U.S. patent application number 09/752951 was filed with the patent office on 2002-07-04 for tire condition sensor communication with tire location provided via manually inputted update.
This patent application is currently assigned to TRW Inc.. Invention is credited to DeZorzi, Timothy, Dixit, Rahul.
Application Number | 20020084895 09/752951 |
Document ID | / |
Family ID | 25028561 |
Filed Date | 2002-07-04 |
United States Patent
Application |
20020084895 |
Kind Code |
A1 |
Dixit, Rahul ; et
al. |
July 4, 2002 |
TIRE CONDITION SENSOR COMMUNICATION WITH TIRE LOCATION PROVIDED VIA
MANUALLY INPUTTED UPDATE
Abstract
A tire condition communication system (10) and method for a
vehicle (12) that has a tire (e.g., 14A). A sensor (70), associated
with the tire (e.g., 14A), senses at least one tire condition. A
memory (66), associated with the tire (e.g., 14A), holds an
identification. A transmitter arrangement (22 and 74), associated
with the tire (e.g., 14A), transmits a signal (e.g., 24A) that
indicates the held identification and the sensed tire condition. A
receiver arrangement (28 and 30), associated with the vehicle (12),
receives the transmitted signal (e.g., 24A). An identification
update device is associated with the tire and is operatively
connected to the memory (66). The update device receives an update
identification and provides the received location identification to
the memory (66) to be held as the held identification. An input
device is manually actuated to provide the update identification.
In one example, a receiver (46) at the tire and a manually actuated
transmitter (44) provided the update and input devices. In another
example, a switch (116) and a manually actuatable part (e.g., a
valve stem part) at the tire provide the update and input
devices.
Inventors: |
Dixit, Rahul; (Farmington
Hills, MI) ; DeZorzi, Timothy; (South Lyon,
MI) |
Correspondence
Address: |
TAROLLI, SUNDHEIM, COVELL, TUMMINO & SZABO L.L.P.
1111 LEADER BLDG.
526 SUPERIOR AVENUE
CLEVELAND
OH
44114-1400
US
|
Assignee: |
TRW Inc.
|
Family ID: |
25028561 |
Appl. No.: |
09/752951 |
Filed: |
January 2, 2001 |
Current U.S.
Class: |
340/447 ;
340/442 |
Current CPC
Class: |
B60C 23/0408 20130101;
B60C 23/0479 20130101; B60C 23/0472 20130101 |
Class at
Publication: |
340/447 ;
340/442 |
International
Class: |
B60C 023/00 |
Claims
Having described the invention, the following is claimed:
1. A tire condition communication system for a vehicle that has a
tire, said system comprising: sensor means, associated with the
tire, for sensing at least one tire condition; memory means,
associated with the tire, for holding an identification;
transmitter means, associated with the tire and operatively
connected to said sensor means and said memory means, for
transmitting a signal that indicates the held identification and
the sensed tire condition; receiver means, associated with the
vehicle, for receiving the transmitted signal indicative of the
held identification and the sensed tire condition; manually
actuated input means, associated with the tire and operatively
connected to said memory means, for inputting an update
identification to be held by said memory means as the held
identification.
2. A system as set forth in claim 1, wherein said input means
includes a manually actuatable portion on the tire.
3. A system as set forth in claim 2, wherein said manually
actuatable portion on the tire includes a portion of an inflation
valve stem assembly.
4. A system as set forth in claim 1, wherein said input means
includes a manually actuatable portable transmitter means for
transmitting an update signal.
5. A system as set forth in claim 4, wherein said identification
update means includes receiver means for receiving the update
signal.
6. A method of communicating information within tire condition
monitoring system for a vehicle that has a tire, said method
comprising: manually actuating an input means to input update
identification information for a tire condition sensor unit located
at the tire; holding the input identification at the tire condition
sensor unit; sensing a tire condition via operation of the tire
condition sensor unit; transmitting a signal from the tire
condition sensor unit, the transmitted the signal indicating the
held identification and the sensed tire condition; and receiving
the transmitted signal at a location on the vehicle.
7. A method as set forth in claim 6, wherein said step of manually
actuating an input means includes a manually actuating a portion of
the input means that is located on the tire.
8. A method as set forth in claim 6, wherein said step of manually
actuating an input means includes a manually actuating a
transmitter portion of the input means that is located remote from
the tire.
Description
TECHNICAL FIELD
[0001] The present invention relates to a tire condition monitoring
system for providing indication of a tire operation parameter, such
as tire inflation pressure, to a vehicle operator. The present
invention relates specifically to a tire condition monitoring
system that provides ready identification of a tire providing
condition information and avoids misidentification due to previous
tire position change via tire position rotation or the like.
BACKGROUND OF THE INVENTION
[0002] Numerous tire condition monitoring systems have been
developed in order to provide tire operation information to a
vehicle operator. One example type of a tire condition monitor
system is a tire pressure monitor system that detects when air
pressure within a tire drops below a predetermined threshold
pressure value.
[0003] There is an increasing need for the use of tire pressure
monitoring systems due to the increasing use of "run-flat" tires
for vehicles such as automobiles. A run-flat tire enables a vehicle
to travel an extended distance after significant loss of air
pressure within that tire. However, a vehicle operator may have
difficulty recognizing the significant loss of air pressure within
the tire because the loss of air pressure may cause little change
in vehicle handling and visual appearance of the tire.
[0004] Typically, a tire pressure monitoring system includes a
pressure sensing device, such as a pressure switch, an internal
power source, and a communications link that provides the tire
pressure information from a location at each tire to a central
receiver. The central receiver is typically connected to an
indicator or display located on a vehicle instrument panel.
[0005] The communications link between each tire and the central
receiver is often a wireless link. In particular, radio frequency
signals are utilized to transmit information from each of the tires
to the central receiver. However, in order for the central receiver
to be able to proper associate received tire pressure information
with the tire associated with the transmission, some form of
identification of the origin of the signal must be utilized. Such a
need for identification of the origin of the transmitted tire
information signal becomes especially important subsequent to a
tire position change, such a routine maintenance tire position
rotation.
SUMMARY OF THE INVENTION
[0006] In accordance with one aspect, the present invention
provides a tire condition communication system for a vehicle that
has a tire. Sensor means, associated with the tire, senses at least
one tire condition. Memory means, associated with the tire, holds
an identification. Transmitter means, associated with the tire and
operatively connected to the sensor means and the memory means,
transmits a signal that indicates the held identification and the
sensed tire condition. Receiver means, associated with the vehicle,
for receives the transmitted signal indicative of the held
identification and the sensed tire condition. The system includes
manually actuated input means, associated with the tire and
operatively connected to the memory means, for inputting an update
identification to be held by the memory means as the held
identification.
[0007] In accordance with another aspect, the present invention
provides a method of communicating information within tire
condition monitoring system for a vehicle that has a tire. An input
means is manually actuated to input update identification
information for a tire condition sensor unit located at the tire.
The input identification is held at the tire condition sensor unit.
A tire condition is sensed via operation of the tire condition
sensor unit. A signal is transmitted from the tire condition sensor
unit, wherein the transmitted the signal indicates the held
identification and the sensed tire condition. The transmitted
signal is received at a location on the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] The foregoing and other features and advantages of the
present invention will become apparent to those skilled in the art
to which the present invention relates upon reading the following
description with reference to the accompanying drawings, in
which:
[0009] FIG. 1 is a schematic block diagram of a vehicle that
contains a tire condition communication system in accordance with
the present invention;
[0010] FIG. 2 is a schematic function block diagram of a first
embodiment of a tire condition sensor unit and an associated first
embodiment of a manually actuated identification update
arrangement;
[0011] FIG. 3 is a schematic function block diagram of a second
embodiment of a tire condition sensor unit and an associated second
embodiment of a manually actuated identification update
arrangement; and
[0012] FIG. 4 is a partial cross-section of a tire that contains an
identification input device in accordance with the embodiment the
identification update arrangement of FIG. 3.
DESCRIPTION OF EXAMPLE EMBODIMENTS
[0013] A tire condition communication system 10 is schematically
shown within an associated vehicle 12 in FIG. 1. The vehicle 12 has
a plurality of inflatable tires (e.g., 14A). In the illustrated
example, the vehicle 12 has four tires 14A-14D. It is to be
appreciated that the vehicle 12 may have a different number of
tires. For example, the vehicle 12 may include a fifth tire (not
shown) that is stored as a spare tire.
[0014] The system 10 includes a plurality of tire condition sensor
units (e.g., 18A) for sensing one or more tire conditions at the
vehicle tires (e.g., 14A). Preferably, the number of tire condition
sensor units 18A-18D is equal to the number of tires 14A-14D
provided within the vehicle 12. In the illustrated example, all of
the tire condition sensor units 18A-18D have the same components.
Identical components are identified with identical reference
numbers, with different alphabetic suffixes. It is to be
appreciated that, except as noted, all of the tire condition sensor
units 18A-18D function in the same manner. For brevity, operation
of one of the tire condition sensor units (e.g., 18A) is discussed
in detail with the understanding that the discussion is generally
applicable to the other tire condition sensor units (e.g.,
18B-18D).
[0015] Each tire condition sensor unit (e.g., 18A) includes a power
supply (e.g., a battery 20A) that provides electrical energy to
various components within the respective sensor unit. The
electrical energy enables the tire condition sensor unit (e.g.,
18A) to energize a radio frequency antenna (e.g., 22A) to emit a
radio frequency signal (e.g., 24A) that conveys one or more sensed
conditions along with a fixed identification to a central,
vehicle-based unit 28.
[0016] A radio frequency antenna 30 receives the tire condition
signal (e.g., 24A) from the tire condition sensor unit (e.g., 18A)
and the conveyed information is processed. In one example, the
system 10 is designed to operate with the tire condition signals
24A-24D in the FM portion of the radio frequency range. Each
antenna (e.g., 22A) in conjunction with the antenna 30 comprises
part of a means for communication from the respective tire
condition sensor unit (e.g., 18A) to the vehicle-based unit 28.
[0017] A power supply (e.g., a vehicle battery) 34, which is
operatively connected (e.g., through a vehicle ignition switch 36)
to the vehicle-based unit 28, provides electrical energy to permit
performance of the processing and the like. The vehicle-based unit
28 utilizes the processed information to provide information to a
vehicle operator via an indicator device 38. In one example, the
indicator device 38 may be a visual display that is located on an
instrument panel of the vehicle 12. Accordingly, the vehicle
operator is apprised of the sensed condition(s) at the tire (e.g.,
14A).
[0018] It is to be noted that the sensed condition may be any
condition at the tire (e.g., 14A). For example, the sensed
condition may be inflation pressure of the tire (e.g., 14A),
temperature of the tire, motion of the tire, or even a diagnostic
condition of the tire condition sensor unit (e.g., 18A) itself.
[0019] It should be noted that a single antenna of the
vehicle-based unit 28 receives all of the tire condition signals
24A-24D from a plurality of tire condition sensor units 18A-18D. In
order for the vehicle-based unit 28 to accurately "know" which tire
(e.g., 14A), via the associated tire condition sensor unit (e.g.,
18A), is providing the tire condition signal (e.g., 24A), the tire
condition signal conveys an identification of the tire. In order
for the tire condition sensor unit (e.g., 18A) to output the tire
condition signal (e.g., 24A) with an identification of the tire,
the identification is provided to the tire condition sensor
unit.
[0020] The provision of the location identification to the
respective tire condition sensor unit is accomplished by the system
10 including a manually actuated identification data input
arrangement (e.g., 42A) for the respective tire condition sensor
unit (e.g., 18A). In the illustrated example of FIG. 1, a plurality
of manual input arrangements 42A-42D are provided, with each manual
input arrangement (e.g., 42A) being associated with a different
tire condition sensor unit (e.g., 18A).
[0021] A different identification value is associated with each
specific tire mounting location. Typically, the tire mount
locations on a vehicle are identified as right-front, right-rear,
left-front, left-rear, and spare mount locations. When a tire
(e.g., 14A) is located at a certain tire mounting location, the
identification associated with that location is manually input via
the manual input arrangement (e.g., 42A). For example, when the
locations of the tires 14A-14D are changed, such as during a
routine maintenance tire rotation, a new location identification is
manually input for each tire.
[0022] The tire condition sensor unit (e.g., 18A) utilizes the
manually input location identification as the identification that
is transmitted within its tire condition signal (e.g., 24A) sent to
the vehicle-based unit 28. The vehicle-based unit 28 is programmed
(e.g., taught) or has learned to recognize the location
identifications for the various tire mount locations on the
vehicle. Accordingly, when the vehicle-based unit 28 receives a
tire condition signal (e.g., 24A) that contains a certain location
identification, the vehicle-based unit will interpret the signal as
originating from a tire located at that vehicle mount location.
[0023] It is contemplated that the manual input of location
identification data for use by the associated tire condition sensor
unit(e.g., 18A) may be accomplished by different methods, formats,
etc. FIG. 2 illustrates a first example of a tire condition sensor
unit 18' and an associated manual input arrangement 42'.
[0024] It is to be noted that the tire condition sensor unit 18'
and the manual input arrangement 42' are indicated using reference
numerals with primes, to signify that the examples are for a first
specific discussion. Also, it is to noted that the tire condition
sensor unit 18' and the manual input arrangement 42' are indicated
without use of alphabetic suffixes to signify that the examples are
generic to all of the tire condition sensor units and all of the
identification provision units, respectively.
[0025] The manual input arrangement 42' includes a manually
actuatable radio frequency transmitter device 44, located remote
from the tire (e.g., 14A), and a radio frequency receiver 46,
located at the tire. In one example, the receiver 46 is located
within the tire (e.g., 14A) with the associated tire condition
sensor unit 18'.
[0026] The transmitter device 44 is preferably a hand-held unit
that a person 48 (e.g., a service technician) manually operates to
inputs an identification code via an input keypad 50 on the
hand-held transmitter device. The transmitter device 44 outputs a
radio frequency signal 52 that conveys the input identification
code and that is intended for reception by an antenna 54 of the
receiver 46 at the tire (e.g., 14A).
[0027] The antenna 54 is operatively connected 56 to RF receive
circuitry 58 of the receiver 46. In turn, the RF receive circuitry
58 is operatively connected 60 to a controller 62 of the tire
condition sensor unit 18'. When the antenna 54 receives the radio
frequency signal 52 that conveys an update location identification,
an electrical stimulus signal is provided by the antenna to the RF
receive circuitry 58. In turn, data bits that represent the
location identification are provided to the controller 62. A
location identification memory 66 is operatively connected 68 to
the controller 62. The controller 62 provides the update location
identification data to the memory 66 for storage therein.
[0028] One or more condition sensors 70 are operatively connected
72 to the controller 62. RF transmit circuitry 74 is operatively
connected 76 to the controller 62 and operatively connected 78 to
the associated antenna 22. In order to provide the tire condition
signal (e.g., 24A) for reception by the vehicle-based unit 28, the
controller 62 receives sensory information from the sensor(s) 70
and receives the location identification from the memory 66. The
controller 62 assembles a message packet that contains the
identification location and the sensory information and provides
the message packet to the RF transmit circuitry 74. In turn, the RF
transmit circuitry 74 provides a stimulus electrical signal to the
antenna 22 such that the tire condition signal (e.g., 24A) is
emitted.
[0029] It is to be noted that the hand-held transmitter device 44
may be a device that can sequentially communicate with all of the
tire condition sensor units 18A-18D of the system 10 at the vehicle
12, thus, avoiding the need to have a separate transmitters for
each tire condition sensor unit. Moreover, the hand-held
transmitter device 44 may be utilized to communicate with tire
condition sensor units within different tire condition
communication systems at different vehicles. In other words, the
transmitter device may be a generic or universal tool used to
program location identification to various tire condition sensor
units.
[0030] FIG. 3 schematically illustrates another example of a tire
condition sensor unit 18" with an associated manual input
arrangement 42". It is to be noted that the tire condition sensor
unit 18" and the manual input arrangement 42" are indicated using
reference numerals with double primes, to signify that the examples
are for a second specific discussion. Also, it is to noted that the
tire condition sensor unit 18" and the manual input arrangement 42"
are indicated without use of alphabetic suffixes to signify that
the examples are generic to all of the tire condition sensor units
and all of the identification provision units, respectively.
[0031] The tire condition sensor unit 18" includes a controller 82,
a location identification memory 84, one or more sensors 86, and RF
transmit circuitry 88 similar to the embodiment shown in FIG. 2.
The identification memory 84, the sensor(s) 86, and the RF transmit
circuitry 88 are operatively connected to the controller 82 similar
to the embodiments shown in FIG. 2.
[0032] In the embodiment shown in FIG. 3, the manual input
arrangement 42" includes a manually actuated device 92 located on
the tire (e.g., 14A) that is operatively connected 94 to the
controller 82. The device 92 may be any device that is manually
actuated to input information (e.g., a string of data bits) to the
controller 82.
[0033] FIG. 4 illustrates one example of the manually actuatable
device 92 that is utilized to input location information.
Specifically, the device 92 is partially integrated into an
inflation valve stem assembly 100 utilized to supply air pressure
into the tire 14. The stem assembly 100 is mounted onto a rigid
metal wheel side wall 102. A first portion 104 of the stem assembly
100 provides a mounting arrangement and engages the side wall 102
to provide an air tight sealing arrangement with the side wall. The
first portion 104 is hollow and provides a passageway 106 for air
flow into the tire 14.
[0034] A second portion 108 of the stem assembly 100 is movable
relative to the first portion 104 when the second portion is
manually depressed by a person (e.g., a technician) 110. One or
more sealing devices (O-rings) 112 seal against air pressure loss
between the first portion 104 of the stem assembly 100 and the
second portion 108 of the stem assembly.
[0035] In the illustrated example, the second portion 108 extends
the length of the stem assembly 100 and protrudes into the
pressurized interior 114 of the tire 14. A micro-switch 116 is
engaged with an end of the second portion 108 within the tire
interior 114. When the second portion 108 of the stem assembly 100
is pressed via manual actuation, the second portion moves
sufficiently far to toggle the micro-switch 116. Each push results
in one toggling of the micro-switch 116. The micro-switch 116 is
operatively connected to the controller 82 such that the toggling
of the micro-switch is supplied as an input to the controller.
Accordingly, data is entered by a sequence of pushes on the second
portion 108 of the stem assembly 100 to repeatedly toggle the
micro-switch 116. The controller interprets the toggles of the
micro-switch to derive an input location identification value, and
supplies the value to the memory for storage therein.
[0036] From the above description of the invention, those skilled
in the art will perceive improvements, changes and modifications.
Such improvements, changes and modifications within the skill of
the art are intended to be covered by the appended claims.
* * * * *