounted within the respective tyre, attached to the tyre wheel rim.
Each tyre sensor transceiver 15 receives inputs from one or more sensors 21 associated with the respective vehicle tyre 20 to measure, in particular, inflation pressure and tyre temperature, and possibly other parameters such as tread wear and wheel rotation.
Information from the sensors 20 which may include battery voltage/capacity is conveyed to the respective sensor transceivers 15 from where the information is transmitted by UHF radio signals, preferably operating in the range of about 2.4 GHz, to transmit the received data to the one or more vehicle transceivers 22. The vehicle transceivers 22 are also schematically shown in Figure 4.
The or each vehicle transceiver 22 has one or more antennae 23 located at multiple reference points around the vehicle. In the embodiment of Figure 1, one antenna 23a is located in the left rear mirror 17, a second antenna 23b is located in the right rear mirror 18 and a third antenna 23c is located at the rear of the vehicle, preferably centrally on the parcel shelf or central rear brake light fitting 19.
In the embodiment of Figure 2, two vehicle transceivers 22 are mounted in the vehicle 12, one 22a being located behind the vehicle dash board and the other 22b being located in the boot area. The two transceivers communicate through the shared bus in the vehicle.
During normal vehicle operation, the tyre sensor transceivers 15 receives data from the associated tyre sensors 21 and the vehicle 12, and periodically transmits the data using UHF of about 2.4 GHz at a data transfer rate up to, for example, one million bits per second. Thus, the data is transmitted over a relatively short time frame to minimise power consumption during transmission periods.
As shown in Figure 3, the transmitted data signals from the tyre sensor transceivers 15 are received by one or more of the vehicle transceiver antennae 23 or, in the case of a plurality of vehicle transceivers, by the relative transceivers 22. The strength of the received signal at each of the spaced receiver locations enables the vehicle to determine which of the five tyre sensor transceivers 15 has transmitted the signal. Thus, the individual transmitters 15 are able to be identified. The data signals themselves contain information relating to the parameters associated with the individual sensors 21. If any of the signals indicates a parameter outside predefined ranges, an audio and visual indication is actuated, the visual indication appearing on the vehicle dash board 24.
In one form of the invention, the tyre sensor transceivers 15 transmits data only on receipt of a control signal from the or one of the vehicle transceivers 22, or transceiver antennae 23. By using a series of transmissions, the relative position of the transmitting tyre sensor transceiver 15 may be determined. By simultaneously transmitting from two or more vehicle transceivers 22 or antennae 23, regions of interference and regions of signal domination for the intended tyre sensor transceiver 15 are created. By varying and coordinating the vehicle transceiver transmissions, the tyre sensor transceivers 15 will reject one or more of these transmissions. The appropriate tyre sensor transceiver 15 may subsequently then report back to the vehicle which of the transmitter communications was dominant for each transmission received.
In one form, the vehicle may transmit a series of packets from one or more of the vehicle transceivers 22 or transceiver antennae 23. This series of data packets successively determines the position of the appropriate tyre sensor transceivers relative to the vehicle to thereby identify each individual tyre sensor transceiver Varying the channel, the transmitting power level, and data rate packet length provide additional means for correctly identifying each of the tyre sensor transceivers thereby determining an unknown relative position of the tyre sensor transceiver 15 even when vehicle wheels may be swapped and identifying codes may be changed.
In the embodiment illustrated in figure 1, one implementation for a tyre monitoring system is shown which uses unique vehicle transceivers 22 and a unique tyre sensor transceiver for each tyre 20. The vehicle transceiver antennae 23 form fixed references for range determination as illustrated, with antennae in the left rear mirror 17, one in the right rear mirror 18 and the third in the centre of the rear parcel shelf, or equivalent, 19. This transceiver triangle forms the basis for determining the two dimensional position of the tyre sensor transceivers 15. Additional transceivers in the vehicle may be used to increase accuracy and detect a third measurable dimension. If the vehicle wheels are interchanged on the vehicle 12, the system will be capable of detecting that each of the unique tyre sensors has moved. Therefore, the user and vehicle systems can be provided with information relative to each tyre location on the vehicle at any time. The tyre monitoring system may also auto-detect a missing wheel, and auto-detect and adopt a replacement wheel sensor 21. This auto-detection process includes a criteria for adoption, which may involve position detection and comparison of wheel motion and the like.
It will be appreciated that the embodiments of the invention may result in substantially lower power consumption for vehicle tyre sensor transceivers 15 thereby ensuring an increased battery life. Manufacturing. costs are minimised as well as minimising installation costs. A main advantage, however, is that with the system of the invention, it is possible to determine the location of each tyre sensor relative to the vehicle.
In addition, given that the vehicle in accordance with preferred embodiments of the invention has a high data rate, bi-directional wireless transceiver, wireless diagnostics and passive keyless entry systems are easily integrated.
Claims (36)
1. A tyre monitoring system to monitor one or more operating parameters of a pneumatic tyre of a vehicle, including tyre inflation pressure and tyre temperature, for a plurality oftyres on a vehicle, said system including: one or more sensors associated with each monitored tyre to monitor each selected parameter to be monitored, a sensor transceiver associated with sensor(s) of each monitored tyre, and at least one vehicle transceiver, whereby data signals transmitted from each sensor transceiver are received by the vehicle transceiver, and identifying means to identify a sensor transceiver from which data signals are transmitted.
2. A tyre monitoring system according to claim 1 wherein the transmitted data signals are transmitted using ultra high frequency transmissions.
3 A tyre monitoring system according to claim 1 or 2 wherein a single vehicle transceiver is used, and each tyre sensor transceiver location is determined by utilising transmissions from multiple tyre sensor transceivers.
4. A tyre monitoring system according to claim 3 wherein multiple tyre sensor transceivers transmit data signals at predefined intervals thereby enabling time- based calculations to identify the location of each sensor transceiver.
A tyre monitoring system according to any one of claims 1 to 4 wherein one tyre sensor transceiver relays communicated data signals received from another tyre sensor transceiver.
6. A tyre monitoring system according to any one of claims 1 to 4 wherein one tyre sensor transceiver is used to direct communications synchronisation
7. A tyre monitoring system according to any one of claims 1 to 6 wherein each sensor transceiver transmits data signals on a regular, predetermined, periodic basis.
8. A tyre monitoring system according to claim 1 wherein a plurality of vehicle transceivers, or transceiver antennae, are mounted at spaced locations in the vehicle thereby facilitating triangulation, or another form of physical data signal separation, to determine the relative location of each sensor transceiver.
9. A tyre monitoring system according to any one of claims 1 to 5 wherein the vehicle transceiver transmits control signals to each sensor transceiver to initiate transmission of the data signals.
A tyre monitoring system according to claim 9 wherein the control signals are varied and coordinated whereby selected tyre sensor transceivers will reject one or more of these transmissions.
11. A tyre monitoring system according to claim 9 wherein the control signals are simultaneously transmitted from two or more vehicle transceivers or two or more vehicle transceiver antennae to create regions of interference and regions of signal domination for an intended sensor transceiver.
12. A tyre monitoring system according to claim 11 wherein a tyre sensor transceiver will subsequently report back to the vehicle transceiver which of the vehicle transceiver's control transmissions was dominant for each control transmission received.
13. A tyre monitoring system according to claim 1 wherein the vehicle transceiver transmits a series of control data packets from one or more transceivers or antennae to successively determine the relative position of respective tyre sensor transceivers.
14. A tyre monitoring system according to claim 13 wherein the transmission of a series of control data packets uses different vehicle transceivers and tyre sensor transceivers, and uses different transmission properties, including varying the channel within the frequency range, varying the power level, data rate and packet length.
A tyre monitoring system according to claim 14 wherein the transmission series create regions of interference of signal domination to determine the tyre sensor transceiver positions.
16. A tyre monitoring system according to any one of claims 1 to 15 wherein each sensor transceiver transmits data signals immediately to inform of any measured parameter that falls outside a predetermined range.
17. A tyre monitoring system according to claim 1 wherein each tyre sensor transceiver transmits a coded signal, and then listens for a predetermined period for a response from the vehicle.
18. A tyre monitoring system according to claim 17 wherein the sequence of transmission and listen occurs either with every transmission or at other defined intervals.
19. A tyre monitoring system according to claim 17 or 18 wherein the vehicle transceiver respond to a coded signal transmission received from a tyre sensor transceiver and provides one or more operating instructions including providing requests to an individual tyre sensor transceiver, or to all tyre sensor transceivers, to remain in a receiving mode, providing a timing reference for future synchronised communications, providing requests for additional information, and providing a request for a response containing certain predetermined transmission conditions.
A tyre monitoring system according to claim 17 wherein the tyre sensor transceiver of each tyre will transmit the tyre inflation pressure, the tyre temperature, battery voltage/capacity, and selected other parameter information including tyre wear and wheel rotation.
21. A tyre monitoring system according to claim 17 wherein a movement sensor is associated with the vehicle to detect when a wheel is in motion, the rotational speed, or general vehicle movement, the movement sensor acting to inhibit signal transmissions when there is no detected motion.
22. A tyre monitoring system according to claim 21 wherein the movement sensor is inoperative if a vehicle engine is operating and/or passengers are in the vehicle.
23. A tyre monitoring system according to claim 17 wherein an activity profile is used to reduce or stop the frequency of tyre sensor transceiver data signal transmissions during periods when information is not required, including when an engine ignition system is turned off and the vehicle is vacated.
24. A tyre monitoring system according to claim 23 wherein the tyre sensor transceivers are instructed to only transmit when the tyre conditions meet a given criteria, including a predetermined low pressure threshold, a detected pressure change or a detected temperature threshold.
A tyre monitoring system according to claim 24 wherein the activity profile determines when the vehicle is left secured, the engine is off, the vehicle is vacated, and there is no relative wheel movement, and the vehicle transceiver(s) will instruct the tyre sensor transceiver(s) to operate in a very low power mode in which the receivers of the tyre sensor transceiver(s) are enabled periodically but the tyre sensor transceivers will no longer transmit or make frequent measurements of the tyre parameters.
26. A tyre monitoring system to monitor operating parameters of a plurality of vehicle pneumatic tyres, said system including: one or more sensors associated with each monitored tyre to monitor parameters selected from tyre inflation pressure, tyre temperature, rotation, tyre tread wear, and rotational speed, a sensor transceiver associated with sensor(s) of each monitored tyre, and at least one vehicle transceiver, whereby data signals transmitted from each sensor transceiver are received by the vehicle transceiver, said data signals communication information concerning the monitored parameters, identifying means to identify a sensor transceiver from which data signals are transmitted, and audio and/or visual means actuated in response to received data signals to alert a vehicle operator to predetermined tyre operating criteria.
27. A tyre monitoring system according to claim 26 wherein the transmitted data signals are transmitted using ultra high frequency transmissions.
28. A tyre monitoring system according to claim 26 or claim 27 wherein each tyre sensor transceiver location is determined by utilising transmissions from multiple tyre sensor transceivers
29. A tyre monitoring system according to any one of claims 26 to 28 wherein multiple tyre sensor transceivers transmit data signals at predefined intervals.
A tyre monitoring system according to any one of claims 26 to 28 wherein the vehicle transceiver transmits control signals to each sensor transceiver to initiate transmission of the data signals.
31. A tyre monitoring system according to claim 30 wherein the control signals are varied and coordinated whereby selected tyre sensor transceivers will reject one or more of these transmissions, and wherein a tyre sensor transceiver will subsequently report back to the vehicle transceiver which of the vehicle transceiver's control transmissions was dominant for each control transmission received.
32. A tyre monitoring system according to claim 30 wherein the control signals are simultaneously transmitted from two or more vehicle transceivers or two or more vehicle transceiver antennae to create regions of interference and regions of signal domination for an intended sensor transceiver.
33. A tyre monitoring system according to claim 32 wherein a tyre sensor transceiver will subsequently report back to the vehicle transceiver which of the vehicle transceiver's control transmissions was dominant for each control transmission received.
34. A tyre monitoring system according to any one of claims 26 to 33 wherein each sensor transceiver is powered by a battery and the transmitted data signals include battery voltage/capacity data.
A tyre monitoring system according to claim 26 wherein each tyre sensor transceiver transmits a coded signal, and then listens for a predetermined period for a response from the vehicle, and wherein the sequence of transmission and listening occurs either with every transmission or at other defined intervals.
36. A tyre monitoring system according to any one of claims 26 to 35 wherein the transmission of data signals ceases when the vehicle is stationary, vacated and immobilised. Dated this seventeenth day of February 2006 Australian Arrow Pty Ltd Patent Attorneys for the Applicant: F B RICE CO
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2006200666A AU2006200666A1 (en) | 2005-02-17 | 2006-02-17 | Tyre condition monitoring system |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2005900745 | 2005-02-17 | ||
| AU2005900745A AU2005900745A0 (en) | 2005-02-17 | Tyre condition monitoring system | |
| AU2006200666A AU2006200666A1 (en) | 2005-02-17 | 2006-02-17 | Tyre condition monitoring system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| AU2006200666A1 true AU2006200666A1 (en) | 2006-08-31 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2006200666A Abandoned AU2006200666A1 (en) | 2005-02-17 | 2006-02-17 | Tyre condition monitoring system |
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| Country | Link |
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| AU (1) | AU2006200666A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109203878A (en) * | 2018-11-12 | 2019-01-15 | 深圳市道通科技股份有限公司 | A kind of tire pressure monitoring system receiver, tire pressure monitoring system |
-
2006
- 2006-02-17 AU AU2006200666A patent/AU2006200666A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109203878A (en) * | 2018-11-12 | 2019-01-15 | 深圳市道通科技股份有限公司 | A kind of tire pressure monitoring system receiver, tire pressure monitoring system |
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Legal Events
| Date | Code | Title | Description |
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| MK1 | Application lapsed section 142(2)(a) - no request for examination in relevant period |