CA2607464A1 - Integration of direct pressure measurement capability in a tool to monitor on-board tire pressure monitoring systems - Google Patents
Integration of direct pressure measurement capability in a tool to monitor on-board tire pressure monitoring systems Download PDFInfo
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- CA2607464A1 CA2607464A1 CA 2607464 CA2607464A CA2607464A1 CA 2607464 A1 CA2607464 A1 CA 2607464A1 CA 2607464 CA2607464 CA 2607464 CA 2607464 A CA2607464 A CA 2607464A CA 2607464 A1 CA2607464 A1 CA 2607464A1
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Abstract
A tire pressure monitoring tool includes an antenna for transmitting a triggering signal to an internal tire sensor, and for receiving a reporting signal from an internal tire sensor; an external tire sensor; a processor; a memory with stored programming; and a communication device.
Description
INTEGRATION OF DIRECT PRESSURE MEASUREMENT CAPABILITY IN A TOOL TO
MONITOR ON-BOARD TIRE PRESSURE MONITORING SYSTEMS
Technical Field [0001] The present subject matter relates to methods and equipment for diagnosing on-board tire pressure systems by using a second or external sensor.
Background [0002] In recent years, new federal laws require that most vehicles be outfitted with Tire Pressure Monitoring Systems (TPMS) by September 1, 2007. There are two basic types of TPMS : indirect, and direct.
MONITOR ON-BOARD TIRE PRESSURE MONITORING SYSTEMS
Technical Field [0001] The present subject matter relates to methods and equipment for diagnosing on-board tire pressure systems by using a second or external sensor.
Background [0002] In recent years, new federal laws require that most vehicles be outfitted with Tire Pressure Monitoring Systems (TPMS) by September 1, 2007. There are two basic types of TPMS : indirect, and direct.
[0003] Indirect TPMS use a vehicle's existing Anti-lock Braking System (ABS) to monitor and compare the rotational speed of each road wheel. The indirect TPMS
infers over-inflation if the rotational speed appears too low (due to a large diameter of an over-inflated wheel), and infers under-inflation if the rotational speed appears too high (due to a small diameter of an under-inflated wheel). Indirect TPMS are relatively inexpensive because they utilize pre-existing ABS sensors to infer over-inflation or under-inflation.
infers over-inflation if the rotational speed appears too low (due to a large diameter of an over-inflated wheel), and infers under-inflation if the rotational speed appears too high (due to a small diameter of an under-inflated wheel). Indirect TPMS are relatively inexpensive because they utilize pre-existing ABS sensors to infer over-inflation or under-inflation.
[0004] Unfortunately, the indirect TPMS is unable to detect tire deflation of typically less than 30%. Also, tire changes require resetting the system to relearn the dynamic relationship between wheels, creating lifetime maintenance and calibration issues. And, because the system makes differential measurements, it can not independently treat each wheel.
Indirect TPMS
cannot detect a case in which all four tires are under-inflated to a similar degree, which can easily occur with similar tires over an. extended period of neglect. For these reasons, indirect TPMS systems have fallen out of favor.
Indirect TPMS
cannot detect a case in which all four tires are under-inflated to a similar degree, which can easily occur with similar tires over an. extended period of neglect. For these reasons, indirect TPMS systems have fallen out of favor.
[0005] Direct Tire Pressure Monitoring Systems (TPMS) are relatively expensive because they require additional hardware and software in the vehicle. However, direct TPMS
systems are more accurate because they directly and individually measure the pressure of every tire. For example, direct TPMS systems are capable of generating a driver warning when any or all of the tires fall 20% below the manufacturer's recommended cold-inflation pressures.
WDC99 1311 S 11-1.066396.0323 Additionally, direct TPMS may simultaneously directly measure tire temperatures, and thus may compensate for cold-to-warm-running tire-pressure changes and for temperature dependencies within the pressure sensors. For these reasons, direct TPMS appear to be the only systems that will satisfy the strict requirements of new federal regulations.
systems are more accurate because they directly and individually measure the pressure of every tire. For example, direct TPMS systems are capable of generating a driver warning when any or all of the tires fall 20% below the manufacturer's recommended cold-inflation pressures.
WDC99 1311 S 11-1.066396.0323 Additionally, direct TPMS may simultaneously directly measure tire temperatures, and thus may compensate for cold-to-warm-running tire-pressure changes and for temperature dependencies within the pressure sensors. For these reasons, direct TPMS appear to be the only systems that will satisfy the strict requirements of new federal regulations.
[0006] Typically, a tire sensor is built into a valve stem of a tire, and may transmit information such as a sensor identification (ID), pressure, temperature, battery status, and error codes to a vehicle control module. The tire sensor (or tire pressure monitoring sensor) typically comprises a battery, a communication antenna, a pressure sensor, and a memory for storing a sensor identification.
[0007] The tire sensor battery is physically small, and accordingly has a corresponding small energy storage capacity. To maximize the life of the battery, the tire sensor conserves energy by "sleeping" (not measuring pressure or temperature, and not transmitting information) until it receives an triggering signal. For example, a vehicle may send one triggering signal after the engine has been started, and send a second triggering signal after the car has been moving for minutes. After receiving a triggering signal, the tire sensor may measure pressure and temperature, and then transmit the pressure, the temperature, and a sensor ID
to a vehicle control module or TPMS of a vehicle. After transmitting, the tire sensor may return to sleep in order to conserve battery energy. Triggering formats include continuous wave, modulated pulse, and magnetic. Different sensor manufacturers may use different triggering formats.
to a vehicle control module or TPMS of a vehicle. After transmitting, the tire sensor may return to sleep in order to conserve battery energy. Triggering formats include continuous wave, modulated pulse, and magnetic. Different sensor manufacturers may use different triggering formats.
[0008] Using unique sensor IDs allows the TPMS to identify a specific tire, and to ignore tires from other cars. A vehicle may have an instrument cluster display (or a vehicle tire pressure monitoring system display) that displays tire positions. The vehicle must be trained or programmed with the position of each specific tire. For example, tire ID 123 may be located at the front left tire location. A tire pressure monitoring tool is used to trigger the tire sensor to transmit the tire ID 123, and thus train the vehicle that the tire with ID 123 is located at the front left position.
[0009] Typically, during training the front left tire sensor is triggered first, then the right front tire sensor, next the right rear tire sensor, and finally the left rear tire sensor. Some vehicles also train the spare tire between the right rear and the left rear. Each time that a tire is changed, or a tire position is changed (such as tire rotation), the TPMS must be retrained.
W DC991311811-1.066396.03 23 [0010] A current conventional tire pressure monitoring. tool utilizes six AA
size batteries for power to trigger the tire sensor. The conventional tool must be partially disassembled to access and remove the AA batteries for replacement. For example, the Snap-on Tire Pressure Monitoring System Tool model TPMS 1 uses six AA size batteries. Performance of the tool may degrade as the batteries run down.
W DC991311811-1.066396.03 23 [0010] A current conventional tire pressure monitoring. tool utilizes six AA
size batteries for power to trigger the tire sensor. The conventional tool must be partially disassembled to access and remove the AA batteries for replacement. For example, the Snap-on Tire Pressure Monitoring System Tool model TPMS 1 uses six AA size batteries. Performance of the tool may degrade as the batteries run down.
[0011] Additionally, new tire sensors may require new triggering procedures, and the conventional tool should be regularly updated with new software containing the new triggering procedures. The conventional tool requires a complex procedure to update the programming or software. The complex procedure typically requires following steps: (1) the pressure monitoring tool is partially disassembled by removing an access plate and a battery pack to access an internal communication port; (2) the first end of a first communication line is manually inserted to the internal communication port; (3) the second end of the first communication line is inserted into a programming interface module (PIM); (4) the programming interface module is connected with a second communication line to a computer with Internet access; (5) a mechanic uses the computer to log into an Internet website; (6) if necessary, additional licenses are purchased by the mechanic from an appropriate Internet site; (7) appropriate software is downloaded to the pressure monitoring tool; (8) both communication cables and are disconnected;
(9) the battery pack is replaced inside the tool; (10) the access plate is replace on the tool; (11) the programming interface module is stored; and (12) both communication cables are stored for future use.
(9) the battery pack is replaced inside the tool; (10) the access plate is replace on the tool; (11) the programming interface module is stored; and (12) both communication cables are stored for future use.
[0012] Unfortunately, the conventional tool is merely a triggering device. The conventional tool merely transmits a triggering signal to the sensor, and the sensor transmits a reporting signal to the a vehicle control module or TPMS of a vehicle.
[0013] Specifically, the conventional tool disadvantageously does not measure a first tire pressure using an internal tire sensor, measure a second tire pressure (of the same tire) using an extemal tire sensor, and diagnose the internal tire sensor by comparing the first pressure against the second pressure.
Summarv [0014] The teachings herein improve over conventional tire pressure monitoring tools by measuring a first tire pressure using an internal tire sensor, measuring a second tire pressure (of WDC99 1311811-1.066396.0323 the same tire) using an external tire sensor, and then diagnosing the internal tire sensor by comparing the first pressure against the second pressure.
Summarv [0014] The teachings herein improve over conventional tire pressure monitoring tools by measuring a first tire pressure using an internal tire sensor, measuring a second tire pressure (of WDC99 1311811-1.066396.0323 the same tire) using an external tire sensor, and then diagnosing the internal tire sensor by comparing the first pressure against the second pressure.
[0015] In other words, the teachings herein provide a diagnostic tool and method, rather than a mere triggering tool for training the TPMS regarding the location of the sensors.
[0016] A tire pressure monitoring tool may include an antenna for transmitting a triggering signal to an internal tire sensor, and for receiving a reporting signal from the internal tire sensor; an external tire sensor; a processor; a memory with stored programming (for transmitting the triggering signal to the internal sensor, receiving the reporting signal from the internal sensor, extracting internal data from the reporting signal, storing the extracted internal data, receiving external data from the external tire sensor, and storing the external data); and a communication device for transmitting the stored extracted internal data and the stored external data.
[0017] Additionally, the extelnal tire sensor may be located integrally inside the main body of the tool, or may be located outside the main body of the tool in a remote tire sensor cap.
[0018] In accord with another aspect, a method for using a tire monitoring tool measures a first tire pressure by transmitting a triggering signal to the internal tire sensor, receiving a reporting signal from the internal tire sensor, extracting internal data from the reporting, and storing the extracted internal data; measures a second tire pressure by receiving external data from the external tire sensor, and storing the external data; and diagnoses the internal tire sensor by comparing the extracted internal data with the external data.
[00191 Additional advantages and novel features will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following and the accompanying drawings or may be learned by production or operation of the examples. The advantages of the present teachings may be realized and attained by practice or use of the methodologies, instrumentalities and combinations particularly pointed out in the appended claims.
Brief Description of the Drawings [0020] The drawing figures depict one or more implementations in accord with the present teachings, by way of example only, not by way of limitation. In the figures, like reference numerals refer to the same or similar elements.
W bC991311811-1.066396.03 23 [0021] FIG. 1 is a functional block diagram of a conventional tire sensor for a direct measurement Tire Pressure Monitoring System (TPMS).
[0022] FIG. 2 is a functional block diagram of a tire pressure monitoring tool, for triggering a tire sensor for a direct measurement Tire Pressure Monitoring System (TPMS).
[0023] FIG. 3 is a functional block diagram of a Tire Pressure Monitoring Systems (TPMS) of a vehicle, including a typical instrument cluster display (or a vehicle tire pressure monitoring system display) that graphically displays tire positions.
[0024] FIG. 4 illustrates a typical training procedure, in which a tire pressure monitoring tool triggers a tire pressure monitoring sensor, and the tire pressure monitoring sensor reports to a Tire Pressure Monitoring Systems (TPMS) of a vehicle.
[0025] FIG. 5 illustrates a typical arrangement for updating the programming of a tire pressure monitoring tool.
[0026] FIG. 6 illustrates an exemplary tire pressure monitoring tool including an antenna, a processor, a memory with programming, a communications device, and an external tire sensor.
[0027] FIG. 7 illustrates an exemplary extemal tire sensor located inside the main body of the tool.
[0028] FIG. 8 illustrates an exemplary external tire sensor located outside the main body of the tool.
[0029] FIG. 9 is a flowchart of an exemplary method for measuring a first tire pressure, measuring a second tire pressure, and comparing the first tire pressure against the second tire pressure.
Detailed Description [0030] In the following detailed description, numerous specific details are set forth by way of examples in order to provide a thorough understanding of the relevant teachings.
However, it should be apparent to those skilled in the art that the present teachings may be practiced without such details. In other instances, well known methods, procedures, components, and circuitry have been described at a relatively high-level, without detail, in order to avoid unnecessarily obscuring aspects of the present teachings.
[0031] FIG. 1 is a functional block diagram of a conventional tire sensor for a direct measurement Tire Pressure Monitoring System (TPMS). Tire sensor 100 comprises an antenna W DC 991311811-1.066396.0323 110, a processor 120, a battery 130, a memory 140 storing at least a sensor identification, a pressure sensor 150, and a temperature sensor 155 interconnected as shown.
Typically the tire sensor 100 is located at the base of the air stem in a tire. The tire sensor may also have circuitry (not shown) for monitoring the status of the battery 130.
[0032] The tire sensor 100 generally remains in sleep mode (not measuring pressure or temperature, and not transmitting) until the tire sensor 100 receives a proper triggering signal through the antenna 110. Triggering signal 201 is generated by a tire pressure monitoring tool (not shown), and triggering signal 301 is generated by the Tire Pressure Monitoring Systems (TPMS) of a vehicle (not shown).
[0033] In response to triggering signal 201 or 301, the tire sensor 100 typically wakes up to perform the following functions: recall a sensor identification from memory 140, measure a pressure using pressure sensor 150, measure a temperature using temperature sensor 160, and measure the status of battery 130. After recalling and measuring, the tire sensor 100 transmits a reporting signal 101 which carries the sensor identification and the measured data. The same antenna 110 may be used for receiving triggering signals, and also for transmitting reporting signals.
[0034] With ordinary use, the triggering signa1301 will regularly be transmitted by a Tire Pressure Monitoring System (TPMS) of a vehicle. For example, a triggering signal may be transmitted upon start up of the vehicle, and then an additional triggering signal may be transmitted after 5 minutes of driving. Further, during diagnostic testing or when a tire is changed or rotated, then a triggering tool may be used to trigger a specific tire in order to learn the location of the specific tire on the vehicle.
[0035] FIG. 2 is a functional block diagram of a tire pressure monitoring tool, for triggering a tire sensor for a direct measurement Tire Pressure Monitoring System (TPMS). Tire pressure monitoring tool 200 comprises an antenna 210, a processor 220, a battery 230, a memory 240, and an internal communications port 260 interconnected as shown.
Typically antenna 210 transmits a triggering signal 201 to sensor 100 (FIG. 1). The antenna 210 may receive a reporting signal 101 and the tool 200 may report that the sensor has been triggered. For example, a red LED on the too1200 may light up indicating that that the sensor 100 (FIG. 1) has been triggered.
WDC99 1311811-1.066396.0323 [0036] FIG. 3 is a functional block diagram of a Tire Pressure Monitoring System (TPMS) of a vehicle, including a typical instrument cluster display (or a vehicle tire pressure monitoring system display) that graphically displays tire positions. The Tire Pressure Monitoring Systems (TPMS) 300 typically comprises: an antenna 310; a processor 320; a battery 330; a memory 340; and an instrument cluster display 370 with a left front tire icon 371 labeled LF, a right front tire icon 372 labeled RF, a right rear tire icon 373 labeled RR, and a left rear tire icon 374 labeled LR interconnected as shown. The antenna 310 may transmit triggering signal 301, and may receive reporting signal 101. During normal use of a car, a triggering signal may be transmitted upon start up of the vehicle, and then an additional triggering signal may be transmitted after 5 minutes of driving.
[0037] FIG. 4 illustrates a typical training procedure, in which a tire pressure monitoring tool triggers a tire pressure monitoring sensor, and the tire pressure monitoring sensor reports to a Tire Pressure Monitoring Systems (TPMS) of a vehicle. The tire pressure monitoring tool 200 transmits the triggering signal 201 to the tire pressure sensor 100 of a tire in a known position, foriexample in the left front position. The tire pressure sensor 100 receives the triggering signal 201 and transmits the reporting signal 101 (a sensor identification and measured data including a tire pressure). The Tire Pressure Monitoring System (TPMS) 300 receives the reporting signal 101, and associates the sensor identification of tire pressure sensor 100 with a specific tire position such as the left front position. The procedure for training or teaching tire pressure sensor positions to the Tire Pressure Monitoring System (TPMS) 300 typically presumes that the first reporting signal 101 received is from a sensor 100 located in the left front tire of the vehicle.
The TPMS 300 typically has an instrument cluster display 370 with a left front tire icon 371 labeled LF. The left front tire icon 371 labeled LF may light up or change color to indicate that a sensor identification has been associated with the left front position. The remaining tires may be sequentially triggered in a specified order to train the Tire Pressure Monitoring System (TPMS) 300 regarding the sensor identifications and locations of the remaining tires.
[0038] FIG. 5 illustrates a typical arrangement for updating the programming of a tire pressure monitoring tool. A disassembled tire pressure monitoring tool 510 is illustrated. An access plate 530 has been removed to expose the interior of the disassembled tire pressure monitoring tool 510. A battery pack 520 has been removed from the interior to expose an internal communications port 540, but the battery pack 520 remains connected to the interior WDC99 1311811-1.066396.0323 with power wiring. A first end of a communication line 550 has been inserted into the internal communications port 540, and a second end of the communication line 550 has been inserted into a Programming Interface Module (PIM) 560. Similarly, a second communication line 555 links the Programming Interface Module (PIM) 560 with a computer 570. The computer 570 may be linked to tool service sites or tire manufacturing sites on the Internet 580.
[0039] A conventional tool pressure monitoring tool requires a complex procedure to update the programming or software for triggering new tire sensors. The procedure typically requires following steps: (1) the tire pressure monitoring tool 510 is partially disassembled by removing the access plate 530 and the battery pack 520 to access the internal communication port 540; (2) the first end of the first communication line 550 is manually inserted to the internal communication port 540; (3) the second end of the first communication line 550 is plugged into the programming interface module (PIM) 560; (4) the programming interface module 560 is connected with the second communication line 555 to the computer 570 with Internet 580 access; (5) a mechanic uses the computer 570 to log into an Internet 580 website; (6) if necessary, additionally licenses are purchased by the mechanic from an appropriate Internet site;
(7) appropriate software is downloaded to the pressure monitoring tool 510;
(8) both communication cables 550 and 555 are disconnected; (9) the battery pack 520 is replaced inside the tool 510; (10) the access plate 530 is replace on the tool 510; and (11) the programming interface module 560 is stored for future use; and (12) both communication cables 550 and 555 are stored for future use.
[0040] FIG. 6 illustrates an exemplary tire pressure monitoring tool including an antenna, a processor, a memory with programming, and a communication device in accord with the current teachings. Specifically, the tool 600 includes one or more antennas 610 for transmitting a triggering signal 601 and/or receiving a reporting signal 101; a processor 620; a memory 630 with stored programming; a communications device; and an external tire sensor 650.
[0041] The external tire sensor 650 may be located inside the body of the tool 600, and may communicate with the tire through a tube 660 which allows pressurized air 665 to flow from the tire to the external tire sensor 650. The tube 660 may be permanently or detachably connected to the external tire sensor main body, and also detachably connected to a valve stem 670. Tube 660 may have a fixed pin (not shown) that presses against valve pin 676 to open valve 677.
WDC99 1311811-1.066396.0323 [0042] Valve stem 670 may have ain internal tire sensor 100, and a valve 677.
The valve 677 may have a valve seat 674, a sealing element 673 shaped to seal against the valve stem 674, and a valve pin 676 joined to the sealing element 673. The sealing element 673 is pressed against the valve seat 674 by high pressure inside the tire. Additionally, many valves have springs (not shown) which additionally press the sealing element 673 against the valve seat 674.
[0043] Valve 677 may be opened by pressing against valve pin 676 and separating sealing element 673 from valve seat 674. Air will flow from high pressure to low pressure when valve 677 is opened. Opening valve 677 allows high pressure air to enter valve stem 670 and inflate the tire, or allows high pressure air to leave the valve stem 670 and deflate the tire.
[0044] Valve stem 670 typically has threads 675 for attaching a dust cap (not shown) to keep dust and dirt out of the sealing surfaces of the valve. Some metal stems may have metal caps designed to create an additional pressure seal, although this is not common practice.
[0045] Tool 600 is intended to measure a first pressure using intemal tire sensor 100, measure a second pressure using external tire sensor 650, and compare the first pressure with the second pressure. The two measurements may be made contemporaneously (at the same time, or within a short time interval). The comparison may be made inside the tool, or the tool may output the measured data and an external device may make the comparison.
[0046] Specifically, tool 600 may transmit a trigger signal 601 to internal sensor 100.
Internal sensor 100 may transmit a reporting signal 101. Tool 600 may receive the reporting signal 101, extract internal data from reporting signal 101, store the extracted intemal data, receive external data from an external tire sensor 650, store the external data, and compare the extracted internal data with the external data. Tool 600 may then transmit the data 602 and/or the results of the comparison to an external device. Tool 600 may display the data and the results of the comparison on a built-in display.
[0047] FIG. 7 illustrates an exemplary external tire sensor located inside the main body of the tool. Tire pressure measurement tool 600 may have an external tire sensor 650 inside of the main body of the tool.
[0048] The external tire sensor 650 may have a chamber 655 with a pressure sensor 656 and a temperature sensor 657 for measuring pressure and temperature of pressurized air 665 from a tire (not shown). Other sensors may measure humidity, oxygen, and so forth.
Tube 660 may be permanently attached to tool 600. Alternatively, tube 660 may be detachably attached to tool WDC99 1311811-1.066396.0323 660 through a neck 659 that may have threads. Neck 659 may contain valves.
Alternatively, various commercial quick disconnect pressure couplings may be used to connect chamber 655 to tube 660.
[0049] Chamber 655 may contain a bleed valve 658 to allow small amounts of air to flow through chamber 655. A user may use pressurized air 655 from the tire to purge tube 665 and chamber 655 of preexisting gases before measuring humidity or other gas concentrations.
[0050] When chamber 655 is in stabilized open gaseous communication with the tire, then the pressure inside chamber 655 will be identical to the pressure inside the tire. However, the temperature inside chamber 655 may not be equal to the temperature inside the tire, and piezoelectric pressure sensors may be sensitive to temperature. Thus, correcting pressure measurements as a function of the temperature measurements may yield better results.
[0051] FIG. 8 illustrates an exemplary external tire sensor located outside the main body of the tool. A tire pressure monitoring tool 800 may have an exterrlal tire sensor 812 housed in a tire sensor cap 810 and located remotely from the main body of tool 800.
[0052] Tire sensor cap 810 may have threads 818 for engaging valve stem 670, a fixed pin 819 for pressing valve pin 676 and opening valve 677. The tire sensor cap may be permanently physically linked to the main body of tool 800 through wiring 814 or a tether (not shown). External tire sensor 812 may communicate with the main body of tool 800 through wiring 814, or through wireless signals such as triggering signal 802 and reporting signal 816.
[0053] Opening 813 may allow high pressure air into a chamber similar to chamber 655 in FIG. 7. Alternatively, a pressure sensor (not shown) and a temperature sensor (not shown) may be merely located in an internal surface of tire sensor cap 810.
[0054] External tire sensor 812 may have a battery, may have a memory with an identification, and may be almost identical to internal tire sensor 100.
External tire sensor 812 may differ from internal tire sensor 100 only in location and in identification.
[0055] Tire sensor cap 810 (without wiring 814) has the advantage of allowing the user to easily move and position the main body of tool 800 so that the antenna of the tool 800 is near the intemal tire sensor 100. The disadvantage is that a wireless tire sensor cap 810 may be easily lost. Flexible coiled wiring, or a tether may be used to permanently attach tire sensor cap 810 to the main body of the tool 800.
WDC99 1311811-I .066396.0323 [0056] The external tire sensor 812 may be calibrated against pressure or temperature standards from the National Institute of Standards and Technology (NIST).
[0057] FIG. 9 is a flowchart of an exemplary method for measuring a first tire pressure, measuring a second tire pressure, and comparing the first tire pressure against the second tire pressure. After connecting a tool (600 or 800) to valve stem 670, the tool measures a first tire pressure using an internal tire sensor (steps 910, 912, 914, and 916), measures a second tire pressure using an external tire sensor (steps 920 and 922), and compares the first tire ,pressure with the second tire pressure (step 930). After comparing the pressures, the tool may display results, or may send data and/or results to an extemal device.
[0058] Step 910 transmits a triggering signal 610 to the intemal tire sensor 100.
[0059] Step 912 receives a reporting signal 101 from the internal tire sensor 100.
[0060] Step 914 extracts internal data from the reporting signal 101.
[0061] Step 916 stores the extracted internal data.
[0062] Step 920 receives eternal data from the external tire sensor 650.
[0063] Step 922 stores the external data.
[0064] Step 930 compares the extracted internal data with the external data.
This comparison may be performed inside the tool, or may be performed by an extexnal device.
Similarly, temperature corrections of the pressure measurements may be performed inside the tool, or may be performed by an external device.
[0065] While the foregoing has described what are considered to be the best mode and/or other examples, it is understood that various modifications may be made therein and that the subject matter disclosed herein may be implemented in various forms and examples, and that the teachings may be applied in numerous applications, only some of which have been described herein. It is intended by the following claims to claim any and all applications, modifications and variations that fall within the true scope of the present teachings.
W DC991311811-1.066396.0323
[00191 Additional advantages and novel features will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following and the accompanying drawings or may be learned by production or operation of the examples. The advantages of the present teachings may be realized and attained by practice or use of the methodologies, instrumentalities and combinations particularly pointed out in the appended claims.
Brief Description of the Drawings [0020] The drawing figures depict one or more implementations in accord with the present teachings, by way of example only, not by way of limitation. In the figures, like reference numerals refer to the same or similar elements.
W bC991311811-1.066396.03 23 [0021] FIG. 1 is a functional block diagram of a conventional tire sensor for a direct measurement Tire Pressure Monitoring System (TPMS).
[0022] FIG. 2 is a functional block diagram of a tire pressure monitoring tool, for triggering a tire sensor for a direct measurement Tire Pressure Monitoring System (TPMS).
[0023] FIG. 3 is a functional block diagram of a Tire Pressure Monitoring Systems (TPMS) of a vehicle, including a typical instrument cluster display (or a vehicle tire pressure monitoring system display) that graphically displays tire positions.
[0024] FIG. 4 illustrates a typical training procedure, in which a tire pressure monitoring tool triggers a tire pressure monitoring sensor, and the tire pressure monitoring sensor reports to a Tire Pressure Monitoring Systems (TPMS) of a vehicle.
[0025] FIG. 5 illustrates a typical arrangement for updating the programming of a tire pressure monitoring tool.
[0026] FIG. 6 illustrates an exemplary tire pressure monitoring tool including an antenna, a processor, a memory with programming, a communications device, and an external tire sensor.
[0027] FIG. 7 illustrates an exemplary extemal tire sensor located inside the main body of the tool.
[0028] FIG. 8 illustrates an exemplary external tire sensor located outside the main body of the tool.
[0029] FIG. 9 is a flowchart of an exemplary method for measuring a first tire pressure, measuring a second tire pressure, and comparing the first tire pressure against the second tire pressure.
Detailed Description [0030] In the following detailed description, numerous specific details are set forth by way of examples in order to provide a thorough understanding of the relevant teachings.
However, it should be apparent to those skilled in the art that the present teachings may be practiced without such details. In other instances, well known methods, procedures, components, and circuitry have been described at a relatively high-level, without detail, in order to avoid unnecessarily obscuring aspects of the present teachings.
[0031] FIG. 1 is a functional block diagram of a conventional tire sensor for a direct measurement Tire Pressure Monitoring System (TPMS). Tire sensor 100 comprises an antenna W DC 991311811-1.066396.0323 110, a processor 120, a battery 130, a memory 140 storing at least a sensor identification, a pressure sensor 150, and a temperature sensor 155 interconnected as shown.
Typically the tire sensor 100 is located at the base of the air stem in a tire. The tire sensor may also have circuitry (not shown) for monitoring the status of the battery 130.
[0032] The tire sensor 100 generally remains in sleep mode (not measuring pressure or temperature, and not transmitting) until the tire sensor 100 receives a proper triggering signal through the antenna 110. Triggering signal 201 is generated by a tire pressure monitoring tool (not shown), and triggering signal 301 is generated by the Tire Pressure Monitoring Systems (TPMS) of a vehicle (not shown).
[0033] In response to triggering signal 201 or 301, the tire sensor 100 typically wakes up to perform the following functions: recall a sensor identification from memory 140, measure a pressure using pressure sensor 150, measure a temperature using temperature sensor 160, and measure the status of battery 130. After recalling and measuring, the tire sensor 100 transmits a reporting signal 101 which carries the sensor identification and the measured data. The same antenna 110 may be used for receiving triggering signals, and also for transmitting reporting signals.
[0034] With ordinary use, the triggering signa1301 will regularly be transmitted by a Tire Pressure Monitoring System (TPMS) of a vehicle. For example, a triggering signal may be transmitted upon start up of the vehicle, and then an additional triggering signal may be transmitted after 5 minutes of driving. Further, during diagnostic testing or when a tire is changed or rotated, then a triggering tool may be used to trigger a specific tire in order to learn the location of the specific tire on the vehicle.
[0035] FIG. 2 is a functional block diagram of a tire pressure monitoring tool, for triggering a tire sensor for a direct measurement Tire Pressure Monitoring System (TPMS). Tire pressure monitoring tool 200 comprises an antenna 210, a processor 220, a battery 230, a memory 240, and an internal communications port 260 interconnected as shown.
Typically antenna 210 transmits a triggering signal 201 to sensor 100 (FIG. 1). The antenna 210 may receive a reporting signal 101 and the tool 200 may report that the sensor has been triggered. For example, a red LED on the too1200 may light up indicating that that the sensor 100 (FIG. 1) has been triggered.
WDC99 1311811-1.066396.0323 [0036] FIG. 3 is a functional block diagram of a Tire Pressure Monitoring System (TPMS) of a vehicle, including a typical instrument cluster display (or a vehicle tire pressure monitoring system display) that graphically displays tire positions. The Tire Pressure Monitoring Systems (TPMS) 300 typically comprises: an antenna 310; a processor 320; a battery 330; a memory 340; and an instrument cluster display 370 with a left front tire icon 371 labeled LF, a right front tire icon 372 labeled RF, a right rear tire icon 373 labeled RR, and a left rear tire icon 374 labeled LR interconnected as shown. The antenna 310 may transmit triggering signal 301, and may receive reporting signal 101. During normal use of a car, a triggering signal may be transmitted upon start up of the vehicle, and then an additional triggering signal may be transmitted after 5 minutes of driving.
[0037] FIG. 4 illustrates a typical training procedure, in which a tire pressure monitoring tool triggers a tire pressure monitoring sensor, and the tire pressure monitoring sensor reports to a Tire Pressure Monitoring Systems (TPMS) of a vehicle. The tire pressure monitoring tool 200 transmits the triggering signal 201 to the tire pressure sensor 100 of a tire in a known position, foriexample in the left front position. The tire pressure sensor 100 receives the triggering signal 201 and transmits the reporting signal 101 (a sensor identification and measured data including a tire pressure). The Tire Pressure Monitoring System (TPMS) 300 receives the reporting signal 101, and associates the sensor identification of tire pressure sensor 100 with a specific tire position such as the left front position. The procedure for training or teaching tire pressure sensor positions to the Tire Pressure Monitoring System (TPMS) 300 typically presumes that the first reporting signal 101 received is from a sensor 100 located in the left front tire of the vehicle.
The TPMS 300 typically has an instrument cluster display 370 with a left front tire icon 371 labeled LF. The left front tire icon 371 labeled LF may light up or change color to indicate that a sensor identification has been associated with the left front position. The remaining tires may be sequentially triggered in a specified order to train the Tire Pressure Monitoring System (TPMS) 300 regarding the sensor identifications and locations of the remaining tires.
[0038] FIG. 5 illustrates a typical arrangement for updating the programming of a tire pressure monitoring tool. A disassembled tire pressure monitoring tool 510 is illustrated. An access plate 530 has been removed to expose the interior of the disassembled tire pressure monitoring tool 510. A battery pack 520 has been removed from the interior to expose an internal communications port 540, but the battery pack 520 remains connected to the interior WDC99 1311811-1.066396.0323 with power wiring. A first end of a communication line 550 has been inserted into the internal communications port 540, and a second end of the communication line 550 has been inserted into a Programming Interface Module (PIM) 560. Similarly, a second communication line 555 links the Programming Interface Module (PIM) 560 with a computer 570. The computer 570 may be linked to tool service sites or tire manufacturing sites on the Internet 580.
[0039] A conventional tool pressure monitoring tool requires a complex procedure to update the programming or software for triggering new tire sensors. The procedure typically requires following steps: (1) the tire pressure monitoring tool 510 is partially disassembled by removing the access plate 530 and the battery pack 520 to access the internal communication port 540; (2) the first end of the first communication line 550 is manually inserted to the internal communication port 540; (3) the second end of the first communication line 550 is plugged into the programming interface module (PIM) 560; (4) the programming interface module 560 is connected with the second communication line 555 to the computer 570 with Internet 580 access; (5) a mechanic uses the computer 570 to log into an Internet 580 website; (6) if necessary, additionally licenses are purchased by the mechanic from an appropriate Internet site;
(7) appropriate software is downloaded to the pressure monitoring tool 510;
(8) both communication cables 550 and 555 are disconnected; (9) the battery pack 520 is replaced inside the tool 510; (10) the access plate 530 is replace on the tool 510; and (11) the programming interface module 560 is stored for future use; and (12) both communication cables 550 and 555 are stored for future use.
[0040] FIG. 6 illustrates an exemplary tire pressure monitoring tool including an antenna, a processor, a memory with programming, and a communication device in accord with the current teachings. Specifically, the tool 600 includes one or more antennas 610 for transmitting a triggering signal 601 and/or receiving a reporting signal 101; a processor 620; a memory 630 with stored programming; a communications device; and an external tire sensor 650.
[0041] The external tire sensor 650 may be located inside the body of the tool 600, and may communicate with the tire through a tube 660 which allows pressurized air 665 to flow from the tire to the external tire sensor 650. The tube 660 may be permanently or detachably connected to the external tire sensor main body, and also detachably connected to a valve stem 670. Tube 660 may have a fixed pin (not shown) that presses against valve pin 676 to open valve 677.
WDC99 1311811-1.066396.0323 [0042] Valve stem 670 may have ain internal tire sensor 100, and a valve 677.
The valve 677 may have a valve seat 674, a sealing element 673 shaped to seal against the valve stem 674, and a valve pin 676 joined to the sealing element 673. The sealing element 673 is pressed against the valve seat 674 by high pressure inside the tire. Additionally, many valves have springs (not shown) which additionally press the sealing element 673 against the valve seat 674.
[0043] Valve 677 may be opened by pressing against valve pin 676 and separating sealing element 673 from valve seat 674. Air will flow from high pressure to low pressure when valve 677 is opened. Opening valve 677 allows high pressure air to enter valve stem 670 and inflate the tire, or allows high pressure air to leave the valve stem 670 and deflate the tire.
[0044] Valve stem 670 typically has threads 675 for attaching a dust cap (not shown) to keep dust and dirt out of the sealing surfaces of the valve. Some metal stems may have metal caps designed to create an additional pressure seal, although this is not common practice.
[0045] Tool 600 is intended to measure a first pressure using intemal tire sensor 100, measure a second pressure using external tire sensor 650, and compare the first pressure with the second pressure. The two measurements may be made contemporaneously (at the same time, or within a short time interval). The comparison may be made inside the tool, or the tool may output the measured data and an external device may make the comparison.
[0046] Specifically, tool 600 may transmit a trigger signal 601 to internal sensor 100.
Internal sensor 100 may transmit a reporting signal 101. Tool 600 may receive the reporting signal 101, extract internal data from reporting signal 101, store the extracted intemal data, receive external data from an external tire sensor 650, store the external data, and compare the extracted internal data with the external data. Tool 600 may then transmit the data 602 and/or the results of the comparison to an external device. Tool 600 may display the data and the results of the comparison on a built-in display.
[0047] FIG. 7 illustrates an exemplary external tire sensor located inside the main body of the tool. Tire pressure measurement tool 600 may have an external tire sensor 650 inside of the main body of the tool.
[0048] The external tire sensor 650 may have a chamber 655 with a pressure sensor 656 and a temperature sensor 657 for measuring pressure and temperature of pressurized air 665 from a tire (not shown). Other sensors may measure humidity, oxygen, and so forth.
Tube 660 may be permanently attached to tool 600. Alternatively, tube 660 may be detachably attached to tool WDC99 1311811-1.066396.0323 660 through a neck 659 that may have threads. Neck 659 may contain valves.
Alternatively, various commercial quick disconnect pressure couplings may be used to connect chamber 655 to tube 660.
[0049] Chamber 655 may contain a bleed valve 658 to allow small amounts of air to flow through chamber 655. A user may use pressurized air 655 from the tire to purge tube 665 and chamber 655 of preexisting gases before measuring humidity or other gas concentrations.
[0050] When chamber 655 is in stabilized open gaseous communication with the tire, then the pressure inside chamber 655 will be identical to the pressure inside the tire. However, the temperature inside chamber 655 may not be equal to the temperature inside the tire, and piezoelectric pressure sensors may be sensitive to temperature. Thus, correcting pressure measurements as a function of the temperature measurements may yield better results.
[0051] FIG. 8 illustrates an exemplary external tire sensor located outside the main body of the tool. A tire pressure monitoring tool 800 may have an exterrlal tire sensor 812 housed in a tire sensor cap 810 and located remotely from the main body of tool 800.
[0052] Tire sensor cap 810 may have threads 818 for engaging valve stem 670, a fixed pin 819 for pressing valve pin 676 and opening valve 677. The tire sensor cap may be permanently physically linked to the main body of tool 800 through wiring 814 or a tether (not shown). External tire sensor 812 may communicate with the main body of tool 800 through wiring 814, or through wireless signals such as triggering signal 802 and reporting signal 816.
[0053] Opening 813 may allow high pressure air into a chamber similar to chamber 655 in FIG. 7. Alternatively, a pressure sensor (not shown) and a temperature sensor (not shown) may be merely located in an internal surface of tire sensor cap 810.
[0054] External tire sensor 812 may have a battery, may have a memory with an identification, and may be almost identical to internal tire sensor 100.
External tire sensor 812 may differ from internal tire sensor 100 only in location and in identification.
[0055] Tire sensor cap 810 (without wiring 814) has the advantage of allowing the user to easily move and position the main body of tool 800 so that the antenna of the tool 800 is near the intemal tire sensor 100. The disadvantage is that a wireless tire sensor cap 810 may be easily lost. Flexible coiled wiring, or a tether may be used to permanently attach tire sensor cap 810 to the main body of the tool 800.
WDC99 1311811-I .066396.0323 [0056] The external tire sensor 812 may be calibrated against pressure or temperature standards from the National Institute of Standards and Technology (NIST).
[0057] FIG. 9 is a flowchart of an exemplary method for measuring a first tire pressure, measuring a second tire pressure, and comparing the first tire pressure against the second tire pressure. After connecting a tool (600 or 800) to valve stem 670, the tool measures a first tire pressure using an internal tire sensor (steps 910, 912, 914, and 916), measures a second tire pressure using an external tire sensor (steps 920 and 922), and compares the first tire ,pressure with the second tire pressure (step 930). After comparing the pressures, the tool may display results, or may send data and/or results to an extemal device.
[0058] Step 910 transmits a triggering signal 610 to the intemal tire sensor 100.
[0059] Step 912 receives a reporting signal 101 from the internal tire sensor 100.
[0060] Step 914 extracts internal data from the reporting signal 101.
[0061] Step 916 stores the extracted internal data.
[0062] Step 920 receives eternal data from the external tire sensor 650.
[0063] Step 922 stores the external data.
[0064] Step 930 compares the extracted internal data with the external data.
This comparison may be performed inside the tool, or may be performed by an extexnal device.
Similarly, temperature corrections of the pressure measurements may be performed inside the tool, or may be performed by an external device.
[0065] While the foregoing has described what are considered to be the best mode and/or other examples, it is understood that various modifications may be made therein and that the subject matter disclosed herein may be implemented in various forms and examples, and that the teachings may be applied in numerous applications, only some of which have been described herein. It is intended by the following claims to claim any and all applications, modifications and variations that fall within the true scope of the present teachings.
W DC991311811-1.066396.0323
Claims (18)
1. ~A method for diagnosing an internal tire sensor using a tire pressure monitoring tool, comprising:
a) measuring a first tire pressure by:
i) transmitting a triggering signal to the internal tire sensor, ii) receiving a reporting signal from the internal tire sensor, iii) extracting internal data from the reporting, and iv) storing the extracted internal data;
b) measuring a second tire pressure by:
i) receiving external data from the external tire sensor, and ii) storing the external data; and c) diagnosing the internal tire sensor by comparing the extracted internal data with the external data.
a) measuring a first tire pressure by:
i) transmitting a triggering signal to the internal tire sensor, ii) receiving a reporting signal from the internal tire sensor, iii) extracting internal data from the reporting, and iv) storing the extracted internal data;
b) measuring a second tire pressure by:
i) receiving external data from the external tire sensor, and ii) storing the external data; and c) diagnosing the internal tire sensor by comparing the extracted internal data with the external data.
2. ~The method of claim 1, further comprising transmitting the stored extracted internal data and the stored external data.
3. ~The method of claim 1, further comprising transmitting the diagnosis.
4. ~The method of claim 1, wherein the second tire pressure is measured promptly after the first tire pressure is measured.
5. ~The method of claim 4, wherein the second tire pressure is measured not more than 10 seconds after the first tire pressure is measured.
6. ~The method of claim 1, wherein the first tire pressure is measured promptly after the second tire pressure is measured.
7. ~The method of claim 6, wherein the first tire pressure is measured not more than seconds after the second tire pressure is measured.
8. ~The method of claim 1, wherein diagnosing comprises determining whether the absolute value of the difference between the first tire pressure and the second tire pressure is less than a predetermined quantity.
9. ~The method of claim 1, further comprising repeating steps a) through c) for all internal tire sensors on a vehicle in a predetermined order.
10. ~The method of claim 9, further comprising outputting a diagnosis for all internal tire sensors on a vehicle.
11. ~A tire pressure monitoring tool for diagnosing an internal tire sensor comprising:
a) an antenna for transmitting a triggering signal to an internal tire sensor, and for receiving a reporting signal from the internal tire sensor;
b) an external tire sensor;
c) a processor;
d) a memory with stored programming, for:
i) transmitting the triggering signal to the internal sensor, ii) receiving the reporting signal from the internal sensor, iii) extracting internal data from the reporting signal, iv) storing the extracted internal data, v) receiving external data from the external tire sensor, and vi) storing the external data; and e) a communication device for transmitting the stored extracted internal data and the stored external data.
a) an antenna for transmitting a triggering signal to an internal tire sensor, and for receiving a reporting signal from the internal tire sensor;
b) an external tire sensor;
c) a processor;
d) a memory with stored programming, for:
i) transmitting the triggering signal to the internal sensor, ii) receiving the reporting signal from the internal sensor, iii) extracting internal data from the reporting signal, iv) storing the extracted internal data, v) receiving external data from the external tire sensor, and vi) storing the external data; and e) a communication device for transmitting the stored extracted internal data and the stored external data.
12. ~The tool of claim 11, wherein the external tire sensor is in communication with a hollow tube, and the hollow tube is shaped for sealing against a valve stem and for pressing a valve pin.
13. ~The tool of claim 11, wherein the memory further has stored programming for receiving the external data promptly after receiving the reporting signal.
14. ~The tool of claim 13, wherein the memory further has stored programming for receiving the external data not more than 10 seconds after receiving the reporting signal.
15. ~The tool of claim 11, wherein the memory further has stored programming for receiving the reporting signal promptly after receiving the external data.
16. ~The tool of claim 15, wherein the memory further has stored programming for receiving the reporting signal not more than 10 seconds after receiving the external data.
17. ~The tool of claim 11, wherein the memory further has stored programming for diagnosing the internal sensor by determining whether the absolute value of the difference between the first tire pressure and the second tire pressure is less than a predetermined quantity.
18. ~The tool of claim 17, wherein the memory further has stored programming for communicating the determination.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US65047407A | 2007-01-08 | 2007-01-08 | |
| US11/650,474 | 2007-01-08 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2607464A1 true CA2607464A1 (en) | 2008-07-08 |
Family
ID=39595899
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2607464 Abandoned CA2607464A1 (en) | 2007-01-08 | 2007-10-23 | Integration of direct pressure measurement capability in a tool to monitor on-board tire pressure monitoring systems |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2607464A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10728634B2 (en) | 2018-12-19 | 2020-07-28 | Simmonds Precision Products, Inc. | Configurable distributed smart sensor system |
| US10728633B2 (en) | 2018-12-19 | 2020-07-28 | Simmonds Precision Products, Inc. | Configurable distributed smart sensor system |
-
2007
- 2007-10-23 CA CA 2607464 patent/CA2607464A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10728634B2 (en) | 2018-12-19 | 2020-07-28 | Simmonds Precision Products, Inc. | Configurable distributed smart sensor system |
| US10728633B2 (en) | 2018-12-19 | 2020-07-28 | Simmonds Precision Products, Inc. | Configurable distributed smart sensor system |
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