U.S. patent application number 10/697742 was filed with the patent office on 2005-05-05 for tire pressure monitoring sensor diagnosis via vehicle antitheft and entry system.
This patent application is currently assigned to Lear Corporation. Invention is credited to LeMense, Thomas J., Nantz, John, Tang, Qingfeng.
Application Number | 20050093686 10/697742 |
Document ID | / |
Family ID | 34550438 |
Filed Date | 2005-05-05 |
United States Patent
Application |
20050093686 |
Kind Code |
A1 |
LeMense, Thomas J. ; et
al. |
May 5, 2005 |
Tire pressure monitoring sensor diagnosis via vehicle antitheft and
entry system
Abstract
A vehicle tire pressure monitoring (TPM) system, the system
including an immobilizer transmitter that transmits at least one
low frequency (LF) sensor diagnostic signal, at least one TPM
sensor, wherein the at least one TPM sensor includes a transceiver
that receives the at least one LF sensor diagnostic signal and,
when the at least one TPM sensor is operating properly, presents at
least one radio frequency (RF) message signal, and a TPM receiver
that receives the at least one RF message signal and provides an
indication to an operator when the at least one RF message signal
is received, wherein the LF sensor diagnostic signal is transmitted
to determine proper operation of the at least one TPM sensor.
Inventors: |
LeMense, Thomas J.;
(Farmington, MI) ; Nantz, John; (Brighton, MI)
; Tang, Qingfeng; (Novi, MI) |
Correspondence
Address: |
BROOKS KUSHMAN P.C. / LEAR CORPORATION
1000 TOWN CENTER
TWENTY-SECOND FLOOR
SOUTHFIELD
MI
48075-1238
US
|
Assignee: |
Lear Corporation
Southfield
MI
|
Family ID: |
34550438 |
Appl. No.: |
10/697742 |
Filed: |
October 30, 2003 |
Current U.S.
Class: |
340/442 ;
340/426.11 |
Current CPC
Class: |
B60C 23/0408 20130101;
B60C 23/0433 20130101 |
Class at
Publication: |
340/442 ;
340/426.11 |
International
Class: |
B60C 023/00 |
Claims
What is claimed is:
1. A vehicle tire pressure monitoring (TPM) system, the system
comprising: an immobilizer transmitter that transmits at least one
low frequency (LF) sensor diagnostic signal; at least one TPM
sensor, wherein the at least one TPM sensor comprises a transceiver
that receives the at least one LF sensor diagnostic signal and,
when the at least one TPM sensor is operating properly, presents at
least one radio frequency (RF) message signal; and a TPM receiver
that receives the at least one RF message signal and provides an
indication to an operator when the at least one RF message signal
is received, wherein the LF sensor diagnostic signal is transmitted
to determine proper operation of the at least one TPM sensor.
2. The system of claim 1 wherein the TPM receiver provides an alert
to the operator when the at least one RF message signal is not
received in response to the LF sensor diagnostic signal.
3. The system of claim 1 wherein the operator initiates
transmission of the LF sensor diagnostic signal independently of
vehicle immobilization operation.
4. The system of claim 3 wherein the immobilizer transmitter
transmits at least one second LF signal that is related to at least
one vehicle theft deterrent operation.
5. The system of claim 1 wherein the TPM receiver is a combination
remote keyless entry (RKE) and TPM receiver and provides at least
one RKE operation.
6. The system of claim 1 wherein the LF sensor diagnostic signal is
transmitted in connection with at least one of a TPM sensor test, a
TPM sensor diagnosis, a TPM system diagnosis, a TPM sensor
association to the TPM system, and a TPM sensor location
association on a vehicle.
7. The system of claim 1 wherein the TPM sensor further comprises
an antenna that is configured to receive the at least one LF sensor
diagnostic signal and present the at least one RF message
signal.
8. The system of claim 1 wherein the TPM sensor is positioned at a
desired location at or near a vehicle.
9. For use in a vehicle tire pressure monitoring (TPM) system, a
method of determining proper operation of a TPM sensor, the method
comprising: transmitting at least one low frequency (LF) sensor
diagnostic signal via an immobilizer transmitter; providing at
least one TPM sensor, wherein the at least one TPM sensor comprises
a transceiver that receives the at least one LF command signal and
presents at least one radio frequency (RF) message signal;
presenting the RF message signal when the at least one TPM sensor
is operating properly; and providing an indication to an operator
when the at least one RF message signal is received by a TPM
receiver.
10. The method of claim 9 further comprising providing an alert to
the operator when the at least one RF message signal is not
received by the TPM receiver in response to the LF sensor
diagnostic signal.
11. The method of claim 9 wherein the operator initiates
transmission of the LF sensor diagnostic signal independently of
vehicle immobilization operation.
12. The method of claim 11 wherein the immobilizer transmitter
transmits at least one second LF signal that is related to at least
one vehicle theft deterrent operation.
13. The method of claim 9 wherein the TPM receiver is a combination
remote keyless entry (RKE) and TPM receiver and provides at least
one RKE operation.
14. The method of claim 9 wherein the LF sensor diagnostic signal
is presented in connection with at least one of a TPM sensor test,
a TPM sensor diagnosis, a TPM system diagnosis, a TPM sensor
association to the TPM system, and a TPM sensor location
association on a vehicle.
15. The method of claim 9 wherein the TPM sensor further comprises
an antenna that is configured to receive the at least one LF sensor
diagnostic signal and present the at least one RF message
signal.
16. The method of claim 9 further comprising positioning a target
one of the at least one TPM sensors at a desired location at or
near a vehicle.
17. A vehicle tire pressure monitoring (TPM) system having
self-diagnostics, the system comprising: an immobilizer transmitter
that transmits at least one low frequency (LF) sensor diagnostic
signal; at least one TPM sensor that comprises a transceiver that
receives the at least one LF sensor diagnostic signal, and presents
at least one radio frequency (RF) message signal in response to the
LF sensor diagnostic signal when operating properly; and a
combination remote keyless entry and TPM receiver that receives the
at least one RF message signal and provides an indication to an
operator when the at least one RF message signal is received and an
alert to the operator when the at least one RF message signal is
not received.
18. The system of claim 17 wherein the LF command signal is
transmitted in connection with at least one of a TPM sensor test, a
TPM sensor diagnosis, a TPM system diagnosis, a TPM sensor
association to the TPM system, and a TPM sensor location
association on a vehicle.
19. The system of claim 17 wherein the operator initiates
transmission of the LF sensor diagnostic signal independently of
vehicle immobilization operation.
20. The system of claim 19 wherein the immobilizer transmitter
transmits at least one second LF signal that is related to at least
one vehicle theft deterrent operation.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of the Invention
[0002] The present invention relates to a system and a method for
tire pressure monitoring sensor diagnosis via a vehicle antitheft
and entry system.
[0003] 2. Background Art
[0004] Conventional automotive industry remote keyless entry (RKE)
approaches have been implemented to communicate with a vehicle
through the use of a hand held transmitter. The hand held
transmitter is commonly implemented in connection with a key fob.
Currently available conventional RKE transmitters may be separate
units (i.e., key fobs), or the RKE transmitter assembly may be part
of an ignition keyhead, preferably along with a vehicle
immobilization transponder. Such RKE key fobs and keyheads
generally utilize an antenna to transmit radio frequency (RF)
signals to a vehicle in order to lock or unlock vehicle doors, open
or close a vehicle sliding door, unlock a vehicle trunk, activate
internal and/or external vehicle lights, and/or activate a "panic"
alarm. Remote access systems using such RKE fobs and keyheads
typically employ on-off keying (OOK) or amplitude shift keying
(ASK) modulation schemes for the RF signals.
[0005] Conventional approaches for wireless monitoring of vehicle
tire parameters, particularly tire pressure have been implemented.
An exemplary tire monitoring system is described and shown in U.S.
Pat. Nos. 5,600,301 and 5,463,374, which also describes a vehicle
remote access device. In such tire monitoring systems, RF
transmitters mounted inside each tire, typically adjacent the
inflation valve stem, transmit information concerning tire pressure
to a receiver located on-board the vehicle. The information
delivered by the RF signals from the transmitters is subsequently
conveyed to a vehicle operator, typically in the form of a display.
Like conventional vehicle remote access systems, such conventional
tire monitoring systems also typically employ OOK or ASK modulation
schemes for the RF signals. When such modulation schemes are used,
however, there can be strong adverse effects on reception of the RF
signal, because the amplitude of a signal transmitted from a
rotating tire can vary significantly during the period of the
transmission.
[0006] Conventional vehicle immobilization approaches, in order to
deter vehicle theft, are also known in the automotive industry.
U.S. Pat. No. 5,670,933 illustrates an example of such an
immobilization system. Such vehicle anti-theft devices typically
employ low frequency (LF) transponders in a vehicle ignition
keyhead. In such systems, upon insertion of the vehicle ignition
key into the vehicle ignition keyhole, an interrogation signal is
sent (i.e., transmitted, broadcast, presented, etc.) by the
vehicle. In response, the keyhead transponder transmits an
encrypted code to a control unit, such as a microprocessor,
on-board the vehicle. When the code sent by the transponder is
valid (i.e., the control unit authenticates the received code), the
control unit generates a signal operative to permit the vehicle to
be activated. However, when the code is not received by the control
unit, or when the code is not valid (i.e., the control unit cannot
authenticate the received code), the control unit generates a
signal operative to immobilize the vehicle, for example, by cutting
off power to the fuel supply for the vehicle engine.
[0007] Conventional approaches for shared vehicle remote access,
tire monitoring and vehicle immobilization are also known in the
automotive industry. U.S. Pat. No. 6,420,967 illustrates an example
of such an immobilization system. Such a system and method employs
a combined RKE, tire monitoring and vehicle immobilization receiver
and a single microprocessor controller. Such a system and method
uses an OOK or ASK modulation scheme for RKE, while employing
frequency shift keying (FSK) modulation scheme for tire monitoring.
Still further, such a system and method provides an RF link for
implementation in the vehicle immobilization.
[0008] A number of conventional vehicle TPM systems implement an
existing RF interface (e.g., an RKE interface) to the TPM receiver.
Increasingly, conventional vehicle TPM systems implement LF command
signals. A number of conventional TPM sensors implement an LF
command interface that is configured to provide sensor testing and
diagnosis. The LF command interface is typically implemented such
that the TPM sensor manufacturer and service personnel (e.g.,
vehicle dealership personnel, etc.) using specialized (sometimes
vehicle specific) tools can perform the TPM sensor testing and
diagnosis during manufacture, retrofit, replacement, etc.
operations without the service personnel mounting the TPM sensor in
a wheel assembly and mounting the wheel assembly on the respective
vehicle prior to the testing and/or diagnosis. The TPM sensor
testing and diagnosis can be performed without having to mount the
TPM sensor in a wheel and mount the wheel on a vehicle via the
specialized equipment that is available to the TPM sensor
manufacturer and authorized service personnel such as vehicle
dealership personnel.
[0009] However, when personnel other than dealership mechanics or
manufacturer technicians have a need to determine if a TPM sensor
is working properly, the TPM sensor typically must first be
installed in the wheel assembly, the wheel assembly is balanced,
then the wheel is installed on the vehicle. The vehicle TPM system
is then operated in a test mode to determine TPM sensor operation.
However, when the TPM sensor is not working properly (e.g., due
damage from a flat tire, or the like), a significant amount of time
and cost are expended prior to determination of proper TPM sensor
operation. When the TPM sensor does not work properly and must be
repaired or replaced, the time and cost are wasted.
[0010] Thus, there exists a need and an opportunity for a system
and a method to quickly perform TPM sensor test and diagnosis
before the TPM sensor is fastened to a wheel and the wheel is
installed on a vehicle. Such a system and method may implement a
new and innovative TPM sensor test and diagnosis, and result in the
saving of a significant amount of time and cost when compared to
conventional approaches to TPM sensor test and diagnosis.
SUMMARY OF THE INVENTION
[0011] The present invention generally provides an improved method
and an improved system for tire pressure monitoring (TPM) sensor
testing and diagnosis via a vehicle antitheft and/or entry system.
Such a system and method may implement a new and innovative TPM
sensor test and diagnosis, and result in the saving of a
significant amount of time and cost when compared to conventional
approaches to TPM sensor test and diagnosis.
[0012] According to the present invention, a vehicle tire pressure
monitoring (TPM) system is provided. The system comprising an
immobilizer transmitter, at least one TPM sensor, and a TPM
receiver. The immobilizer transmitter transmits at least one low
frequency (LF) sensor diagnostic signal. The at least one TPM
sensor comprises a transceiver that receives the at least one LF
sensor diagnostic signal and, when the at least one TPM sensor is
operating properly, presents at least one radio frequency (RF)
message signal. The TPM receiver receives the at least one RF
message signal and provides an indication to an operator when the
at least one RF message signal is received, wherein the LF sensor
diagnostic signal is transmitted to determine proper operation of
the at least one TPM sensor.
[0013] Also according to the present invention, for use in a
vehicle tire pressure monitoring (TPM) system, a method of
determining proper operation of a TPM sensor is provided. The
method comprising transmitting at least one low frequency (LF)
sensor diagnostic signal via an immobilizer transmitter, providing
at least one TPM sensor, wherein of the at least one TPM sensor
comprises a transceiver that receives the at least one LF command
signal and presents at least one radio frequency (RF) message
signal, presenting the RF message signal when the at least one TPM
sensor is operating properly, and providing an indication to an
operator when the at least one RF message signal is received by a
TPM receiver.
[0014] Further, according to the present invention, a vehicle tire
pressure monitoring (TPM) system having self-diagnostics is
provided. The system comprising an immobilizer transmitter, at
least one TPM sensor, and a combination remote keyless entry and
TPM receiver. The immobilizer transmitter transmits at least one
low frequency (LF) sensor diagnostic signal. The at least one TPM
sensor comprises a transceiver that receives the at least one LF
sensor diagnostic signal, and presents at least one radio frequency
(RF) message signal in response to the LF sensor diagnostic signal
when operating properly. The combination remote keyless entry and
TPM receiver receives the at least one RF message signal and
provides an indication to an operator when the at least one RF
message signal is received and an alert to the operator when the at
least one RF message signal is not received.
[0015] The above features, and other features and advantages of the
present invention are readily apparent from the following detailed
descriptions thereof when taken in connection with the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] FIG. 1 is a diagram of a tire pressure monitoring system of
the present invention; and
[0017] FIG. 2 is a flow diagram of an operation of the tire
pressure monitoring system of FIG. 1.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S)
[0018] With reference to the Figures, the preferred embodiments of
the present invention will now be described in detail. Generally,
the present invention provides a system and a method for tire
pressure monitoring sensor diagnosis. In one example, the improved
method and system may be implemented in connection with or via a
vehicle anti-theft and entry system.
[0019] The present invention may implement vehicle immobilizer,
remote keyless entry (RKE), and/or tire pressure monitoring (TPM)
receiver systems to incorporate TPM sensor test and diagnosis
capability, that is not available in conventional approaches (e.g.,
via novel and improved control software). The present invention may
provide for implementation of a vehicle anti-theft immobilizer
system to read, command, and control a TPM sensor when the TPM
sensor is placed nearby the vehicle anti-theft immobilizer system,
and for response via a vehicle RKE system, such that sensor
testing, diagnosis, teaching the TPM sensor to the vehicle or a
particular location on the vehicle, and the like may be performed
without implementation of specialized equipment as is implemented
in conventional approaches.
[0020] The present invention may provide a TPM system and method
having self-diagnostics. The present invention may provide for
implementation of a simple apparatus and technique (i.e., a system
and a method) for an owner or independent mechanic to determine
when a TPM tire sensor is faulty, to aid in the diagnosis of a
faulty TPM sensor and/or TPM system, teach new/alternative sensors
to the TPM system, etc. The present invention may be implemented in
connection with vehicle immobilizer, TPM, and RKE systems and
methodologies. The present invention may result in the saving of a
significant amount of time and cost when compared to conventional
approaches to TPM sensor test and diagnosis.
[0021] Referring to FIG. 1, a diagram illustrating a tire pressure
monitoring (TPM) system 100 in accordance with the present
invention is shown. The TPM system 100 generally comprises an
immobilizer circuit (i.e., unit, apparatus, transmitter,
transceiver, etc.) 102, at least one TPM sensor 104, and a TPM,
remote keyless entry (RKE), or combination TPM/RKE circuit (i.e.,
receiver, apparatus, unit, transmitter, transceiver, etc.) 106. The
system 100 is generally implemented in connection with a vehicle
(not shown, e.g., automobile, truck, sport utility vehicle,
mini-van, full-sized van, etc.) having a number of wheel assemblies
(not shown). The wheel assemblies generally comprise at least one
tire mounted on a rim where the tire is inflated with a gas
(generally air). The system 100 may be implemented as a TPM system
having self-diagnostics.
[0022] The TPM system 100 is generally implemented to monitor at
least air pressure inside the at least one wheel and provide
information to a user (or operator) regarding the tire pressure.
For example, the TPM system 100 may provide at least one alert
signal (e.g., an audible warning, a visual warning such as a
flashing LED, etc.) when an anomalous operating condition such as
tire under inflation or an over inflation is detected. Other
anomalous operating conditions such as tire over temperature
conditions, loss of TPM sensor signal, etc. may also be reported by
the system 100. The system 100 may provide the user an indication
of a particular wheel that experienced the anomalous operating
condition.
[0023] The immobilizer 102 may be implemented in connection with a
vehicle anti-theft (or theft deterrent) system. In the present
invention, the immobilizer 102 may be configured (or controlled) to
present at least one LF command (e.g., TEST). The signal TEST is
generally implemented as a TPM sensor diagnostic signal. The signal
TEST may be implemented as a TPM system diagnostic signal. The
signal TEST is generally presented in connection with operations
such as a TPM sensor operation test, a TPM sensor diagnosis, a TPM
system diagnosis, a TPM sensor teaching (or association) to the TPM
system, a TPM sensor location teaching (or association) on the
vehicle within the TPM system, and the like, independently of
vehicle immobilization operation.
[0024] The immobilizer 102 is generally further configured to
present (i.e., transmit, broadcast, send, etc.) at least one low
frequency (LF) command (i.e., signal) in connection with vehicle
theft deterrent. Such a vehicle theft deterrent command may be a
signal that is presented to disable a vehicle fuel pump, enable an
alarm, disable a vehicle powertrain control module (PCM), etc.
[0025] The at least one TPM sensors 104 generally each comprise an
assembly (i.e., module, apparatus, etc.) having a unique
identification code or other appropriate identifier and including
at least one sensing device (not shown) that is configured to
determine an appropriate physical condition (e.g., gas pressure,
temperature, etc.), an antenna 110 that is configured to receive
and present a number of signals wherein the signals may be
broadcast at any appropriate frequency (e.g., low frequency, LF,
radio frequency, RF, etc.) and via any appropriate protocol (e.g.,
on-off keying (OOK), amplitude shift keying (ASK), or frequency
shift keying (FSK) modulation, etc.) coupled to a sensor
transceiver (not shown), and the sensor transceiver is coupled to
the at least one sensing device and configured to receive and
transmit the appropriate signals.
[0026] A target (i.e., a particular) one of the at least one TPM
sensors 104 is generally positioned (i.e., placed, set, located,
disposed, etc.) near the vehicle where the LF immobilizer 102 is
implemented at or near the normal operation location. When the
sensor 104 is to be tested for functionality, the sensor 104 may be
placed at any appropriate location on, in or near the vehicle.
However, the sensor 104 may located at any appropriate location to
meet the design criteria of a particular application.
[0027] When the particular (or target) TPM sensor 104 receives the
signal (or command) TEST, the sensor 104 generally presents an
message (or signal), (e.g., RECD). The sensor 104 is generally
configured to present the signal RECD in response to the signal
TEST. The message signal RECD is generally implemented as an RF
signal in connection with an RKE system of the vehicle where the
TPM system 100 is implemented.
[0028] The signal RECD generally comprises information (or data)
that indicates that the signal TEST was properly received by the
target TPM sensor 104 and that the TPM sensor 104 is operating
properly. The signal RECD may further comprise information that
provides an indication that the sensor 104 is operating properly,
however, not at a location that can be particularly located, etc.
The signal RECD may further comprise information regarding the
unique identifier for the target sensor 104. The message signal
RECD may further comprise information that provides the system 100
an indication of proper operation one or more of the at least one
sensing devices that comprise the TPM sensor 104.
[0029] In one example, the receiver 106 may be implemented as a TPM
RF receiver. The receiver 106 is generally implemented as a
combination RKE and TPM RF receiver. As such, the receiver 106
generally provides at least one RKE operation as well as at least
one TPM operation. However, the receiver 106 may be implemented as
any appropriate receiver to meet the design criteria of a
particular application. The receiver 106 generally receives the
signal RECD and provides the user (or operator) an indication of
the information that may be contained in the signal RECD (i.e., the
circuit 106 is generally configured to provide the user at least
one indication of TPM sensor (e.g., sensor 104) operation in
response to the signal RECD). For example, the receiver 106
generally provides an indication (e.g., a visual and/or audible
signal) when the signal RECD is received, and an alert (e.g., a
visual and/or audible signal) when the signal RECD is not received
in response to transmission of the signal TEST.
[0030] Thus, the user is generally provided the information that
the sensor 104 is operating properly (or not operating properly),
and, for example, the TPM sensor 104 may be installed on a wheel
prior to the installation of the wheel on the vehicle with reduced
concern for wasted time. The receiver 106 may be further configured
to provide the operator additional information that may be
contained in the at least one signal RECD (e.g., location of the
sensor 104, proper operation or failure of proper operation of the
at least one sensing devices that comprise the sensor 104, etc.).
The signal RECD may "teach" (i.e., relate, associate, etc.) the
sensor 104 identifier to the system 100.
[0031] Referring to FIG. 2, a flow diagram illustrating an
operation (e.g., method, process, routine, commands, steps, blocks,
etc.) 200 in accordance with the present invention is shown. The
operation 200 is generally implemented as a method that may provide
for command and control of a vehicle anti-theft immobilizer system
to a TPM sensor when the TPM sensor is placed nearby the vehicle
anti-theft immobilizer system, and for response via a vehicle TPM,
RKE, or combination TPM/RKE system, such that sensor testing,
diagnosis, teaching the TPM sensor to the vehicle, associating the
sensor 104 identification code to the system 100, or a particular
sensor location on the vehicle, and the like may be performed
without implementation of specialized equipment as is implemented
in conventional approaches. The method 200 may be implemented in
connection with a TPM system such as the system 100. However, the
method 200 may be implemented in connection with any appropriate
TPM system to meet the design criteria of a particular
application.
[0032] An operator (e.g., user, owner, technician, mechanic, etc.)
may activate (i.e., initiate, start, begin, etc.) the process 200
(step or block 202). The process 200 may be initiated when the user
desires to test the operation of a target (i.e., a particular) TPM
sensor, associate a TPM sensor to a particular vehicle location,
perform diagnosis on a TPM sensor, perform diagnosis on a TPM
system (e.g., via implementation of a known good TPM sensor),
associate a unique sensor 104 identifier to a vehicle TPM. RKE, or
combination TPM/RKE system, etc., and the user does not have
available the specialized equipment that is implemented in
connection with conventional approaches to such processes. The step
of activating the process 200 (i.e., step 202) generally includes
positioning a TPM sensor (e.g., at least one TPM sensor 104,
generally a target one of the TPM sensors 104), at a desired
location such as at or near (i.e., nearby) a normal operating
position on the vehicle where the process 200 is implemented. The
operator generally initiates the process 200 independently of
vehicle immobilization operation.
[0033] An LF command or TPM sensor/system diagnostic signal (e.g.,
the signal TEST) may be presented by an immobilizer transmitter
(e.g., the immobilizer 102) (step or block 204). The process 200
may be implemented to determine whether the signal TEST was
received by the target TPM sensor and the TPM sensor presented
(i.e., transmitted, sent, broadcast, etc.) a message that indicates
the TPM sensor is operating properly (e.g., the signal RECD) to a
RKE/TPM receiver (e.g., the receiver 106) (decision step or block
206).
[0034] When the signal RECD is received and the target TPM sensor
is operating properly (i.e., the YES leg of decision block 206),
the receiver (e.g., the receiver 106) generally provides the
operator an indication that the TPM sensor is operating properly
(e.g., the signal RECD is presented by the target one of the at
least one TPM sensor 104) and an indication is presented to the
operator (step or block 208). In one example, the receiver
implemented in connection with the process 200 may further (i.e.,
optionally) provide the operator additional information (or data)
such as an indication of the location of the TPM sensor (e.g.,
right front tire, left rear tire, spare tire, etc.), information
that the TPM sensor is properly operational, however, not at a
location that can be particularly located, an indication of proper
operation one or more of the at least one sensing devices that
comprise the TPM sensor, association (or "teaching") of a unique
sensor 104 to the system 100, and the like (step or block 210).
[0035] Returning to the decision step 206, When the signal RECD is
not received (i.e., the NO leg of the decision block 206), an alert
is generally presented to the operator (e.g., via the receiver 106)
(step or block 212). The alert generally provides an indication
that the target TPM sensor did not respond (e.g., the signal RECD
was not presented in response to transmission of the signal TEST)
within a predetermined time interval. The operator may take steps
for diagnosis, repair, replacement, etc. for the TPM sensor and/or
other elements of the TPM system (e.g., the immobilizer 102, the
receiver 106, etc.) without having expended significant time and
cost associated with mounting the TPM sensor in a wheel assembly,
and mounting the wheel assembly on the vehicle, and testing the TPM
sensor operation as is performed in conventional approaches.
[0036] As is readily apparent from the foregoing description, then,
the present invention generally provides an improved system (e.g.,
the system 100) and an improved method (e.g., the method 200) for
tire pressure monitoring sensor diagnosis via vehicle anti-theft
(e.g., immobilizer) systems and/or entry (e.g., TPM, RKE, or
combination TPM/RKE) systems. Such a system and method may provide
a new and innovative TPM sensor test and diagnosis, and result in
the saving of a significant amount of time and cost when compared
to conventional approaches to TPM sensor test and diagnosis.
[0037] While embodiments of the invention have been illustrated and
described, it is not intended that these embodiments illustrate and
describe all possible forms of the invention. Rather, the words
used in the specification are words of description rather than
limitation, and it is understood that various changes may be made
without departing from the spirit and scope of the invention.
* * * * *