JP5346099B2 - Tire pressure sensor system with improved sensitivity and power saving - Google Patents

Description

The present invention relates to an automobile tire pressure sensor. More specifically, the present invention relates to a battery-powered method and system for monitoring the tire internal pressure of a vehicle tire using a sensor system with improved sensitivity and a power saving device.

  Tire pressure sensor systems are known, and these systems are generally used to monitor the internal air pressure of individual pneumatic tires in a motor vehicle, and the internal air pressure of one or more of the vehicle tires is dangerous. Used to provide a warning signal to the driver whenever it is so low or dangerously high. This warning signal is typically generated by an RF (Radio Frequency) signal generator controlled by a microprocessor connected to a tire pressure sensor. In that case, whenever the tire pressure measured by the tire pressure sensor is outside a predetermined normal operating range, this warning signal is generated to indicate either a high pressure condition or a low pressure condition. This RF signal is sent to a receiver mounted on the vehicle. The receiver uses the warning signal to give the driver either a visible way (how to activate a warning lamp or warning display), a way of hearing (how to activate an audible alarm), or Warning the driver in both ways. Electric power to the sensor circuit is supplied by a battery. However, this battery must be replaced when the available power drops below the effective level.

  Patent application 10 / 346,490 entitled "External Mount Tire Pressure Sensor System" filed Jan. 21, 2003, assigned to the assignee of the present invention. Known tire pressure systems, such as those disclosed in US Pat. No. 5,028, the disclosure of which is incorporated herein by reference, are essentially linear in one branch of an electrical bridge circuit. A mechanical strain sensor having a variable resistance characteristic is used to measure the internal pressure of a tire to which the mechanical strain sensor is attached. This type of sensor is relatively insensitive to mechanical vibrations regularly encountered in the automotive environment. Further, the configuration of this electrical circuit (ie, electrical bridge circuit) has been found to be relatively simple, have well-known performance characteristics, and be reasonably reliable in operation.

  Despite the effectiveness of known sensor circuits using mechanical strain sensors and bridge circuits, there are inherent limitations that limit the performance of such devices. First of all, due to the fact that only one variable resistance element (strain gauge) is incorporated in one branch of the bridge circuit, the sensitivity of the sensor circuit is that of only one strain gauge used. It is limited to the range of variable resistance. This limits the potential measurement range of this sensor system. Furthermore, this known sensor circuit is liable to cause a measurement accuracy defect due to the different coefficients of the thermal resistance of the variable resistance strain sensor and the fixed resistance forming the bridge circuit. Second, since the sensor circuit is constantly powered from the essential battery, the useful life of the battery is limited by the energy capacity of the battery. Such drawbacks are exacerbated by the need for the component to have a relatively small physical size due to mounting constraints. As a result, battery replacement is a major constraint on the effectiveness of such known sensor systems.

  Attempts to provide a simple but accurate and long-lasting tire pressure monitoring system without the above drawbacks have not been successful to date.

  The present invention includes a method and system for monitoring vehicle tire internal pressure using a variable resistance sensor assembly that is more sensitive than known devices and can withstand temperature fluctuations, and a power saving unit that provides a long battery life. .

  In a first aspect of the device, the present invention is a variable resistance displacement sensor coupled to a pneumatic tire to provide a resistance value indicative of tire internal pressure, and coupled to the displacement sensor element to accommodate insufficient tire internal pressure. And an improved tire pressure sensor system having a processor that converts a resistance value to an RF generator activation signal and an RF generation circuit that is activated by the processor to send a dangerous tire pressure warning signal. The improvement includes a variable resistance sensor assembly having first and second separate stretch sensors, wherein each stretch sensor includes a first flex layer and a second flex support layer including variable resistance elements. And the first flexible layer of the first stretch sensor and the first flexible layer of the second stretch sensor face each other so that the variable resistance elements face each other. A stretch sensor is installed. These variable resistance elements are inserted into an electric bridge circuit having four branches. That is, the first pair of these four branches has fixed resistance elements connected in series, and the second pair of these four branches has a first stretch connected in series. -It has a variable resistance element of the sensor and the second stretch sensor.

  In a preferred variation of this basic embodiment, the variable resistance sensor assembly further includes third and fourth individual stretch sensors, wherein the third stretch sensor and the fourth stretch sensor are respectively The first flexible layer including the variable resistance element and the second flexible support layer are provided. The third and fourth individual stretch sensors are arranged relative to each other with the second flex support layer of the third stretch sensor and the second flex support layer of the fourth stretch sensor facing each other. doing. Furthermore, the first flexible layer of the third stretch sensor is also arranged facing the second flexible support layer of the second stretch sensor. These variable resistance elements are inserted into an electric bridge circuit having four branches. That is, the first branch of these four branches has the variable resistance element of the first stretch sensor, and the second branch of these four branches has the variable resistance element of the fourth stretch sensor. A third of the four branches has a variable resistance element of the second stretch sensor, and a fourth branch of the four branches has a variable resistance of the third stretch sensor. I have an element. The first branch and the second branch are connected in series, and the third branch and the fourth branch are also connected in series.

  In both of the above embodiments, the ohmic electrical connection in this bridge circuit ensures that resistance changes due to temperature changes can be offset by the configuration of these resistive components.

  The tire pressure sensor system components, including the processor, RF generator circuit, variable resistance sensor assembly, and battery, are all mounted on a common support substrate having at least a flexible portion lying under the variable resistance sensor assembly. The support substrate may be attached to the tire sidewall, either the outer wall or the inner wall, or may be embedded in the tire sidewall during the tire forming process. In surface mount installation, a sensor guide slidably attached to the tire sidewall captures the free end of the variable resistance sensor assembly. The other end of the variable resistance sensor assembly is attached to the tire sidewall. Such an arrangement prevents excessive stretching and premature failure of the variable resistance sensor assembly.

  In a second aspect of the apparatus, the present invention provides a variable resistance sensor that provides a resistance value indicative of tire internal pressure when coupled to a pneumatic tire, coupled to the variable resistance sensor to accommodate insufficient tire internal pressure. A power saving unit for use in a tire pressure sensor system having a processor that converts a resistance value into an RF generator activation signal and an RF generation circuit that sends a dangerous tire pressure warning signal when activated by the processor. This power saving unit limits the application of power to the variable resistance sensor in a manner related to the tire speed, and only during the measurement period related to the tire speed after the tire speed reaches the speed threshold, Electric power is applied so that electric power can be obtained from this battery. Preferably, this measurement period relates to the time required for a given size tire to reach a preselected speed.

  The power saving unit includes an input terminal coupled to a power source (in a specific embodiment, a battery), an output terminal for supplying power to the variable resistance sensor, and an input terminal when the tire reaches a first predetermined speed. And a vehicle speed sensing switch that disconnects the input terminal from the output terminal when the tire speed falls below the first predetermined speed. In one embodiment, the vehicle speed sensitive switch includes a conductive contact member (eg, a spring) having a first portion connected to the output terminal and a free end, and a first portion connected to the input terminal. And a conductive pivot member (swing member) (eg, spring or pivot arm) with a mass member attached to the free end. This mass member is mounted in physical contact with the free end of the conductive contact member when the tire reaches a first predetermined speed, thereby transferring power from the input terminal to the output terminal. it can. Preferably, the mass member has opposite ends. The vehicle speed sensing switch includes a first contact member and a second contact member connected to the output terminal, and the first contact member is one end of the opposite end of the mass member. The second contact member has a free end in the other end of the opposite end of the mass member. With such an arrangement, it is easy to position the power saving unit on the vehicle tire.

  In an alternative embodiment, a magnetically actuable reed switch is coupled between the input terminal and the output terminal, and a magnet is attached to the free end of the pivot arm so that the tire reaches a first predetermined speed. Activate the reed switch.

  In an alternative embodiment, the power saving unit further includes a control signal output terminal coupled to the processor, and the vehicle speed sensitive switch has a tire different from the first predetermined speed (preferably, the first The power input terminal is connected to the control signal output terminal when the second predetermined speed is reached (which is faster than the predetermined speed of 1), and from the control signal output terminal when the tire speed is lower than the second predetermined speed. Control signal means for disconnecting the input terminal is included. Upon receipt of this control signal, this control signal now serves as an indication to the processor that another shorter measurement period can be used. This additional measurement period is also related to the time required for the tire to reach a preselected speed.

  In this embodiment, the switch configuration is essentially the same as the switch used in the first embodiment. The control signal means includes a contact member having a first portion connected to the control signal output terminal and a free end, and the mass member in the switch is configured so that the tire reaches a second predetermined speed. And is attached so as to be in physical contact with the free end of the contact member. Similar to the first embodiment, the mass member preferably has opposing ends. Further, the control signal means includes a first contact member and a second contact member connected to the control signal output terminal, and the first contact member is in a path of one end of the opposite end portion of the mass member. It has a free end, and the second contact member has a free end in the path of the other end of the opposite end.

  From a process standpoint, the present invention provides a variable resistance sensor that provides a resistance value indicative of tire internal pressure when coupled to a pneumatic tire, and a resistance that is coupled to the variable resistance sensor to accommodate insufficient tire internal pressure. A method for reducing power consumption in an electric tire pressure sensor system having a processor that converts a value into an RF generator activation signal and an RF generation circuit that is activated by the processor and sends a dangerous tire pressure warning signal, (A) a step of providing a power source and (b) applying power to the variable resistance sensor during a tire pressure measurement period whose duration is related to tire speed. The step (b) of applying power preferably comprises: (i) preventing application of power to the variable resistance sensor until the tire speed reaches a first tire speed threshold; and (ii) the tire speed is When a tire speed threshold value of 1 is reached, power is supplied to the variable resistance sensor at a first tire speed threshold value for a measurement period related to a period required for a preselected tire speed. And (iii) ending application of electric power to the variable resistance sensor when the tire speed falls below a first tire speed threshold value.

  The method further modifies step (b) of applying power so that when the tire speed reaches a second tire speed threshold, the length of this measurement period is set at the second tire speed threshold. The second measurement period may also be provided by further including a step of changing to another value related to the period required for the preselected tire speed.

  The present invention provides a convenient solution to the problem of monitoring tire pressure in a vehicle equipped with pneumatic tires. This system may be installed during the manufacture of new tires, the manufacture of new cars, or as an aftermarket product. In addition, existing vehicles that do not have a tire pressure sensor system can be easily installed with a state-of-the-art system at a relatively low cost. This is particularly beneficial in jurisdictions requiring low tire pressure warning devices on any road car. This sensor assembly greatly improves the measurement sensitivity, and the power saving unit significantly reduces power consumption, which uses relatively inaccessible (unreachable) batteries as a power source. This is especially important for existing equipment.

1 is a schematic diagram of a prior art single tire pressure monitoring circuit that uses only one stretch sensor in a bridge circuit. FIG. 5 is a perspective view of a single tire pressure monitor circuit having four stretch sensors in a bridge circuit according to the present invention. FIG. 3 is a perspective view similar to FIG. 2 showing an alternative embodiment of a single tire pressure monitor circuit in which two stretch sensors are arranged in series connected branches of the bridge circuit. FIG. 4 shows the comparative sensitivity of the prior art bridge circuit of FIG. 1 and the two embodiments of the present invention shown in FIGS. 2 and 3. FIG. 1 is a schematic perspective view of a tire pressure monitoring system according to the present invention showing the physical layout of the main components. 1 is a perspective view showing a single tire pressure monitoring system according to the present invention attached to an outer wall of a tire. FIG. FIG. 4 is a cross-sectional view through the vehicle wheels and tires showing two possible installations of the present invention. It is sectional drawing similar to FIG. 7 which shows the internal installation of this invention. 1 is a schematic diagram of a first embodiment of a motion detector according to the present invention; 4 is a schematic diagram of an alternative embodiment of a motion detector according to the present invention. 2 is a schematic diagram of an alternative embodiment of a motion detector according to the present invention having a reed switch. 2 is a schematic diagram of an alternative embodiment of a motion detector according to the present invention having a reed switch. 1 is a schematic diagram of a multi-stage embodiment of a motion detector according to the present invention. FIG. 12 is a timing diagram illustrating the operation of the multi-stage motion detector of FIG. 11 at two different wheel speeds.

  For a fuller understanding of the nature and advantages of the present invention, reference should be made to the following detailed description taken together with the accompanying figures.

Turning now to the drawings, FIG. 1 is a schematic diagram of a prior art single tire pressure monitor circuit that uses only one stretch sensor in a bridge circuit. As can be seen in this figure, the monitor circuit, generally designated by reference numeral 10, is connected to one branch of a bridge circuit having three additional branches, each having an ohmic connection to a fixed resistor R as shown. It includes only one stretch sensor 12 connected. The stretch sensor 12 is a well-known component having the property of ohmic resistance that changes by a predictable magnitude due to the linear longitudinal displacement of the sensor body. The stretch sensor 12 includes a first layer 14 to which a thin variable resistance element 15 is attached, and a second base layer that supports the first layer 14 and increases mechanical strength with respect to the stretch sensor 12. And have. All the fixed resistors R have the same resistance value. A reference voltage Vin from a DC power supply (not shown) is applied to two nodes of the bridge circuit 10. The stretch sensor 12 is attached to a vehicle tire (not shown) so as to bend according to the internal pressure. The resistance value of the stretch sensor 12 is determined by the magnitude of bending due to the tire internal pressure and the direction in which the bending occurs. As shown in FIG. 1, when the stretch sensor 12 bends in the first direction, the resistance value increases (R + r). Here, R is a static resistance value of the stretch sensor 12, and r is an additional resistance value due to bending of the stretch sensor 12. Similarly, when the stretch sensor 12 bends in the opposite direction, its resistance value becomes small (R−r). As the resistance of the stretch sensor changes, the measured voltage Vout changes accordingly, thus providing a measurement of the tire internal pressure.

  FIG. 2 is a perspective view of a single tire pressure monitor circuit having four stretch sensors (22a-22d) in the bridge circuit 20 in accordance with the present invention. As can be seen in this figure, each sensor assembly 22 consists of four bilayer stretch sensors each having a first layer 24 with a variable resistance element and a base layer 25. Two of these stretch sensors (22a, 22b) are placed with their first layers facing each other, while the other two stretch sensors (22c and 22d) are placed back to back. Has been. Two stretch sensors (22a and 22c) pointing in the same direction are shown in FIG. 2 with the annotation R + r and pointing in the same direction except that the stretch sensors (22a and 22c) are Two stretch sensors (22b and 22d) that are reversed are shown with the annotation R-r. These stretch sensors are ohmically connected as shown in FIG. In that case, the R + r sensor is located in the two opposite branches of the bridge circuit 20 and the R−r sensor is located in the other two opposite branches of the bridge circuit 20. . In such an arrangement, any resistance change due to thermal effects is completely canceled out electrically so that the measured resistance value is a pure function of tire internal pressure. The sensor assembly 22 is physically attached to the tire in the manner described below.

  FIG. 3 is a perspective view similar to FIG. 2 showing an alternative embodiment of a single tire pressure monitoring circuit in which two stretch sensors are arranged in series connected branches of the bridge circuit. As can be seen in this figure, each sensor assembly 32 comprises two bilayer stretch sensors each having a first layer 24 with a variable resistance element and a base layer 25. The two stretch sensors (32a, 32b) are arranged with their first layers facing each other in the R + r, R-r configuration. These single layer sensors are ohmically connected as shown in FIG. In this case, the R + r sensor and the R−r sensor are arranged in series in adjacent branches of the bridge circuit 30. The other two branches of the bridge circuit 30 include fixed resistance elements 26 having the same resistance value R. In such an arrangement, any change of the variable resistance element due to the influence of heat is completely canceled out electrically, and any change of the fixed resistance element R due to the influence of heat is completely canceled out electrically, The measured resistance is a pure function of tire internal pressure. The sensor assembly 32 is physically attached to the tire in the manner described below.

  FIG. 4 shows the comparative sensitivity of the prior art bridge circuit of FIG. 1 and the two embodiments of the present invention shown in FIGS. As can be seen in this figure, in the prior art device of only one sensor shown in FIG. 1, the magnitude of the output voltage Vout is a function of r / 4R. In the two sensor embodiment of FIG. 3, the magnitude of the output voltage Vout is a function of r / 2R. In the four sensor embodiment of FIG. 2, the magnitude of the output voltage Vout is a function of r / R. As will be appreciated by those skilled in the art, the embodiment of FIG. 2 provides a 4-fold increase in sensitivity compared to the prior art arrangement, while the embodiment of FIG. 3 provides a 2-fold increase in sensitivity. . This represents a significant improvement in measurement capability.

  FIG. 5 is a schematic perspective view of a tire pressure monitoring system 50 according to the present invention showing the physical layout of the main components. As can be seen in this figure, the main components of the tire pressure monitoring system 50 are the integrated circuit 51, battery 52, stretch sensor assembly (22 or 32), antenna 54, motion detector 55 (described below). including. These components are attached to the substrate layer 56 in any desired manner (eg, using a suitable adhesive). Integrated circuit 51 typically has active electronic components found in RF monitoring systems. Such a configuration of the integrated circuit 51 is well known to those skilled in the art and will not be described in further detail. Antenna 54 is coupled to the RF portion of integrated circuit 51 in the usual manner. The stretch sensor assembly (22, 32) is ohmically connected to a bridge circuit included in the integrated circuit 51. The battery 52 is connected to the power input terminal of the integrated circuit 51. The substrate layer 56 is adhered to the attachment layer 57 using a suitable adhesive. At least the portion of the substrate layer 56 and the attachment layer 57 that lies under the stretch sensor assembly (22 or 32) has the stretch sensor assembly (22 or 32) in order to provide an accurate resistance value. There must be sufficient flexibility to bend with the tire sidewall. Surface mount installations (described below) include a generally U-shaped sensor guide 58 with fixed ends (59a, 59b) that stretch the sensor assembly (22 or 32) and the stretch of the substrate layer 56 and the mounting layer 57. The part lying under the sensor assembly (22 or 32) is slidably captured. The sensor guide 58 is dimensioned to keep the stretch sensor assembly (22 or 32) immediately adjacent to the tire sidewall, while within the sensor guide 58, the stretch sensor assembly (22 or 32). The sliding movement is enabled.

  The stretch sensor assembly (22, 32) has a generally rectangular lower portion of the substrate layer 56 and the mounting layer 57 at a first tire fixing point (outer tire surface, inner tire surface, or inner fixing point (see below)). By bonding, the lower end of the stretch sensor assembly (22 or 32) is fixed to the first tire fixing point. The fixed ends (59a, 59b) of the sensor guide 58 are fixed at the second tire fixing point. The lower end of the stretch sensor assembly (22, 32) is fixed to the tire fixing point, and the stretch sensor assembly (22, 32) is slidably held by the sensor guide 58 in the immediate vicinity of the tire sidewall. Due to the fact that the tire side wall profile changes due to changes in tire internal pressure, the stretch sensor assembly (22, 32) bends with the tire profile changes. However, since only the lower end of the stretch sensor assembly (22, 32) is secured to the first tire fixing point, the stretch sensor assembly (22, 32) is firmly bonded over its entire length. The stretch sensor assembly (22, 32) is not stretched to the point of failure that would otherwise occur. Such a mounting arrangement prevents premature failure of the stretch sensor assembly (22, 32).

  As shown in FIG. 6, the single tire pressure monitoring system 50 according to the present invention can be attached to the outer wall of the tire 61 by attaching the attachment layer 57 (FIG. 5) to an appropriate location on the tire sidewall. This can be attached using a suitable adhesive such as an epoxy adhesive. Preferably, the single tire pressure monitoring system 50 uses a velcro (registered trademark) system (two-part hook surface / loop surface mounting system) sold under the Velcro trademark, for example. It may be adhered to. Such a configuration increases vibration damping for the attached tire pressure sensing system.

  FIG. 7 is a cross-sectional view taken through a vehicle tire and wheel assembly showing two alternative installations of the tire pressure sensing system 50. As seen in this figure, the tire pressure sensing system 50 may be attached to the vehicle tire sidewall 61 using the attachment mechanism described above. Since the battery 52 can be easily reached, the battery 52 can be easily replaced by such an installation. Alternatively, the tire pressure sensing system 50 may be attached to the tire inner wall 62 before attaching the tire to the wheel 63. Such a configuration protects the components of the tire pressure sensing system 50 from mechanical wear and severe environmental conditions, except that the tire must be removed from the wheel 63 when the battery 52 requires replacement. There are drawbacks.

  FIG. 8 is a cross-sectional view similar to FIG. 7 showing another alternative installation of the tire pressure sensor system. As seen in this figure, the tire pressure sensor system 50 is embedded inside the tire between the outer wall 61 and the inner wall 62. Such internal installation is feasible because the temperature required for the tire molding process is relatively low compared to the temperature tolerance of the components of the tire pressure sensor system 50. Since the entire tire pressure sensor system 50 components are surrounded by tire material, the illustrated internal configuration provides maximum protection for these components. However, even if the battery 52 is consumed, the battery 52 cannot be replaced with such a configuration.

  The resistance measurement process used to determine the tire pressure is very similar to that disclosed in the above-referenced pending US patent application Ser. No. 10 / 346,490. The measured resistance value of the stretch sensor assembly (22, 32) is the maximum when the tire pressure sensor system 50 is at a minimum distance from the pavement and undergoes maximum displacement (closest to the pavement). It varies between the value Rmax and the minimum value Rmin when the tire pressure sensor system 50 is at a maximum distance from the pavement surface (farthest from the pavement surface) and undergoes a minimum displacement. The parameter used to calculate the tire pressure is the difference R = (Rmax) − (Rmin). This parameter is calculated by a programmed circuit in the integrated circuit 51. When this value is within a predetermined allowable range determined by two predetermined threshold values, no signal is transmitted from the antenna 54 because the tire internal pressure is within the allowable range. When the value of R is greater than the predetermined first threshold, meaning a low pressure condition, integrated circuit 51 activates the internal RF transmitter, thereby transmitting a low pressure signal from antenna 54. Similarly, when the value of R is less than a predetermined second threshold, meaning a high voltage condition, integrated circuit 51 activates the internal RF transmitter, thereby transmitting a high voltage signal from antenna 54. Is done. Such a low or high voltage signal is received by a conventional on-board receiver circuit (not shown) where the low or high voltage signal is sensed, such as a visual indicator, an audible alarm, or both. Convert to a possible warning signal. Generally, the receiving circuit includes a decoder that decodes the low and high voltage signals into a format that can be used to activate the warning indicator. Representative examples of such receivers are shown and described in US Pat. No. 5,900,808, US Pat. No. 6,175,301, US Pat. No. 6,453,737. Since this receiver circuit is conventional and well known to those skilled in the art, further detailed description will not be necessary.

  In order to save battery power, resistance measurements are made periodically rather than continuously. For example, first, an initial value of R is calculated. If the value of R is less than the first threshold and greater than the second threshold (ie, indicating that the tire pressure is within its tolerance), the integrated circuit 51 Wait one minute and then continue with another calculation of parameter R. From any calculation, the value of R is outside the range defined by the two threshold levels (ie, greater than the first threshold or less than the second threshold) The integrated circuit 51 waits for a period of less than 1 minute (10 seconds) and then performs another calculation of the parameter R. As a result, if another value of R is outside the range defined by these two thresholds, integrated circuit 51 activates the RF transmitter to generate a tire low or high pressure signal. Let As a result, if the next value of R is not outside the range defined by these two thresholds, the integrated circuit 51 waits for one minute and continues with the next calculation.

  Further, in order to save battery power, power from the battery 52 to the integrated circuit 51 is selectively applied under the control of the motion detector 55. A first embodiment 55A of motion detector 55 is shown in FIG. As seen in this figure, one terminal of the battery 52 (positive terminal in this embodiment) is connected to the first terminal 91 of the motion detector 55A. The terminal 91 is ohmically connected to a pair of contact springs (92, 93) provided along the swing path 94 of the mass block 95. A mass block 95 made of a conductive material is attached to the upper end of a pivot spring (swing spring) 96. The pivot spring 96 is also made of a conductive material. The lower end of the pivot spring 96 is ohmically connected to the power output terminal 98. The power output terminal 98 is connected to the power input terminal of the integrated circuit 51.

  In operation, when the vehicle tire mounting the tire pressure sensor system 50 is stationary, the mass block 95 is positioned in the middle of the contact spring 92 and the contact spring 93, and by the action of the pivot spring 96, Kept in this position. In this central position, the mass block is away from the contact springs (92, 93) so that no current from the battery 52 flows to the output terminal 98 and no power is consumed. When the vehicle tire begins to rotate, the mass block 95 causes a centrifugal force in either the contact spring 92 or the contact spring 93 depending on the direction of the motion detector 55 on the tire sidewall and the direction of rotation of the tire. It is swung along the swing path 94 under the influence of. When the rotational speed of the tire reaches a predetermined value (for example 10 m.p.h), the mass block 95 is swung by a distance sufficient to contact one of the two contact springs (92, 93). Here, an ohmic electrical circuit may be established between the power input terminal 91 and the power output terminal 98, and a DC current may flow from the battery 52 to the integrated circuit 51. It should be noted that the tire speed when applying power to the integrated circuit 51 is a matter of designer preference and can be set to a value deemed reasonable to those skilled in the art. When the power supply connection is established between the battery 52 and the integrated circuit 51, the tire pressure measurement process described above starts.

  FIG. 10 shows an alternative embodiment of motion detector 55B. In this embodiment, the pivot spring 96 is replaced with the pivot arm 101. The lower end of the pivot arm 101 is swingably attached to a fixed reference point, and the ferromagnetic mass block 103 is attached to the upper end of the pivot arm 101. A permanent magnet 105 is attached to the fixed reference point of the motion detector 55B. The operation of the embodiment of FIG. 10 is very similar to that of the embodiment of FIG. 9, but the magnitude of the centrifugal force due to the rotation of the tire is the magnitude of the magnetic holding force between the mass block 103 and the permanent magnet 105. There is a difference that the magnetic force between the mass block 103 and the permanent magnet 105 keeps the mass block 103 away from the contact spring 92 or the contact spring 93 until it exceeds.

  10A and 10B show another alternative embodiment of motion detector 55C. FIG. 10A shows the motion detector 55C in a non-actuated state, while FIG. 10B shows the motion detector 55C in an actuated state. In this embodiment, the pivot arm 101 has a magnet 106 attached to the upper end thereof. A permanent magnet 105 is attached to the fixed reference point of the motion detector 55C. The contact springs (92, 93) are replaced with normally open contact reed switches 108 that are operated by magnetic force. The reed switch 108 has a first terminal 109 ohmically connected to the input terminal 91 and a second terminal 110 ohmically connected to the terminal 98. The operation of the embodiment of FIGS. 10A and 10B is as follows. When the magnitude of the centrifugal force due to the rotation of the tire is smaller than the magnitude of the magnetic holding force between the magnet 106 and the magnet 105, the pivot arm 101 and the magnet 106 are maintained in the posture shown in FIG. In such an orientation, the magnet 106 is far from the reed switch 108 such that the reed switch 108 remains inactive and no power is transferred between the terminals 91 and 98. When the magnitude of the centrifugal force due to the rotation of the tire exceeds the magnitude of the magnetic holding force between the magnet 106 and the magnet 105, the pivot arm 101 and the magnet 106 are rotated (counterclockwise in FIG. 10B) The magnet 106 is brought close to the reed switch 108, and the contact in the reed switch 108 is closed, whereby the terminals 91 and 98 are ohmically connected to transmit power from the battery 52 to the integrated circuit 51. Although only one reed switch 108 is shown in FIGS. 10A and 10B, a pair of reed switches 108 is used in the motion detector 55C and the contact springs (92, 93) shown in the embodiment of FIG. ).

  Here, as will be apparent, including a motion detector (55A-55C) in the power circuit of the tire pressure sensor system 50 means that the vehicle on which the tire is rotatably mounted is stationary or When the tire pressure is moving at a speed that does not pose a serious problem, the effective life of the battery 52 can be extended by preventing the application of DC power to the integrated circuit 51. Further power saving can be achieved by using the multistage motion detector 55D shown in FIG. As seen in this figure, the multi-stage motion detector 55D incorporates the same elements (91, 92, 93, 95, 96, 98) as the motion detector 55A. Furthermore, the multistage motion detector 55D also includes an additional pair of power source contact springs (112, 113). The contact springs (112, 113) are attached along both ends of the swing path 94 of the mass block 95, provided that the swing path 94 is located closer to the outside of the inner contact surface of the contact spring (92, 93). It is located at a point along the way. The power contact springs (112, 113) are ohmically connected in parallel with the additional output terminal 115 connected to the dedicated input port of the integrated circuit 51. The purpose of the contact springs (112, 113) and output terminal 115 is to achieve a predetermined value where the tire rotation speed is greater than the value represented by the contact between the mass block 95 and either the contact spring 92 or the contact spring 93. This is to supply a control signal for informing the integrated circuit 51. For example, the mechanical parameter for controlling the rotational speed when the contact spring (92, 93) and the mass block 95 are in contact and the integrated circuit 51 is energized to enable the tire pressure measurement process is 10 m. p. h. While the contact spring (112, 113) and the mass block 95 are in contact with each other, and the mechanical parameter for controlling the rotational speed when generating the control signal is 50 m. p. h. Set to The control signal on the output terminal 115 is used for the following purposes.

  During the tire pressure measurement process, a significant amount of power is consumed from the battery 52 when current is applied to the sensor assembly 50. By using the multi-stage motion detector 55D, the integrated circuit 51 limits the measurement period to a period necessary for performing an accurate measurement of the tire pressure according to the vehicle speed. The total amount of current applied can be minimized. 12A and 12B show such a power tailoring technique for a 205 / 65R15 tire with a radius of 0.32 m. 10 m. p. h. The time required for one rotation of the specific tire is 0.45 seconds at the vehicle speed of. Therefore, the minimum period required to obtain Rmin and Rmax measurements is 0.45 seconds. When applying power to the integrated circuit 51, the angular position of the tire at a given arbitrary point in time cannot be determined by this system, so after applying power, the tire pressure measurement process can be performed for two full revolutions of the tire. It is wise to make it. Referring to FIG. 12A, 10 m. p. h. The vehicle pressure measurement process allows tire pressure measurement processing for 0.90 seconds. This 0.90 second is the time required for two full rotations of the tire after enabling this measurement process. Therefore, in the motion detector 55D, power is transmitted from the battery 52 to the integrated circuit 51 via the conductive path terminal 91, the pivot spring 96, the mass block 95, the contact spring 92 or the contact spring 93, and the power output terminal 98. Later, when the control signal on output terminal 115 is at rest or is deasserted, this tire pressure measurement process is enabled for 0.90 seconds.

  50 m. p. h. At the vehicle speed of 1, the time required for one rotation of the same tire is 0.09 seconds, and for two full rotations, 0.18 seconds are required. Therefore, the minimum period set to obtain a reliable measurement of Rmin and Rmax is 0.18 seconds. Referring to FIG. 12B, 50 m. p. h. At a vehicle speed of 0.18 seconds, this tire pressure measurement process is enabled. This 0.18 second is the time required for two full rotations of the tire after enabling this measurement process. Therefore, in the multistage motion detector 55D, power is transmitted from the battery 52 to the integrated circuit 51 via the conductive path terminal 91, the pivot spring 96, the mass block 95, the contact spring 92 or the contact spring 93, and the power output terminal 98. In addition, power is transmitted from the battery 52 to the integrated circuit 51 via the conductive path terminal 91, the pivot spring 96, the mass block 95, the contact spring 112 or the contact spring 113, and the output terminal 115 (thereby, After the control signal is asserted (activated), this tire pressure measurement process is only allowed for 0.18 seconds.

  Here, as will become apparent, the multi-stage motion detector 55D limits power consumption during the tire pressure measurement process while still allowing an accurate measurement of the tire pressure to be obtained. The multistage motion detector 55D has been described with reference to the common elements of the motion detector 55A, but the multistage motion detector 55D can be configured using the common elements of the motion detector 55B and the motion detector 55C. To do. Further, it is assumed that additional stages can be added to the multi-stage motion detector 55D to incorporate speed thresholds that are greater than the above two thresholds and different. For example, install an additional set of contact springs at wider intervals than the contact springs (112, 113) shown in FIG. 11 and specify a third, faster speed threshold with a shorter power-on period. To do. Furthermore, the measurement period can be based on a different tire speed than the two-rotation example in this preferred embodiment, if desired.

  Although these preferred embodiments have been described so far as a single unit for a single tire, in practice each tire of a vehicle is equipped with a tire pressure sensor system 50. become. Various encoding arrangements can uniquely identify individual sensors, and warning indicators can be configured to identify specific tires that are improperly inflated.

  Here, as will become apparent, the present invention is a simple, inexpensive tire that is relatively simple in construction and has a higher measurement sensitivity than known systems using only one stretch sensor. A pressure sensor system is provided. Furthermore, the tire pressure sensor system according to the present invention is incorporated into the tire during manufacture, and is attached to the inner wall of the tire before attaching the tire to the wheel, and the outer wall of the tire after attaching the tire to the wheel. It can accept various installation styles such as can be attached to. Furthermore, the motion detector portion of the present invention limits power consumption and thus extends battery life. Finally, the present invention provides an accurate and reliable system for monitoring tire safety in any vehicle using pneumatic tires.

  Although the present invention has been described with reference to certain preferred embodiments, various modifications, alternative embodiments, and equivalents can be used as desired. If desired, for example, the paired contact springs (92, 93) may be replaced with a single spring positioned along the pivot centerline of the mass block support member. If only one spring is used, care must be taken to orient the sensor system on the tire to ensure that power is applied to the integrated circuit 51 when the vehicle moves forward. Have to pay. Furthermore, although the present invention has been described with reference to the use of an adhesive to attach the sensor to the tire sidewall, other cases may be considered as appropriate for the purpose of attaching the sensor to the tire sidewall. A known method may be used. Therefore, the above should not be considered as limiting the invention, but is defined by the appended claims.

  22 ... Sensor assembly, 22a-22d ... Stretch sensor, 24 ... First flex layer, 25 ... Second flex support layer (base layer)

Claims (5)

A variable resistance sensor coupled to a pneumatic tire to provide a resistance value indicative of tire internal pressure; a processor coupled to the variable resistance sensor for converting a resistance value corresponding to insufficient tire internal pressure into an RF generator activation signal; and an RF generator that is activated by the processor sending a dangerous tire pressure warning signal, a tire pressure sensor system having a power saving unit, the to limit the application of power to said variable resistance sensor, wherein the power saving unit, power supply An input terminal coupled to the variable resistance sensor; an output terminal for supplying power to the variable resistance sensor; and when the tire reaches a first predetermined speed, the input terminal is connected to the output terminal; and the speed of the tire A vehicle speed sensing switch that disconnects the input terminal from the output terminal when the speed falls below the first predetermined speed ,
A conductive contact member having a first part connected to the output terminal and a free end, and a mass attached to the first part connected to the input terminal and the free end. A conductive pivot member having a member, and the mass member is mounted in physical contact with the free end of the conductive contact member when the tire reaches the first predetermined speed. And
The mass member has an opposite end, and the vehicle speed sensing switch includes a first contact member and a second contact member connected to the output terminal, and the first contact member is the opposite member. The second contact member has a free end in the path of the other end of the opposite end, and the second contact member has a free end in the path of one end of the end. Tire pressure sensor system . Said processor when said power saving unit further comprises a control signal output terminal coupled to said processor, said vehicle speed sensitive switch, in which the tire has reached a different second predetermined speed and said first predetermined speed The input terminal is connected to the control signal output terminal so as to supply electric power to the vehicle, and the application of electric power to the processor is terminated when the tire speed falls below the second predetermined speed. tire pressure sensor system according to claim 1, characterized in that it comprises a control signal means for disconnecting said input terminal from said control signal output terminal to. A conductive contact member having a first part connected to the output terminal and a free end, and a mass attached to the first part connected to the input terminal and the free end. A conductive pivot member having a member, and wherein the mass member is mounted in physical contact with the free end of the conductive contact member when the tire reaches the first predetermined speed. And the control signal means includes a contact member having a first portion connected to the control signal output terminal and a free end, and the mass member includes the tire reaching the second predetermined speed. The tire pressure sensor system according to claim 2 , wherein the tire pressure sensor system is attached so as to be in physical contact with the free end of the contact member. The mass member has opposite ends, and the control signal means includes a first contact member and a second contact member connected to the control signal output terminal, and the first contact member is The second contact member has a free end in the path of the other end of the opposing end portion, and the second contact member has a free end in the path of the other end of the opposite end portion. The tire pressure sensor system according to claim 3 . A variable resistance sensor coupled to a pneumatic tire to provide a resistance value indicative of tire internal pressure; a processor coupled to the variable resistance sensor for converting a resistance value corresponding to insufficient tire internal pressure into an RF generator activation signal; and A method of reducing power consumption in an electric tire pressure sensor system having an RF generation circuit that is activated by a processor and sends a dangerous tire pressure warning signal, comprising:
(A) providing a power source;
(B) applying power to the variable resistance sensor during a tire pressure measurement period whose duration is related to tire speed;
Only including,
The step (b) of applying the power comprises:
(I) preventing application of power to the variable resistance sensor until the tire speed reaches a first tire speed threshold;
(Ii) When the tire speed reaches the first tire speed threshold value, a measurement period related to a period required for a tire rotational speed selected in advance at the first tire speed threshold value; Supplying power to the variable resistance sensor,
(Iii) ending application of power to the variable resistance sensor when the tire speed falls below the first tire speed threshold;
Including
In step (b) of applying power, when the tire speed reaches a second tire speed threshold, the length of the measurement period is pre-selected at the second tire speed threshold. The method further comprising the step of changing to another value related to the period required for the tire speed .

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