U.S. patent application number 09/753290 was filed with the patent office on 2002-07-04 for tire condition sensor communication with tire location provided via vehicle-mounted identification units.
This patent application is currently assigned to TRW Inc.. Invention is credited to DeZorzi, Timothy, Dixit, Rahul.
Application Number | 20020084896 09/753290 |
Document ID | / |
Family ID | 25030020 |
Filed Date | 2002-07-04 |
United States Patent
Application |
20020084896 |
Kind Code |
A1 |
Dixit, Rahul ; et
al. |
July 4, 2002 |
TIRE CONDITION SENSOR COMMUNICATION WITH TIRE LOCATION PROVIDED VIA
VEHICLE-MOUNTED IDENTIFICATION UNITS
Abstract
A tire condition communication system (10) for a vehicle (12)
that has a tire (e.g., 14A). A sensor (e.g., 74), associated with
the tire (e.g., 14A), senses at least one tire condition. A memory
(e.g., 70), associated with the tire (e.g., 14A), holds an
identification. Transmitter components (e.g., 80 and 22),
associated with the tire (e.g., 14A) and operatively connected to
the sensor (74) and the memory (70), transmit a condition signal
(e.g., 24A) that indicates the held identification and the sensed
tire condition. A vehicle-based unit (28) receives the transmitted
condition signal (e.g., 24A) indicative of the held identification
and the sensed tire condition. An identification provision unit
(e.g., 42A), located on the vehicle (12) adjacent to the tire
(e.g., 14A) and having a location identification, transmits the
location identification in response to a request. A communication
portion (e.g., 48A) of the tire condition sensor unit (e.g., 18A)
communicates a request to the identification provision unit (e.g.,
42A) to transmit the location identification. The tire condition
sensor unit (e.g., 18A) receives the requested location
identification and updates the held identification.
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: |
25030020 |
Appl. No.: |
09/753290 |
Filed: |
January 2, 2001 |
Current U.S.
Class: |
340/447 ;
340/442 |
Current CPC
Class: |
B60C 23/0416 20130101;
B60C 23/0462 20130101 |
Class at
Publication: |
340/447 ;
340/442 |
International
Class: |
B60C 023/02 |
Claims
Having described the invention, the following is claimed:
1. A tire condition sensor unit for association with a tire of a
vehicle and for communicating a tire condition to a vehicle-based
unit, said tire condition sensor unit comprising: sensor means for
sensing the tire condition; radio frequency transmitter means,
operatively connected to said sensor means, for transmitting a
radio frequency signal that indicates the sensed tire condition;
and low frequency receiver means, operatively connected to said
radio frequency transmitter means, for receiving a low frequency
initiation signal and for causing said radio frequency transmitter
means to transmit the radio frequency signal indicative of the
sensed tire condition in response to receipt of the low frequency
initiation signal.
2. A tire condition sensor unit as set forth in claim 1, wherein
said tire condition sensor unit and said vehicle-based unit are
part of a tire condition communication system and said low
frequency receiver means is a first part of communication means of
said tire condition communication system, a low frequency
transmitter means of said tire condition communication system is a
second part of said communication means that is operatively
connected to said vehicle-based unit and that is for transmitting
the low frequency initiation signal, said communication means for
communicating a request from said vehicle-based unit to said tire
condition sensor unit via the low frequency initiation signal to
cause the transmission of the radio frequency signal.
3. A tire condition sensor unit as set forth in claim 2, wherein
said low frequency receiver means and said low frequency
transmitter means include first and second magnetic induction
antennas, respectively.
4. A tire condition sensor unit as set forth in claim 2, wherein
said low frequency receiver means is also for receiving a signal
such that said radio frequency transmitter means transmits a signal
that indicates an identification to said vehicle-based unit.
5. A tire condition sensor unit as set forth in claim 4, wherein
said vehicle-based unit includes means for storing the
identification.
6. A tire condition sensor unit as set forth in claim 5, wherein
said vehicle-based unit includes means for pairing the stored
identification with a tire location.
7. A tire condition sensor unit as set forth in claim 2, wherein
said vehicle-based unit includes means utilizing vehicle speed to
vary rate of repeat occurrence of the transmission of the
initiation signal.
8. A tire condition sensor unit as set forth in claim 1, including
controller means, providing the operative connection between said
sensor means, said radio frequency transmitter means, and said low
frequency receiver means, for controlling operation of said tire
condition sensor means.
9. A tire condition sensor unit as set forth in claim 1, including
memory means for holding a fixed identification associated with the
tire, said radio frequency transmitter means is operatively
connected to said memory means, and said transmitted radio
frequency signal also indicates the fixed identification associated
with the tire.
10. A tire condition sensor unit as set forth in claim 9, including
controller means, providing the operative connection between said
sensor means, said radio frequency transmitter means, said low
frequency receiver means and said memory means, for controlling
operation of said tire condition sensor means.
11. A tire condition sensor unit as set forth in claim 9, wherein
said memory means is capable of learning new identifications.
12. A tire condition sensor unit as set forth in claim 9, wherein
said tire condition sensor unit and said vehicle-based unit are
part of a tire condition communication system and said low
frequency receiver means is a first part of communication means of
said tire condition communication system, a low frequency
transmitter means of said tire condition communication system is a
second part of said communication means that is operatively
connected to said vehicle-based unit and that is for transmitting
the low frequency initiation signal, said communication means for
communicating a request from said vehicle-based unit to said tire
condition sensor unit via the low frequency initiation signal to
cause the transmission of the radio frequency signal.
13. A tire condition sensor unit as set forth in claim 12, wherein
said communication means does not convey identification
information.
14. A tire condition sensor unit as set forth in claim 1, wherein
said sensor means senses tire inflation pressure as the sensed tire
condition.
15. A tire condition communication system for a vehicle, said
system comprising: sensor means, associated with a tire, for
sensing at least one tire condition; radio frequency transmitter
means, associated with the tire and operatively connected to said
sensor means, for transmitting a radio frequency signal that
indicates the sensed tire condition; and communication means,
having a first portion associated with the tire and operatively
connected to said radio frequency transmitter means and a second
portion associated with the vehicle, for communicating a request
from the vehicle to said radio frequency transmitter means to
transmit the radio frequency signal that indicates the sensed tire
condition.
16. A tire condition communication system as set forth in claim 15,
wherein said first portion of said communication means includes low
frequency receiver means for receiving a low frequency initiation
signal and for causing said radio frequency transmitter means to
transmit the radio frequency signal in response to receipt of the
low frequency initiation signal.
17. A tire condition communication system as set forth in claim 16,
wherein said communication means includes first and second magnetic
induction antennas.
18. A tire condition communication system as set forth in claim 15,
including radio frequency receiver means, associated with the
vehicle, for receiving the radio frequency signal that indicates
the sensed tire condition.
19. A tire condition communication system as set forth in claim 18,
wherein said sensor means senses tire inflation pressure as the
sensed tire condition.
20. A tire condition communication system as set forth in claim 18,
including indicator means for providing an indication of sensed
tire condition.
21. A tire condition communication system as set forth in claim 20,
wherein said indicator means also for indicating tire location.
22. A tire condition communication system as set forth in claim 20,
wherein said radio frequency transmitter means also for
transmitting an identification, said system including means for
using the identification to determine tire location, and said
indicator means also for indicating tire location.
23. A tire condition communication system as set forth in claim 22,
including means for storing identifications and associating
identifications with respective tire locations.
24. A tire condition communication system as set forth in claim 23,
including means for updating the stored identifications.
25. A tire condition communication system as set forth in claim 24,
wherein said means for updating the stored identifications includes
means for monitoring the number of times an identification is
received.
26. A tire condition communication system as set forth in claim 15,
including means utilizing vehicle speed to vary rate of operation
of said communication means.
27. A tire condition communication system as set forth in claim 15,
including memory means, associated with the tire, for holding a
fixed identification associated with the tire, said radio frequency
transmitter means also for transmitting the radio frequency signal
to indicate the fixed identification.
28. A tire condition communication system as set forth in claim 27,
including memory means, associated with the vehicle, for holding
identification values for comparison with the fixed identification
indicated by the received radio frequency signal.
29. A tire condition communication system as set forth in claim 27,
wherein said memory means is capable of learning new
identifications.
30. A tire condition communication system as set forth in claim 27,
wherein said communication means does not convey identification
information.
31. A tire condition communication system for a vehicle, said
system comprising: sensor means, associated with a tire, for
sensing at least one tire condition; memory means, associated with
the tire, for holding a fixed identification associated with the
tire; radio frequency transmitter means, associated with the tire
and operatively connected to said sensor means and said memory
means, for transmitting a radio frequency signal that indicates the
fixed identification and the sensed tire condition; and
communication means, having a first portion associated with the
tire and operatively connected to said radio frequency transmitter
means and a second portion associated with the vehicle, for
communicating a request from the vehicle to said radio frequency
transmitter means to transmit the radio frequency signal that
indicates the fixed identification and the sensed tire
condition.
32. A tire condition communication system as set forth in claim 31,
wherein said first portion of said communication means includes low
frequency receiver means for receiving a low frequency initiation
signal and for causing said radio frequency transmitter means to
transmit the radio frequency signal in response to receipt of the
low frequency initiation signal.
33. A tire condition communication system as set forth in claim 32,
wherein said communication means includes first and second magnetic
induction antennas.
34. A tire condition communication system as set forth in claim 31,
including radio frequency receiver means, associated with the
vehicle, for receiving the radio frequency signal that indicates
the fixed identification and the sensed tire condition, and memory
means, associated with the vehicle, for holding identification
values for comparison with the fixed identification indicated by
the received radio frequency signal.
35. A tire condition communication system as set forth in claim 31,
wherein said memory means is capable of learning new
identifications.
36. A tire condition communication system as set forth in claim 35,
including means for counting the number of receptions of an
identification to determine whether to learn a new
identification.
37. A tire condition communication system as set forth in claim 31,
wherein said communication means does not convey identification
information.
38. A tire condition communication system as set forth in claim 31,
wherein said sensor means senses tire inflation pressure as the
sensed tire condition.
39. A tire condition communication system as set forth in claim 31,
including indicator means for providing an indication of sensed
tire condition.
40. A tire condition communication system as set forth in claim 39,
wherein said indicator means also for providing an indication of
tire location with the indication of sensed tire condition.
41. A tire condition communication system as set forth in claim 39,
including means for controlling said communication means responsive
to a vehicle condition.
42. A tire condition communication system as set forth in claim 41,
wherein the vehicle condition is vehicle speed.
43. A method of communicating tire condition information from a
tire condition sensor unit to a vehicle-based unit, said method
comprising: outputting, in response to control from the
vehicle-based unit, a low frequency initiation signal for reception
by the tire condition sensor unit; and outputting, in response to
receipt of the low frequency initiation signal, a radio frequency
response signal that conveys the tire condition information from
the tire condition sensor unit for reception by the vehicle-based
unit.
44. A method of communicating tire condition information from a
tire condition sensor unit to a vehicle-based unit, said method
comprising: outputting, in response to control from the
vehicle-based unit, a low frequency signal for reception by the
tire condition sensor unit; and outputting a radio frequency signal
that conveys a fixed tire identification and the tire condition
information from the tire condition sensor unit for reception by
the vehicle-based unit.
45. A method as set forth in claim 44, including indicating the
sensed condition and tire location to a vehicle operator.
46. A method as set forth in claim 44, including controlling the
step of outputting the low frequency signal for reception by the
tire condition sensor unit in response to a vehicle condition.
47. A method as set forth in claim 44, including comparing the
conveyed tire identification with a stored identification at the
vehicle.
48. A method as set forth in claim 47, including updating the
stored identification at the vehicle via provision of a new
identification from a tire condition sensor unit.
49. A method of communicating tire condition information from a
plurality of tire condition sensor units to a vehicle-based unit,
said method comprising: sequentially outputting, in response to
control from the vehicle-based unit, low frequency initiation
signals, each low frequency initiation signal being for reception
by a different tire condition sensor unit; and each tire condition
sensor unit outputting, in response to receipt of the respective
low frequency initiation signal, a radio frequency response signal
that conveys the tire condition information from that tire
condition sensor unit for reception by the vehicle-based unit.
50. A method as set forth in claim 49, wherein said step of
outputting the radio frequency response signals includes outputting
the response signals to convey fixed tire identifications.
51. A method as set forth in claim 50, including indicating the
sensed conditions and tire locations to a vehicle operator.
52. A method as set forth in claim 50, including comparing the
conveyed tire identifications with stored identifications at the
vehicle.
53. A method as set forth in claim 49, including updating a stored
identification at the vehicle via provision of a new identification
from a tire condition sensor unit.
54. A method as set forth in claim 49, including controlling the
step of outputting the low frequency signals for reception by the
tire condition sensor units in response to a vehicle condition.
55. A method of communicating tire condition information from a
plurality of tire condition sensor units to a vehicle-based unit,
said method comprising: sequentially outputting, in response to
control from the vehicle-based unit, low frequency signals, each
low frequency signal being for reception by a different tire
condition sensor unit; and each tire condition sensor unit
outputting a radio frequency signal that conveys a fixed tire
identification and the tire condition information from that tire
condition sensor unit for reception by the vehicle-based unit.
56. A method as set forth in claim 55, including indicating the
sensed conditions and tire locations to a vehicle operator.
Description
TECHNICAL FIELD
[0001] The present invention relates to a tire condition monitoring
system for providing 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 regardless of previous
tire position change due to 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 properly 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. A sensed condition signal that includes an
identification is transmitted to a vehicle-based unit. The system
includes a tire condition sensor unit, associated with the tire,
that sends the sensed condition signal. The system also includes an
identification tag, located on the vehicle adjacent to the tire,
that sends the identification to the tire condition sensor unit for
inclusion in the signal to the vehicle-based unit.
[0007] In accordance with another 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,
receives the transmitted signal indicative of the held
identification and the sensed tire condition. Location
identification means, located on the vehicle adjacent to the tire
and having a location identification, transmits the location
identification in response to a request. Update request means
communicates a request to the location identification means to
transmit the location identification. Identification update means,
associated with the tire and operatively connected to the memory,
receives the requested location identification and provides the
received location identification to the memory means to be held as
the held identification.
[0008] In accordance with yet another aspect, the present invention
provides a method of providing tire condition communication for a
vehicle that has a tire. A tire condition sensor unit is
associating with the tire. An identification tag is affixed to the
vehicle adjacent to the tire. An identification is sent from the
identification tag to the tire condition sensor unit. A sensed
condition signal that includes the identification is sent from the
tire condition sensor unit to a vehicle-based unit.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] 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:
[0010] FIG. 1 is a schematic block diagram of a vehicle that
contains a tire condition communication system in accordance with
the present invention, and with a plurality of tire condition
sensor units and a plurality of identification provision units;
[0011] FIG. 2 is a schematic illustration of an example of relative
locations for a tire condition sensor unit and an identification
provision unit of the system of FIG. 1;
[0012] FIG. 3 is a representation of a signal message that coveys
location identification from an identification provision unit
within the system of FIG. 1;
[0013] FIG. 4 is a representation of a signal message packet that
conveys location identification and sensed tire condition
information from a tire condition sensor unit within the system of
FIG. 1;
[0014] FIG. 5 is a function block diagram of a first embodiment of
a tire condition sensor unit for the system of FIG. 1;
[0015] FIG. 6 is a function block diagram of a first embodiment of
a vehicle-mounted identification provision unit for the system
shown in FIG. 1;
[0016] FIG. 7 is a function block diagram of a second embodiment of
a tire condition sensor unit for the system of FIG. 1;
[0017] FIG. 8 is a function block diagram of a second embodiment of
a vehicle-mounted identification provision unit for the system of
FIG. 1;
[0018] FIG. 9 is a flow chart for a first example process performed
with a tire condition sensor unit of the system of FIG. 1;
[0019] FIG. 10 is a flow chart for a second example process
performed with a tire condition sensor unit of the system of FIG.
1.
DESCRIPTION OF EXAMPLE EMBODIMENTS
[0020] 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.
[0021] 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 of FIG.
1, the tire condition sensor units 18A-18D have the same
components. Identical components are identified with identical
reference numerals, with different alphabetic suffixes. It is to be
appreciated that, except as noted, 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).
[0022] 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 an identification to a central vehicle-based
unit 28. Specifically, a radio frequency antenna 30 receives the
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 signals (e.g., 24A) in
the FM portion of the radio frequency range. Hereinafter, the radio
frequency signals (24A-24D) are referred to as condition
signals.
[0023] 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).
[0024] 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.
[0025] It should be noted that only the single antenna 30 of the
vehicle-based unit 28 receives all of the 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) is providing the condition signal (e.g., 24A), the
identification conveyed via the condition signal is a location
identification of the tire. Specifically, each of the condition
signals 24A-24D conveys a location identification. The provision of
location identifications via the condition signals 24A-24D from the
tire condition sensor unit 18A-18D is accomplished by the system 10
including a plurality of identification provision units 42A-42D
that provide location identifications to the tire condition sensor
units.
[0026] Each identification provision unit (e.g., 42A) is associated
with a respective tire mount location on the vehicle. Accordingly,
each identification provision unit (e.g., 42A) is associated with a
respective tire (e.g., 14A) and a respective tire condition sensor
unit (e.g., 18A) associated with the respective tire.
[0027] Each identification provision unit (e.g., 42A) is fixedly
mounted on the vehicle 12 at or adjacent to the area of attachment
of the respective tire (e.g., 14A) to the vehicle. For example, the
identification provision unit (e.g., 42A) is fixedly mounted (e.g.,
epoxy glued) within a wheel well 44 (FIG. 2) of the vehicle 12 that
is provided for one of the ground-engaging tires (e.g., 14A).
[0028] Each identification provision unit (e.g., 42A) holds a
location identification. In one embodiment, the identification is a
fixed (i.e., non-changing) identification value. The identification
is associated with the specific tire mounting location.
Accordingly, when a tire (e.g., 14A) is located at the tire
mounting location, that identification is considered to be
associated with that tire.
[0029] Each identification provision unit (e.g., 42A, FIG. 1)
communicates (e.g., signal 46A) with the associated tire condition
sensor unit (e.g., 18A). Specifically, the identification provision
unit (e.g., 42A) communicates (e.g., signal 46A) with a
communication portion (e.g., 48A) of the associated tire condition
sensor unit (e.g., 18A) to provide the location identification to
the tire condition sensor unit. Thus, each identification provision
unit (e.g., 42A) is an identification tag for that tire
location.
[0030] FIG. 3 illustrates an example of a message that is conveyed
via the signal (e.g., 46A) to the tire condition sensor unit (e.g.,
18A). Hereinafter, the signals 46A-46D are referred to as
identification providing signals.
[0031] The tire condition sensor unit (e.g., 18A) utilizes the
provided location identification as the identification transmitted
within its condition signal (e.g., 24A) sent to the vehicle-based
unit 28. FIG. 4 illustrates an example of a message package that is
sent via the condition signal (e.g., 24A) to the vehicle-based unit
28. The location identification is sent along with condition
information, and other message portions (e.g., error checking
bits).
[0032] The vehicle-based unit 28 (FIG. 1) is programmed (e.g.,
taught) or has learned to recognize the location identifications
for the various tire mount locations on the vehicle 12.
Accordingly, when the vehicle-based unit 28 receives a signal that
contains a certain location identification, the vehicle-based unit
28 interprets the signal as originating from a tire (e.g., 14A)
located at that vehicle mount location.
[0033] It is contemplated that the provision of the location
identification to the associated tire condition sensor unit (e.g.,
18A) may be accomplished via different communication methods,
formats, etc. In the illustrated example of FIG. 1, the provision
of the location identification is accomplished via an interrogation
exchange. When the tire condition sensor unit (e.g., 18A) wishes to
receive a location identification, the communication portion (e.g.,
48A) of the tire condition sensor unit outputs an interrogation
signal (e.g., 50A) intended for reception by the associated
identification provision unit (e.g., 42A). Hereinafter, the
interrogation signals 50A-50D are referred to as identification
request signals.
[0034] In response to receipt of the identification request signal
(e.g., 50A), the identification provision unit (e.g., 42A) outputs
the identification providing signal (e.g., 46A) that conveys the
location identification. Upon receipt of the identification
providing signal (e.g., 46A) from the identification provision unit
(e.g., 42A), the associated tire condition sensor unit (e.g., 18A)
utilizes the provided location identification for subsequent
condition signals to the vehicle-based unit 28.
[0035] The occurrence of the interrogation to receive the location
identification may occur upon initial power-up of the tire
condition sensor unit (e.g., 18A), may occur based upon a
predetermined time schedule, or may occur as a response to a radio
frequency condition request signal (e.g., 52A shown via a dashed
line in FIG. 1) from the vehicle-based unit 28 to one or more tire
condition sensor units (e.g., 18A). It is to be understood that the
present invention is not to be limited by the communication
technique utilized to cause the provision of the location
identification to the tire condition sensor unit (e.g., 18A) for
use in the transmitted condition signal (e.g., 24A).
[0036] FIGS. 5 and 6 illustrate first examples of a tire condition
sensor unit 18' and an identification provision unit 42',
respectively. Specifically, the first examples are provided for a
communication scheme in which the identification request signal 50'
output from the tire condition sensor unit 18' provides power to
the identification provision unit 42', in addition to requesting
the location identification. It is to be noted that the tire
condition sensor unit 18' and the identification provision unit 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
identification provision unit 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.
[0037] Turning to the example of the tire condition sensor unit 18'
shown in FIG. 5, a magnetic interrogation emitter component 56 of
the communication portion 48'0 is operatively connected 58 to a
controller 60. The magnetic interrogation emitter component 56 may
include a coil antenna or the like. Upon excitation control
provided by the controller 60, the magnetic interrogation emitter
component 56 outputs the identification request signal 50' in the
form of an electromagnetic field for reception by the associated
identification provision unit 42' (FIG. 6).
[0038] A radio frequency antenna 62 (FIG. 5) of the communication
portion 48'0 is operatively connected 64 to radio frequency receive
circuitry 66. In the shown example, the identification providing
signal 46' is in the form of a radio frequency for reception by the
antenna 62. The RF receive circuitry 66 is, in turn, operatively
connected 68 to the controller 60 such that the received location
information is conveyed to the controller.
[0039] A location identification memory 70 is operatively connected
72 to the controller 60. When the controller 60 receives location
information, the information is stored in the memory 70.
[0040] When the tire condition sensor unit 18' is to output a
condition signal 24 that conveys tire condition information, the
controller 60 receives sensory information from one or more sensors
74 that are operatively connected 76 to the controller 60. The
controller 60 also then accesses the location information from the
memory 70. A message package that contains the location information
and the sensory information is assembled. See for example, the
message package of FIG. 4.
[0041] The controller 60 (FIG. 5) is operatively connected 78 to RF
transmit circuitry 80, which is in turn operatively connected 82 to
the antenna 22. When the controller 60 provides the message package
to the RF transmit circuitry 80, the RF transmit circuitry
stimulates the antenna 22 to cause emission of the condition signal
24 that conveys both the location and tire condition
information.
[0042] Turning to FIG. 6, the identification provision unit 42'
includes a magnetic interrogation receive component 84. In one
embodiment, the magnetic interrogation receive component 84 may
include a coil antenna. When the identification request signal 50'
(i.e., the magnetic field) is imposed upon the magnetic
interrogation receive component 84, the magnetic interrogation
receive component outputs electrical energy. For example, the
output of the magnetic interrogation receive component may be an
electrical pulse.
[0043] A power storage component 86 is operatively connected 88 to
the magnetic interrogation receive component 84. In one example,
the power storage component 86 includes a capacitor. The electrical
energy output from the magnetic interrogation receive component 84
is stored by the power storage component 86 for use by other
components within the identification provision unit 42'.
[0044] A controller 90 is operatively connected 92 to the magnetic
interrogation receive component 84. The output electrical energy
from the magnetic interrogation receive component 84 is a stimulus
to the controller 90 that a location identification is requested.
In response to the stimulus and via power provided by the power
storage component 86, the controller 90 accesses the location
identification from a location identification memory 94 that is
operatively connected 96 to the controller. The controller 90 then
provides an identification message to RF transmit circuitry 98 that
is operatively connected 100 to the controller 90. The RF transmit
circuitry 98, via power provided by the power storage component 86,
provides a stimulus to a RF transmit antenna 102 that is
operatively connected 104 to the RF transmit circuitry 98. In
response to the stimulus, the antenna 102 outputs the
identification providing signal 46' for reception by the associated
tire condition sensor unit 18'. Thus, the identification provision
unit 42' is an identification tag for the tire location.
[0045] FIGS. 7 and 8 illustrate second examples of a tire condition
sensor unit 18" and an identification provision unit 42",
respectively. Specifically, the first examples are provided for a
communication scheme in which the identification request signal 50"
provided by the tire condition sensor unit 18" does not provide
power to the identification provision unit 42", but only requests
the location identification. It is to be noted that the tire
condition sensor unit 18" and the identification provision unit 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 identification provision unit 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.
[0046] Turning to FIG. 7, the communication portion 48" of the tire
condition sensor unit 18" includes a RF interrogation component 110
that is operatively connected 112 to RF transceive circuitry 114.
In turn, the RF transceive circuitry 114 is operatively connected
116 to a controller 118. When it is desired to receive a location
identification, the controller 118 provides a control signal to the
RF transceive circuitry 114. In turn, the RF transceive circuitry
stimulates the RF interrogation component 110, to output the
identification request signal 50".
[0047] As a response to the identification request signal 50", the
RF interrogation component 110 receives the identification
providing signal 46" as a radio frequency signal. The RF
interrogation component 110 provides an electrical signal to the RF
transceive circuitry 114. In turn, the RF transceive circuitry 114
conveys the location identification information to the controller
118.
[0048] A location identification memory 122 is operatively
connected 124 to the controller 118. Upon receipt of location
information, the controller 118 stores the location information
within the memory 122.
[0049] When the tire condition sensor unit 18" is to provide a
condition signal 24 to the vehicle-based unit 28, the controller
118 receives sensory information from one or more sensors 126 that
are operatively connected 128 to the controller. The controller 118
also accesses the location identification from the memory 122.
[0050] The controller 118 is further operatively connected 130 to
RF transmit circuitry 132. A message package that contains the
sensory information and the location identification is assembled by
the controller 118 and provided to the RF transmit circuitry 132.
In response to the provided message packet, the RF transmit
circuitry 132 provides an electrical stimulus signal 134 to the
antenna 22 that causes the antenna to output the condition signal
24 that conveys the sensory information and the location
identification.
[0051] In the example of FIG. 7, the communication portion 48" is
shown to be separate from the RF transmit circuitry 132 and the
antenna 22. However, it is to be appreciated that the components
may be combined in view the use of radio frequency signals for
identification provision.
[0052] Turning to FIG. 8, the identification provision unit 42"
includes an application specific-integrated circuit (ASIC) chip
140. The ASIC chip 140 includes control, memory. and RF transceive
components. Attached to the ASIC chip 140 are a radio frequency
antenna 142 and a power supply 144, such as a battery.
[0053] In response to receipt of an identification request signal
50" from the associated tire condition sensor unit 18", the antenna
142 provides an electrical signal to the ASIC chip 140. The ASIC
chip 140 interprets, via power provided by the power supply 144,
the signal as a request for provision of the location
identification. The ASIC chip 140, using power from the power
supply 144, stimulates the antenna 142 to cause output of the
location identification providing signal 46". Thus, the
identification provision unit 42" is an identification tag for the
tire location.
[0054] A first example of a process 200 performed within a tire
condition sensor unit (e.g., 18A, FIG. 1)) is shown in FIG. 9. The
process 200 is associated with an embodiment of the system 10 in
which the vehicle-based unit 28 controls which of the tire
condition sensor units (e.g., 18A) is to provide tire condition
information. Specifically, the process 200 is associated with the
vehicle-based unit 28 providing a condition request signal (e.g.,
52A) for reception by the respective tire condition sensor unit
(e.g., 18A).
[0055] The process 200 is initiated at step 202 and proceeds to
step 204. At step 204, the tire condition sensor unit (e.g., 18A)
is in a sleep mode in order to conserve battery power. At step 206,
it is determined whether a condition request signal (e.g., 52A) has
been received. If the determination at step 206 is negative (i.e.,
a condition request signal is not received), the tire condition
sensor unit (e.g., 18A) remains in the sleep mode (i.e., the
process 200 proceeds from step 206 to step 204).
[0056] If the determination at step 206 is affirmative (i.e., the
condition request signal 52A is received), the process 200 proceeds
from step 206 to step 208. At step 208, the tire condition sensor
unit (e.g., 18A) interrogates the associated identification
provision unit (e.g., 42A). At step 210, the tire condition sensor
unit (18A) receives and stores the location identification provided
from the associated identification provision unit (e.g., 42A).
[0057] At step 212, tire condition status is derived (e.g.,
sensed), a message package is assembled, and the condition signal
(e.g., 24A) that conveys the sensory information and the location
identification is sent. Upon completion of step 212, the process
200 proceeds to step 204 (sleep mode).
[0058] It is to be noted that the process 200 provides for the
reception (updating) of the location identification from the
identification provision unit based upon each requested tire
condition update. Accordingly, the process is suitable for use in
the embodiments shown in FIGS. 5 and 6, wherein the tire condition
sensor unit provides power to the identification provision
unit.
[0059] Turning to FIG. 10, another example of a process 300 that is
performed within a tire condition sensor unit (e.g., 18A) is shown.
The process 300 is initiated at step 302 and proceeds to step 304.
At step 304, the tire condition sensor unit (e.g., 18A)
interrogates the associated identification provision unit (e.g.,
42A). At step 306, the tire condition sensor unit (e.g., 18A)
receives and stores the location identification provided by the
associated identification provision unit (e.g., 42A).
[0060] At step 308, the tire condition sensor unit (e.g., 18A) is
in a sleep mode in order to conserve battery power. At step 310, it
is determined whether the tire condition sensor unit (e.g., 18A) is
to awake for the transmission of a condition signal (e.g., 24A).
The waking of the tire condition sensor unit (e.g., 18A) may be the
result of expiration of a predetermined timer period or via the
condition request signal (e.g., 52A) from the vehicle-based unit
28. If the determination at step 310 is negative (i.e., no stimulus
to wake), the process 300 goes from step 310 to step 308 wherein
the sensor unit remains asleep.
[0061] If the determination at step 310 is affirmative (i.e., the
sensor unit awakes), the process 300 proceeds from step 310 to step
312. At step 312, tire condition sensory information is derived,
the message package that includes the sensory information and the
location identification is assembled, and the condition signal
(e.g., 24A) is transmitted.
[0062] At step 314, it is determined whether the location
identification value stored within the tire condition sensor unit
(e.g., 18A) is to be updated. Updating may be in response to an
external stimulus, expiration of a timer period, etc. Upon a
negative determination at step 314 (i.e., no need to update the
currently stored location identification), the process 300 proceeds
from step 314 to step 308 (i.e., sleep).
[0063] Upon an affirmative determination at step 314 (i.e., a need
to update the location identification), the process 300 proceeds
from step 314 to step 316. At step 316, the tire condition sensor
unit (e.g., 18A) interrogates the associated identification
provision unit (e.g., 42A). At step 318, the tire condition sensor
unit (e.g., 18A) receives and stores the location identification
provided by the associated identification provision unit (e.g.,
42A). Upon completion of step 318, the process 300 proceeds from
step 318 to step 308 (i.e., sleep).
[0064] From the above description of the invention, those skilled
in the art will perceive improvements, changes and modifications.
For example, the illustrated embodiments show that the request to
provide a location identification is via a signal (e.g., 50A) from
a tire condition sensor unit (e.g., 18A). However, it is
contemplated that the provision of a location identification may be
via other stimulus (e.g., a signal from a hand-held unit), or the
provision a location identification may be via some other,
non-stimulus, arrangement (e.g., predefined, periodic provision of
the location identification). Such improvements, changes and
modifications within the skill of the art are intended to be
covered by the appended claims.
* * * * *