U.S. patent application number 13/774785 was filed with the patent office on 2013-06-27 for integrated tire pressure diagnostic system and method.
This patent application is currently assigned to HUNTER ENGINEERING COMPANY. The applicant listed for this patent is HUNTER ENGINEERING COMPANY. Invention is credited to Nicholas J. Colarelli, Timothy A. Strege.
Application Number | 20130162422 13/774785 |
Document ID | / |
Family ID | 39476833 |
Filed Date | 2013-06-27 |
United States Patent
Application |
20130162422 |
Kind Code |
A1 |
Colarelli; Nicholas J. ; et
al. |
June 27, 2013 |
Integrated Tire Pressure Diagnostic System and Method
Abstract
A computer-based vehicle service system, such as a wheel
alignment system, is configured with a tire pressure monitoring
system interface to acquire measurements of the air pressure
directly from tire pressure monitoring system sensors installed in
the tires of a vehicle undergoing a service procedure. The vehicle
service system is further configured to utilize the acquired air
pressure measurements to complete at least one vehicle diagnostic
procedure.
Inventors: |
Colarelli; Nicholas J.; (St.
Louis, MO) ; Strege; Timothy A.; (Sunset Hills,
MO) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
HUNTER ENGINEERING COMPANY; |
St. Louis |
MO |
US |
|
|
Assignee: |
HUNTER ENGINEERING COMPANY
St. Louis
MO
|
Family ID: |
39476833 |
Appl. No.: |
13/774785 |
Filed: |
February 22, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
11947144 |
Nov 29, 2007 |
8392048 |
|
|
13774785 |
|
|
|
|
60867938 |
Nov 30, 2006 |
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Current U.S.
Class: |
340/442 |
Current CPC
Class: |
G01B 21/26 20130101;
B60C 23/0408 20130101; G01B 2210/26 20130101 |
Class at
Publication: |
340/442 |
International
Class: |
B60C 23/02 20060101
B60C023/02 |
Claims
1. An improved vehicle wheel alignment measurement system having a
processing system configured with at least one vehicle wheel
alignment measurement software application, and at least one sensor
operatively coupled to the processing system for acquiring data
utilized to determine at least one vehicle measurement, the
improvement comprising: an external tire pressure measurement gauge
operatively coupled to the processing system, said tire pressure
measurement gauge configured to directly measure inflation pressure
within at least one wheel assembly of a vehicle via a valve stem of
the wheel assembly; a tire pressure monitoring system interface in
the vehicle wheel alignment measurement system operatively coupled
to the processing system, said tire pressure monitoring system
interface configured to receive at least one tire pressure
measurement from at least one tire pressure monitoring system
sensor disposed within said at least one wheel assembly; wherein
said tire pressure monitoring system interface is configured to
communicate said received at least one tire pressure measurement to
the processing system; and wherein the processing system is
configured to utilize both said direct measure of tire inflation
pressure and said communicated measurement of tire pressure
received from said tire pressure monitoring system interface during
a vehicle service procedure.
2. The improved vehicle wheel alignment measurement system of claim
1 wherein said processing system is configured to utilize said
measurements by comparing said direct measure of said tire
inflation pressure with said communicated tire pressure measurement
to identify a different there between.
3. The improved vehicle wheel alignment system of claim 2 wherein
the processing system is further configured to direct an alteration
in air pressure associated with said at least one wheel assembly in
response to said comparison of said direct measure and said
communicated tire pressure measurement.
4. The improved vehicle wheel alignment measurement system of claim
1 wherein said tire pressure monitoring system interface is
configured to receive a separate tire pressure measurement signal
from each of a plurality of wheel assemblies of said vehicle;
wherein said tire pressure monitoring system interface is further
configured to communicate said received separate tire pressure
measurement signals to the processing system.
5. The improved vehicle wheel alignment system of claim 1 wherein
the tire pressure monitoring system is configured to acquire said
at least one tire pressure measurement from said tire pressure
monitoring system sensor through an electronic control unit of said
vehicle.
6. The vehicle wheel alignment measurement system of claim 1
wherein said processing system is further configured to compare
said direct measure of said tire inflation pressure with said
communicated tire pressure measurement received from said tire
pressure monitoring system interface to evaluate an operational
functionality of said tire pressure monitoring system sensor.
7. The improved vehicle wheel alignment measurement system of claim
1 wherein the processing system is configured to utilize said
direct measure of said tire inflation pressure and said
communicated tire pressure measurement to identify a difference
exceeding a selected threshold.
8. The improved vehicle wheel alignment measurement system of claim
1 wherein at least one of said direct measure of tire inflation
pressure and said communicated measurement of tire pressure
received from said tire pressure monitoring system interface is
reported to an operator in combination with a vehicle wheel
alignment measurement result.
9. An operational method for a vehicle wheel alignment measurement
system having a processing system configured with at least one
vehicle wheel alignment measurement software application, and at
least one sensor operatively coupled to the processing system for
acquiring data utilized to determine at least one vehicle
measurement, the method comprising: measuring, via a vehicle tire
pressure monitoring system sensor, the inflation pressure in at
least one vehicle wheel assembly; communicating said measured
inflation pressure from the vehicle tire pressure monitoring system
sensor to the processing system of the vehicle wheel alignment
system via a wireless communications link established directly
between the vehicle wheel alignment system and the vehicle tire
pressure monitoring system sensor; and utilizing said communicated
inflation pressure measurement during a vehicle service
procedure.
10. The method of claim 9, wherein said step of utilizing includes
directing a change in inflation pressure for said at least one
vehicle wheel assembly, and observing corresponding changes in said
communicated inflation pressure measurements to identify a
difference between an applied change in inflation pressure and an
observed change in inflation pressure.
11. The method of claim 9 wherein said step of utilizing said
communication inflation pressure measurement includes presenting
said measurement to an operator together with said at least one
determined vehicle measurement.
12. A method for tire pressure monitoring in a vehicle wheel
alignment measurement system having a processing system configured
with at least one vehicle wheel alignment measurement software
application, and at least one sensor operatively coupled to the
processing system for acquiring data utilized to determine at least
one vehicle measurement, comprising: communicating, to the
processing system via a tire pressure monitoring system interface,
at least one tire pressure measurement acquired by at least one
tire pressure monitoring system sensor disposed within a wheel
assembly of a vehicle; acquiring at the processing system, a direct
measurement of the tire pressure at said wheel assembly of the
vehicle from an external tire pressure measurement gauge
operatively coupled to the processing system, and which is
configured to directly measure inflation pressure within a wheel
assembly of a vehicle via a connection to an external valve stem of
the wheel assembly; and utilizing said direct measurement of said
tire pressure and said communicated tire pressure measurement
received from said tire pressure monitoring system interface during
a vehicle service procedure.
13. The method of claim 12 wherein said step of utilizing further
includes comparing said direct measurement of said tire pressure
with said communicated tire pressure measurement received from said
tire pressure monitoring system interface to determine if a
difference between said measurements exceeds a selected
threshold.
14. The method of claim 12 wherein said step of utilizing further
includes presenting a display of at least one of said direct tire
pressure measurements and said communicated tire pressure
measurements to an operator together with said at least one
determined vehicle measurement.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present application is a continuation of, and claims
priority through, co-pending U.S. patent application Ser. No.
11/947,144 filed on Nov. 29, 2007, which in turn is related to, and
claims priority from, U.S. Provisional Patent Application Ser. No.
60/867,938 filed on Nov. 30, 2006, both of which are herein
incorporated by reference.
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH
[0002] Not Applicable.
BACKGROUND OF THE INVENTION
[0003] The present invention is related to vehicle service systems,
and in particular, to vehicle service systems such as vehicle wheel
alignment systems, which are configured to acquire measurements of
tire pressure for a wheel assembly of a vehicle undergoing a
service procedure directly and from a tire pressure monitoring
system sensor, and to utilize the acquired tire pressure
measurements during a vehicle service procedure, such as to carry
out diagnostic evaluation of the tire pressure monitoring
system.
[0004] Modern vehicle wheel assemblies on most motor vehicles today
consist of a pneumatic tire mounted or seated on a wheel rim, such
as shown in FIG. 1. The tire is secured to the wheel rim by forces
exerted between the inner peripheral edges of the tire, i.e. the
beads, and the mating surfaces of the wheel rim, i.e. the bead
seats. Pressurized air contained within the toroidal volume defined
between the tire and wheel rim supports the tire against the weight
of the vehicle. Tire pressure monitoring systems associated with
motor vehicles such as passenger cars and light trucks are designed
to provide a warning to drivers if the pressure level of air within
tire on the vehicle becomes significantly decreased during
operation. There are two types of tire pressure monitoring systems
currently in use. The first is an indirect system, which relies
upon rotational speed measurements acquired by the vehicle
anti-lock braking system sensors during vehicle operation. A tire
which is significantly deflated relative to the remaining tires on
the vehicle will have a smaller rolling radius, and therefore will
rotate faster. Significant differences in vehicle wheel rotational
speeds are interpreted as being indicative of an under-inflated
tire by an indirect tire pressure monitoring system, and a suitable
warning is provided to the vehicle operator. However, indirect tire
pressure monitoring systems cannot identify small changes in tire
pressures, and are incapable of identifying situations in which all
of the vehicle wheels are under-inflated.
[0005] The second type of tire pressure monitoring system is a
"direct" system, in which each wheel assembly of the vehicle is
equipped with a tire pressure sensor disposed in an operative
relationship to the pressurize air contained between the tire and
wheel rim. For example, as is shown in FIG. 2, a tire pressure
sensor may be strapped about the surface of the vehicle wheel rim,
such that the tire pressure sensor is disposed within the volume
defined by the tire about the wheel rim. Alternatively, as shown in
FIG. 3, the tire pressure sensors may be coupled to, or associated
with, the valve stem of the vehicle wheel assembly. Typically, tire
pressure sensors are configured to transmit data using
high-frequency radio waves in the preferred range of 300 MHz-450
MHz to a common control unit. Specific frequencies such as 303 MHz,
315 MHz, 418 MHz, 434 MHz, and optionally 868 MHz are generally
employed by tire pressure monitoring systems currently in use. The
common control unit is configured to process the received data and
provide the operator with a suitable display of vehicle wheel tire
pressures. An exemplary "direct" tire pressure monitoring system is
manufactured and sold by Smartire Systems, Inc. of Richmond, Calif.
These "direct" tire pressure monitoring systems, which are
semi-permanently installed, should not be confused with the process
of acquiring "direct" measurements of the pressure in a tire such
as by manual or automatic use of an external tire pressure gauge
temporarily coupled to the tire valve stem and removed after
use.
[0006] To prevent cross-talk between tire pressure monitoring
systems of nearby vehicles, each tire pressure sensor is configured
to transmit a unique identification code together with the tire
pressure data signal. Depending upon the configuration of the
particular "direct" system, and the signal range, the tire pressure
monitoring system may be utilized to further monitor pressure in a
vehicle's spare tire, or pressure in the tires of a towed
trailer.
[0007] To provide a vehicle operator with useful information
regarding tire pressure levels, a "direct" tire pressure monitoring
system must provide the operator with a means to identify which
monitored tires have reduced tire pressure. Identifying the vehicle
wheel location for each tire pressure sensor in a vehicle tire
pressure monitoring system may be done manually or automatically.
Manual systems require some form of operator interaction, such as
by physically installing predetermined tire pressure sensors in
tires positioned in predetermined locations about a vehicle.
Alternatively, each tire pressure sensor can be identified by a
unique indicator to the common control unit, for example, a
color-coded marking on the tire valve stem. When a low tire
pressure condition is detected by one of the tire pressure sensors,
the control unit displays a corresponding color to the vehicle
operator, requiring the operator to inspect the vehicle wheels to
located the corresponding color marking. Manual systems often
require the operator to retrain or reposition the tire pressure
sensors following a vehicle wheel rotation or service, a
time-consuming and error-prone procedure.
[0008] Alternatively, tire pressure monitoring systems may be
configured to automatically identify the corresponding tire
locations associated with each tire pressure sensor in the system.
These "automatic" systems typically provide a trigger mechanism or
signal to activate each tire pressure sensor's transmitter in a
predetermined sequence. The unique identification associated with
each transmitter is stored as it is received in the predetermined
sequence, thereby associating each tire pressure sensor with a
known tire location. For some systems, the tire pressure sensors
include a magnetic switch which is activated or triggered by the
proximity of a magnetic field to direct the tire pressure sensor to
transmit the unique identification. Alternate systems incorporate a
radio-frequency receiver into each of the tire pressure sensors.
Each of the receivers responds to a specific trigger signal,
typically around 125 MHz, to transmit the associated tire pressure
sensor's unique identification. While the programming of an
"automatic" system remains time consuming, the need to physically
reposition each tire pressure sensor following a tire rotation or
tire service is eliminated, saving significant time during a
vehicle service procedure.
[0009] Still other tire pressure monitoring systems are fully
automatic in terms of locating each of the tire pressure sensors
associated with a vehicle. These systems typically employed
radio-frequency antenna disposed in proximity to the vehicle
wheels, and uniquely identify each individual tire pressure sensor
by monitoring the strength of the signals emitted by each tire
pressure sensor, specific antenna identification codes, or specific
radio-frequency variations on the order of a few KHz, associated
with each tire pressure sensor.
[0010] Measurements of tire pressure in the individual wheel
assemblies of a vehicle undergoing a vehicle service procedure may
be useful in determining vehicle measurements and/or the proper
operation of a vehicle-mounted tire pressure monitoring system.
Accordingly, it would be advantageous to provide a vehicle service
system, such as a vehicle wheel alignment system, with the
necessary functionality to acquire measurements of tire pressure
for one or more wheels of a vehicle undergoing a vehicle service
procedure. Additional benefit may be obtained by providing the
vehicle service system with the necessary functionality to access
stored data representative of tire pressure specifications
associated with the wheel assemblies of a vehicle. This stored data
may, for example, be stored in an accessible database, in a vehicle
on-board control unit, or in a data storage device associated with
the individual vehicle wheel assemblies.
[0011] It would further be advantageous to provide a vehicle
service system, such as a vehicle wheel alignment system or a
stand-alone tire service system, with the necessary functionality
to detect the presence of an installed tire pressure monitoring
system (TPMS) on a vehicle undergoing a vehicle service procedure,
and to receive signals from the tire pressure monitoring system
which are indicative of tire pressure and/or temperature
measurements.
[0012] It would be further advantageous for a vehicle service
system, such as a vehicle wheel alignment system, to carry out
diagnostic and calibration functions associated with an installed
tire pressure monitoring system (TPMS) on a vehicle undergoing a
vehicle service procedure.
[0013] It would be further advantageous to provide an integrated
vehicle service system that includes all items necessary to
completely diagnose a complex TPMS/Tire Pressure system. Previous
systems involved stand-alone hand-held tools or OEM scan tools and
many manual tasks that could introduce errors or
misinterpretations. A technician had to be specially trained how to
use each hand-held tool and each OEM scan tool, and the nuances
associated with each. Previous procedures often included removing
the wheels before the TPMS system is checked, leading to customer
complaints that the service shop damaged the TPMS devices. The
various alternate embodiments of the present invention provide a
vehicle service system which is configured for acquiring direct
tire pressure measurements and for communication with the ECU of a
vehicle to test the functionality and operation of the entire TPMS
system of the vehicle. Previous hand-held systems do not typically
check the ECU functionality in that system, but only the individual
TPMS devices. Current procedures are labor intensive, cumbersome,
and error-prone due to the limitations mentioned above.
BRIEF SUMMARY OF THE INVENTION
[0014] Briefly stated, the present disclosure provides a
computer-based vehicle service system, such as a wheel alignment
system, which is configured to acquire measurements of the air
pressure in the tires of a vehicle undergoing a service procedure.
The vehicle service system is further configured with a TPMS sensor
to acquire tire pressure signals from individual TPMS devices
installed in the tires. The system is adapted to compare the
readings from the TPMS sensors with the acquired direct air
pressure measurements for testing and diagnostic analysis of the
TPMS sensors. Preferably, the vehicle service system is further
configured to direct or control an increase or decrease in the air
pressure of a tire while observing the signals from the TPMS
sensors.
[0015] In an alternate embodiment, the computer-based vehicle
service system, such as a wheel alignment system, is configured to
acquire measurements of the air pressure in the tires of a vehicle,
and to operatively communicate with an on-board control unit of the
vehicle, to obtain TPMS information from the vehicle, either
through a direct physical connection to the on-board control unit
or via a wireless communications link. The tire pressure
specifications for the vehicle may also be obtained by the vehicle
service system, either from the on-board control unit, or from an
accessible database of tire pressure settings. The vehicle service
system is further configured to utilize the measured air pressure,
the obtained TPMS information, and any acquired tire pressure
specifications to perform diagnostic and calibration operations
associated with the vehicle TPMS.
[0016] In an alternate embodiment, the vehicle service system, such
as a vehicle wheel alignment system, is configured with a
radio-frequency identification (RFID) interrogator to read and/or
write information to an RFID tag associated with a tire or wheel
assembly of a vehicle. Information obtained from the RFID tag may
include tire pressure specifications, tire pressure limits,
measurement histories, etc. This information can be used to
determine a pressure at which to inflate the tire during a
diagnostic/measurement procedure, or for proper driving conditions
(at the end of the service procedure).
[0017] In an alternate embodiment, the vehicle service system is
configured to provide instructions to an operator for moving the
tires of a vehicle to alternate positions on the vehicle (i.e. a
procedure commonly known as "rotating the tires", such that the
left rear tire is moved to the left front position, etc.) and to
subsequently communicate the altered placement of the individual
vehicle wheel assemblies to a TPMS system associated with the
vehicle, enabling the TPMS system to provide proper identification
of individual tire pressure measurements.
[0018] In an alternate embodiment, the vehicle service system is
configured to utilize ambient air temperature data to select a
suitable range of air pressure for controlling or directing
inflation of a vehicle wheel assembly. Ambient air temperature data
is preferably representative of an average external air temperature
encountered by the vehicle during normal driving conditions, and
may be acquired by the vehicle service system through operator
input, direct measurement, communication with a vehicle control
unit, or through any other suitable external source.
[0019] The foregoing features, and advantages set forth in the
present disclosure as well as presently preferred embodiments will
become more apparent from the reading of the following description
in connection with the accompanying drawings.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0020] In the accompanying drawings which form part of the
specification:
[0021] FIG. 1 is a prior art cross-sectional view of a vehicle
wheel assembly, illustrating a tire seated about a wheel rim;
[0022] FIG. 2 is a perspective partial sectional view of a prior
art tire pressure sensor of a tire pressure monitoring system
secured about a vehicle wheel rim surface; and
[0023] FIG. 3 is a perspective view of a vehicle wheel rim having a
prior art tire pressure sensor operatively coupled to a wheel
assembly valve stem;
[0024] FIG. 4 is an illustration of an exemplary configuration of a
vehicle service system of the present invention; and
[0025] FIG. 5 is a flow chart illustrating the steps in an
exemplary method of the present invention.
[0026] Corresponding reference numerals indicate corresponding
parts throughout the several figures of the drawings. It is to be
understood that the drawings are for illustrating the concepts set
forth in the present disclosure and are not to scale.
DESCRIPTION OF THE PREFERRED EMBODIMENT
[0027] The following detailed description illustrates the invention
by way of example and not by way of limitation. The description
enables one skilled in the art to make and use the present
disclosure, and describes several embodiments, adaptations,
variations, alternatives, and uses of the present disclosure,
including what is presently believed to be the best mode of
carrying out the present disclosure.
[0028] In a first embodiment, the present disclosure provides a
computer-based vehicle service system 100, such as a wheel
alignment system or a dedicated tire pressure analysis system,
which is configured with a suitable or supplemental sensor 102
adapted to acquire direct measurements of the air pressure in one
or more of the tires of a vehicle undergoing a service procedure.
The sensor 102 may be of any conventional design intended to
provide a signal representative of a measure of air pressure, and
may be operatively coupled to a processor 104 of the vehicle
service system 100 via a communications cable or via a wireless
communications link 106. For example, a hand-held wireless tire
pressure gauge may be utilized by a service technician to acquire a
tire pressure measurement by operatively coupling the gauge to the
valve stem of a vehicle wheel assembly, or a pressure gauge may be
associated with an air supply system for pressurizing the tires.
The acquired measurement is then communicated to the vehicle
service system 100 via a suitable wireless communications link,
such as 106.
[0029] Preferably, the vehicle service system 100 is additionally
configured with a Tire Pressure Monitoring System (TPMS) sensor or
interface 108 to acquire data signals from installed TPMS devices
110 in the individual tires or wheel assemblies of the vehicle.
These data signals may be acquired directly from the individual
TPMS sensors 110 by the interface 108, or may be acquired by an ECU
transceiver 109, indirectly by communication with a vehicle control
unit 112 which is in turn in communication with the individual TPMS
sensors 110. As shown in FIG. 4, the vehicle service system 100 may
then compare readings for each vehicle wheel acquired from the TPMS
sensors 110 with the air pressure direct measurements acquired from
the supplemental sensors 102, enabling diagnostic analysis of the
operation of the installed TPMS devices 110. The vehicle service
system 100 is optionally configured to test and calibrate installed
TPMS devices 110 by directing an operator to increase or decrease
the air pressure in an individual vehicle wheel assembly and
observing the resulting changes in signals from the associated TPMS
sensor 110, by identifying differences between the direct and TPMS
measurements, and to assist in identifying placement location for
vehicle wheel assemblies about the vehicle. Those of ordinary skill
in the art will recognize that this procedure may be completed in
an automated fashion by the vehicle service system 100 by providing
suitable connections to a controlled source of air pressure 102 for
a wheel assembly undergoing testing.
[0030] In one exemplary method shown in FIG. 5, for diagnostic
analysis of an installed TPMS sensor 110, the vehicle service
system 100 first acquires a direct measurement of the air pressure
in a selected tire (Box 200). After each direct measurement is
acquired (Box 202), a corresponding measurement from a TPMS sensor
110 installed in each tire undergoing analysis is acquired (Box
204). This process is repeated for each wheel assembly undergoing
analysis (Box 206). Those of ordinary skill in the art will
recognize that the order in which the direct measurements and the
TPMS sensor measurements are acquired may be varied without
departing from the scope of the disclosure.
[0031] Once all measurements have been acquired, the vehicle
service system 100 may compare (Box 208) the direct measurements
(Box 200) with the TPMS measurements (Box 204) for each wheel
assembly as part of a diagnostic procedure. The results of the
comparison may be used to identify differences between the direct
and TPMS measurements (Box 210), to direct modifications to the air
pressure in a selected wheel assembly while observing changes in
TPMS measurements for that wheel assembly (Box 212), or to assist
in identifying the placement of the wheel assemblies about a
vehicle (Box 214).
[0032] For example, when the vehicle service system 100 may direct
the air pressure in a selected tire to be reduced to a point at or
below that at which the TPMS sensor 110 is designed to provide a
low tire pressure warning. Output from the TPMS sensor 110 is
monitored by the processor 104 in conjunction with the direct
measurements of tire air pressure (Box 200) to identify an actual
air pressure level at which the TPMS sensor 110 provides the low
tire pressure warning. If the low tire pressure warning is not
provided, or is provided at an incorrect air pressure for the
selected tire, the vehicle service system 100 may be configured to
provide a suitable fault indication to an operator, allowing
corrective action to be taken, such as recalibration of the TPMS
sensor 110 or replacement of a defective unit.
[0033] To enable a vehicle wheel alignment system of the present
invention to detect the presence of a tire pressure monitoring
system sensor in a vehicle wheel assembly, the vehicle service
system may optionally be configured with a tire pressure sensor
detection system or transceiver 108 which is configured to transmit
a short range "trigger" signal in the immediate vicinity of the
vehicle wheel alignment system, such that a tire pressure sensor
110 disposed within a wheel assembly on a vehicle undergoing an
alignment or service procedure will respond by emitting a
detectable signal. Preferably, the tire pressure sensor detection
system 108 is configured with a radio-frequency transceiver adapted
to transmit a radio-frequency "trigger" signal at the appropriate
radio-frequency for at least one brand of tire pressure sensor, as
well as to receive responsive radio-frequency signals. Optionally,
the tire pressure sensor detection system 108 may include an
electro-magnetic trigger adapted to generate a magnetic field
trigger signal in proximity to the wheel assembly, as required by
alternate brands of tire pressure sensors 110.
[0034] Those of ordinary skill in the art will recognize that the
tire pressure sensor detection system 108 may be configured to
transmit suitable "trigger" signals for a wide variety of tire
pressure sensors available from different manufacturers, and as
such, may be configured with a variety of components adapted to
emit and detect the appropriate radio-frequency and/or magnetic
signals to and from the tire pressure sensors 110. Such components
are not be limited to radio-frequency transceivers and
electro-magnetic triggers as described herein, but may encompass
any of a variety of trigger means and signal receivers as necessary
to detect a selected brand of tire pressure sensor 110.
[0035] Similarly, those of ordinary skill in the art will recognize
that the tire pressure sensor detection system 108 is not limited
to an embodiment as a hardware component separate and distinct from
the processing unit 104 of the vehicle wheel alignment system 100,
but may be implemented as a software module operating within the
processing unit 104 to control the associated signal transceiver
components.
[0036] In an alternate embodiment, the vehicle service system 100,
such as a wheel alignment system, or a dedicated tire pressure
analysis system, is configured to acquire measurements of the air
pressure in the tires of a vehicle, either directly using a
supplemental air pressure sensor and indirectly by communicating
with an on-board control unit (ECU) of the vehicle to obtain TPMS
information, either through a direct physical connection to the
on-board control unit 112 or via a wireless communications link and
interface 109. Optionally, tire pressure specifications for the
particular vehicle undergoing service may also be obtained by the
vehicle service system 100, either from the on-board control unit
112, or from an accessible database of tire pressure settings. The
vehicle service system 100 may be further configured to utilize
direct measurements of air pressure, the obtained TPMS information,
and any acquired tire pressure specifications to perform diagnostic
and calibration operations associated with the vehicle TPMS.
[0037] In an alternate embodiment, the vehicle service system 100,
such as a vehicle wheel alignment system, or a dedicated tire
pressure analysis system, is configured with a radio-frequency
identification (RFID) interrogator to read and/or write information
to an RFID tag associated with a tire or wheel assembly of a
vehicle. Information obtained from, and stored in, the RFID tag may
include tire pressure specifications, tire pressure limits, tire
pressure measurement histories, etc. This information may be used
by the vehicle service system to determine a pressure at which to
inflate the tire during a diagnostic/measurement procedure, or for
proper driving conditions (at the end of the service
procedure).
[0038] In an alternate embodiment (Box 214), the vehicle service
system 100 may be configured to provide instructions to an operator
for moving the tires of a vehicle to alternate positions on the
vehicle (i.e. a procedure commonly known as "rotating the tires",
such that the left rear tire is moved to the left front position,
etc.) and to subsequently communicate the altered placement of the
individual vehicle wheel assemblies to a TPMS system associated
with the vehicle, enabling the TPMS system to provide proper
identification of individual tire pressure measurements during
vehicle operation.
[0039] In an alternate embodiment, the vehicle service system 100
may be configured to direct the inflation of tires of a vehicle to
a suitable air pressure. The air pressure may be monitored during
the inflation processing either by direct measurements of the tire
air pressure at a pressure source 102, or by receiving signals
communicated from an installed TPMS sensor 110. The received
signals may be communicated directly to the vehicle service system
100, or may be acquired by the vehicle service system 100 through
communication with a vehicle control unit 112 as previously
described. The vehicle service system 100 may optionally be
configured to utilize ambient air temperature data. Preferably, the
ambient air temperature data is provided by an operator to the
vehicle service system 100, and is representative of the expected
ambient air temperature within which the vehicle will be normally
operated. Utilizing the ambient air temperature data, the vehicle
service system 100 is optionally configured to accommodate
variations in air density due to temperature when directing the
inflation of the tires versus the air density due to temperature
when the vehicle is driven. This is particularly useful to avoid
under-inflation of tires on vehicles which are operated in cold
environments, or over-inflation of tires on vehicles which are
operated in hot environments.
[0040] Those of ordinary skill in the art will recognize that the
concepts and methods presented herein are not limited to use with
vehicle wheel alignment systems. For example, a means to acquire
direct tire pressure measurements as well as to interrogate
installed TPMS sensors 110 on a vehicle may be incorporated into a
vehicle lift rack system, and is particularly well suited for use
with a pneumatically actuated and computer controlled vehicle lift
rack system. Pneumatically actuated vehicle lift rack systems by
design already incorporate many of the components 102 required for
measuring and regulating the air pressure in the vehicle wheels,
and may be adapted to communicate tire pressure measurements and
TPMS sensor analysis data with other vehicle service devices, such
as vehicle wheel alignment systems.
[0041] The present disclosure can be embodied in-part in the form
of computer-implemented processes and apparatuses for practicing
those processes. The present disclosure can also be embodied
in-part the form of computer program code containing instructions
embodied in tangible media, such as floppy diskettes, CD-ROMs, hard
drives, or another computer readable storage medium, wherein, when
the computer program code is loaded into, and executed by, an
electronic device such as a computer, micro-processor or logic
circuit, the device becomes an apparatus for practicing the present
disclosure.
[0042] The present disclosure can also be embodied in-part in the
form of computer program code, for example, whether stored in a
storage medium, loaded into and/or executed by a computer, or
transmitted over some transmission medium, such as over electrical
wiring or cabling, through fiber optics, or via electromagnetic
radiation, wherein, when the computer program code is loaded into
and executed by a computer, the computer becomes an apparatus for
practicing the present disclosure. When implemented in a
general-purpose microprocessor, the computer program code segments
configure the microprocessor to create specific logic circuits.
[0043] As various changes could be made in the above constructions
without departing from the scope of the disclosure, it is intended
that all matter contained in the above description or shown in the
accompanying drawings shall be interpreted as illustrative and not
in a limiting sense.
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