U.S. patent application number 14/728459 was filed with the patent office on 2016-12-08 for tire pressure monitoring sensor.
The applicant listed for this patent is Continental Automotive Systems, Inc.. Invention is credited to Jean-Christophe Deniau, Brian Farrell, Yasser Gad, Matthew D McIntyre, Dhivya Vijayan.
Application Number | 20160355063 14/728459 |
Document ID | / |
Family ID | 53784666 |
Filed Date | 2016-12-08 |
United States Patent
Application |
20160355063 |
Kind Code |
A1 |
McIntyre; Matthew D ; et
al. |
December 8, 2016 |
TIRE PRESSURE MONITORING SENSOR
Abstract
A TPM sensor is programmed. The TPM sensor is configured with a
TPM identifier and makes transmissions according to a current
transmission protocol or protocols. A low frequency (LF) signal is
received and the LF signal was transmitted according to a
predetermined transmission protocol or language. An identity of the
predetermined transmission protocol or language associated with the
LF signal is determined. Based upon the identity of the
predetermined transmission protocol or language, at least one of
the TPM identifier or the current transmission protocol or
protocols are adjusted, and the TPM sensor subsequently makes
transmissions according to the predetermined transmission protocol
associated with the LF signal.
Inventors: |
McIntyre; Matthew D; (New
Baltimore, MI) ; Deniau; Jean-Christophe; (Fenton,
MI) ; Farrell; Brian; (Troy, MI) ; Gad;
Yasser; (Macomb, MI) ; Vijayan; Dhivya;
(Rochester Hills, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Continental Automotive Systems, Inc. |
Auburn Hills |
MI |
US |
|
|
Family ID: |
53784666 |
Appl. No.: |
14/728459 |
Filed: |
June 2, 2015 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60C 23/0479 20130101;
B60C 23/0471 20130101; B60C 23/0408 20130101 |
International
Class: |
B60C 23/04 20060101
B60C023/04 |
Claims
1. A method of programming a tire pressure monitoring (TPM) sensor,
the TPM sensor being configured with a TPM identifier and making
transmissions according to a current transmission protocol or
protocols, the method comprising: receiving a low frequency (LF)
signal, the LF signal having been transmitted according to a
predetermined transmission protocol or language; determining an
identity of the predetermined transmission protocol or language
associated with the LF signal; based upon the identity of the
predetermined transmission protocol or language, adjusting at least
one of the TPM identifier or the current transmission protocol or
protocols, the adjusting of the TPM identifier comprising changing
the TPM identifier at the TPM sensor to a TPM identifier being
recognized by a vehicle receiver as correct for a vehicle type, the
TPM sensor subsequently making transmissions according to the
predetermined transmission protocol associated with the LF
signal.
2. The method of claim 1, wherein the LF signal is received from a
portable programming tool or from a fixed LF initiator in a
vehicle.
3. The method of claim 1, wherein the predetermined transmission
protocol is subsequently locked to the TPM sensor.
4. The method of claim 1, wherein the predetermined transmission
protocol or language indicates a vehicle manufacturer or type of
vehicle.
5. The method of claim 1, wherein the LF signal comprises a first
command from a portable programming tool that obtains the
identifier, wherein the sensor responsively transmits the
identifier to the portable programming tool, and wherein a second
LF signal is transmitted from the portable programming tool to the
sensor, the second LF signal being a second command that includes
the identifier.
6. The method of claim 1, further comprising measuring the pressure
of a tire and making the transmissions according to the
transmission protocol regardless of the measured pressure.
7. The method of claim 6, further comprising storing the identifier
at a portable programming tool, transmitting the identifier from
the portable programming tool to a receiver in a vehicle,
automatically locking the predetermined transmission protocol to
the sensor when a predetermined event is detected.
8. The method of claim 7, wherein the predetermined event is a
pressurization of the tire.
9. The method of claim 8, wherein the locking occurs before a
predetermined time limit has been reached.
10. A tire pressure monitoring (TPM) sensor, comprising: a memory
that stores a TPM identifier and a current transmission protocol or
protocols; a transmitter; a receiver that is configured to receive
a low frequency (LF) signal, the LF signal having been transmitted
according to a predetermined transmission protocol or language; a
controller coupled to the transmitter and the receiver, the
controller configured to determine an identity of the predetermined
protocol or language, and based upon the determined identity of the
predetermined protocol or language, adjust at least one of the TPM
identifier or the current transmission protocol or protocols, the
adjusting of the TPM identifier comprising changing the TPM
identifier at the TPM sensor to a TPM identifier being recognized
by a vehicle receiver as correct for a vehicle type, the TPM sensor
subsequently making transmissions according to the predetermined
transmission protocol of the LF signal.
11. The TPM sensor of claim 10, wherein the LF signal is received
from a portable programming tool or from a fixed LF initiator in a
vehicle.
12. The TPM sensor of claim 10, wherein the predetermined
transmission protocol is subsequently locked to the TPM sensor.
13. The TPM sensor of claim 10, wherein the predetermined
transmission protocol or language indicates a vehicle manufacturer
or type of vehicle.
14. The TPM sensor of claim 10, wherein the LF signal comprises a
first command from a portable programming tool that obtains the TPM
identifier, and wherein the sensor responsively transmits the
identifier to the portable programming tool, and wherein a second
LF signal is transmitted from the portable programming tool to the
sensor and received by the sensor, the second LF signal being a
second command that includes the identifier.
15. The TPM sensor of claim 10, further comprising a measurement
device that is configured to measure the pressure of a tire and
wherein the sensor makes the transmissions according to the
predetermined transmission protocol regardless of the measured
pressure.
16. The TPM sensor of claim 15, the identifier is stored at a
portable programming tool, and transmitted from the portable
programming tool to a receiver in a vehicle, and wherein the
predetermined transmission protocol is locked to the sensor when a
predetermined event is detected by the sensor.
17. The TPM sensor of claim 15, wherein the predetermined event is
a pressurization of the tire.
18. The TPM sensor of claim 17, wherein the locking occurs before a
predetermined time limit has been reached.
19. A non-transitory computer usable medium having a computer
readable program code embodied therein, the computer readable
program code adapted to be executed to implement a method of
programming a tire pressure monitoring (TPM) sensor, the TPM sensor
being configured with a TPM identifier and making transmissions
according to a current transmission protocol or protocols, the
method comprising: receiving a low frequency (LF) signal, the LF
signal having been transmitted according to a predetermined
transmission protocol or language; determining an identity of the
predetermined transmission protocol or language associated with the
LF signal; based upon the identity of the predetermined
transmission protocol or language, adjusting at least one of the
TPM identifier or the current transmission protocol or protocols,
the adjusting of the TPM identifier comprising changing the TPM
identifier at the TPM sensor to a TPM identifier being recognized
by a vehicle receiver as correct for a vehicle type, the TPM sensor
subsequently making transmissions according to the predetermined
transmission protocol associated with the LF signal.
20. The non-transitory computer usable medium of claim 19, wherein
the LF signal is received from a portable programming tool or from
a fixed LF initiator in a vehicle.
21. The non-transitory computer usable medium of claim 19, wherein
the predetermined transmission protocol is subsequently locked to
the TPM sensor.
22. The non-transitory computer usable medium of claim 19, wherein
the predetermined transmission protocol or language indicates a
vehicle manufacturer or type of vehicle.
23. The non-transitory computer usable medium of claim 19, wherein
the LF signal comprises a first command from a portable programming
tool that obtains the identifier, wherein the sensor responsively
transmits the identifier to the portable programming tool, and
wherein a second LF signal is transmitted from the portable
programming tool to the sensor, the second LF signal being a second
command that includes the identifier.
24. The non-transitory computer usable medium of claim 19, further
comprising measuring the pressure of a tire and making the
transmissions according to the transmission protocol regardless of
the measured pressure.
25. The non-transitory computer usable medium of claim 24, further
comprising storing the identifier at a portable programming tool,
transmitting the identifier from the portable programming tool to a
receiver in a vehicle, automatically locking the predetermined
transmission protocol to the sensor when a predetermined event is
detected.
26. The non-transitory computer usable medium of claim 25, wherein
the predetermined event is a pressurization of the tire.
27. The non-transitory computer usable medium of claim 26, wherein
the locking occurs before a predetermined time limit has been
reached.
Description
TECHNICAL FIELD
[0001] This application relates to tire pressure monitors, and more
specifically, to the operation and programming of these
devices.
BACKGROUND OF THE INVENTION
[0002] Tire pressure monitoring (TPM) sensors are used in vehicles.
These sensors (disposed at the tire) measure the pressure of the
tire (and potentially other parameters) and transmit this to a
receiver in the vehicle. When the pressure falls below a
predetermined threshold, the receiver may warn the driver.
[0003] TPM sensors typically need to be activated. This is often
accomplished by a technician using an activation tool. Initiation
devices in the vehicle can also be used. Low frequency (LF)
commands are typically sent by these devices to the TPM sensor in
order to perform the activation.
[0004] Various issues have arisen regarding the programming or
activation of TPM sensors. Vehicles typically require a TPM sensor
identifier (ID) with a specific configuration in order to work on
that vehicle. In one specific example, the TPM sensor ID may be
used to differentiate between a high-level and low-level type of
vehicle or between vehicles of different vehicle manufacturers.
[0005] However, since the TPM sensors have a unique ID that is
programmed into the internal electronics of the TPM sensor this
prevents a multi-application TPM sensor from being used on
different types of vehicles thereby requiring different types of
TPM sensors.
[0006] Another limitation is that with previous multi-application
TPM sensors, many different protocols are transmitted so that a
sensor could be used on a wide arrange of vehicle. This presents a
problem because, first, the amount of information is great and its
transmission consumes much battery life, causing a shorter life of
the product in the vehicle. Second, many vehicle TPM systems rely
on specific timing interactions between the TPM sensor and the TPM
system on the vehicle.
[0007] Another limitation is associated with locking the ID or
transmission protocol to the TPM sensor. Because the locking
typically occurs based upon state, there is always a chance that it
will have been locked according to the wrong state and send out the
wrong commands.
[0008] Some TPM sensors have the ability to be locked in a certain
configuration that would transmit the appropriate tire information
based on the vehicle that it is installed. These sensors may need
to be reset to the default condition.
[0009] One problem with this approach is that there needs to be a
procedure that could reset the sensor back to its original state
that is convenient to a user but not something that could easily be
done by accident. If a TPM sensor is accidentally reset to its
original state, then, if not relearned properly, the TPM System may
fail on the vehicle.
[0010] Locking a multi-application TPM Sensor in a particular
configuration corresponding to a particular vehicle set may be
necessary in some circumstances. However, there is a risk in
previous approaches that the TPM sensor could be locked in the
wrong configuration causing the TPM sensor to fail to work with the
TPM system in the vehicle it is being used.
[0011] All of the above-mentioned problems have created some user
dissatisfaction with previous approaches.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] For a more complete understanding of the disclosure,
reference should be made to the following detailed description and
accompanying drawings wherein:
[0013] FIG. 1 comprises a block diagram of a TPM system according
to various embodiments of the present invention;
[0014] FIG. 2 comprises a block diagram of a TPM sensor according
to various embodiments of the present invention;
[0015] FIG. 3 comprises a flowchart of an approach for setting
sensor ID according to various embodiments of the present
invention;
[0016] FIG. 4 a flowchart of an approach for setting sensor ID
according to various embodiments of the present invention;
[0017] FIG. 5 a flowchart for changing the configuration of a TPM
sensor according to various embodiments of the present
invention;
[0018] FIG. 6 a flowchart of a relearn approach according to
various embodiments of the present invention;
[0019] FIG. 7 a time line showing an approach of changing and
locking configuration information according to various embodiments
of the present invention.
[0020] Skilled artisans will appreciate that elements in the
figures are illustrated for simplicity and clarity. It will further
be appreciated that certain actions and/or steps may be described
or depicted in a particular order of occurrence while those skilled
in the art will understand that such specificity with respect to
sequence is not actually required. It will also be understood that
the terms and expressions used herein have the ordinary meaning as
is accorded to such terms and expressions with respect to their
corresponding respective areas of inquiry and study except where
specific meanings have otherwise been set forth herein.
DETAILED DESCRIPTION
[0021] Approaches are provide herein that configure various aspects
of a TPM sensor. The approaches are easy to use, cost effective to
implement, and provide sensors that are more flexible to use.
[0022] In many of these embodiments, a TPM sensor is programmed.
The TPM sensor is configured with a TPM identifier and makes
transmissions according to a current transmission protocol or
protocols. A low frequency (LF) signal is received and the LF
signal was transmitted according to a predetermined transmission
protocol or language. An identity of the predetermined transmission
protocol or language associated with the LF signal is determined.
Based upon the identity of the predetermined transmission protocol
or language, at least one of the TPM identifier or the current
transmission protocol or protocols are adjusted. The TPM sensor
subsequently makes transmissions according to the predetermined
transmission protocol associated with the LF signal.
[0023] In some aspects, the LF signal is received from a portable
programming tool or from a fixed LF initiator in a vehicle. In
other aspects, the predetermined transmission protocol is
subsequently locked to the TPM sensor. In other examples, the
predetermined transmission protocol or language indicates a vehicle
manufacturer or type of vehicle.
[0024] In some other examples, the LF signal comprises a first
command from a portable programming tool that obtains the
identifier. The sensor responsively transmits the identifier to the
portable programming tool, and a second LF signal is transmitted
from the portable programming tool to the sensor. The second LF
signal is a second command that includes the identifier.
[0025] In other aspects, the pressure of a tire is measured and the
transmissions are made according to the transmission protocol
regardless of the measured pressure. In other examples, the
identifier at a portable programming tool is stored, the identifier
is transmitted from the portable programming tool to a receiver in
a vehicle, and the predetermined transmission protocol is
automatically locked to the sensor when a predetermined event is
detected. In some examples, the predetermined event is a
pressurization of the tire. In still other aspects, the locking
occurs before a predetermined time limit has been reached.
[0026] In others of these embodiments, a tire pressure monitoring
(TPM) sensor includes a memory, a transmitter, a receiver, and a
controller. The memory stores a TPM identifier and a current
transmission protocol or protocols. The receiver is configured to
receive a low frequency (LF) signal, and the LF signal has been
transmitted according to a predetermined transmission protocol or
language. The controller is coupled to the transmitter and the
receiver. The controller is configured to determine an identity of
the predetermined protocol or language, and based upon the
determined identity of the predetermined protocol or language,
adjust at least one of the TPM identifier or the current
transmission protocol or protocols. The TPM sensor subsequently
makes transmissions according to the predetermined transmission
protocol of the LF signal.
[0027] In some of the approaches described herein, the TPM sensor
identifier ID is changed on-the-fly based upon the action (e.g., an
LF command) from a TPM tool or a vehicle action (e.g., acceleration
or indication of acceleration). As a result, a single TPM sensor
can be used as a replacement part in multiple types of
vehicles.
[0028] In some aspects, the TPM tool sends a LF command that is
specific to the type of vehicle that it is installed to the TPM
sensor. The TPM sensor decodes the LF command and based upon the
command configures the ID to be compatible with the type of
vehicle. In some aspects, the vehicle (e.g., an initiator fixed in
the vehicle) may send LF commands.
[0029] In some aspects, the LF commands received by the TPM sensor
may indicate that the TPM sensor is installed on a specific type of
vehicle (i.e., the LF initiator from the vehicle may send a LF
command that has the TPM sensor ID embedded in the command). If the
condition indicates that the TPM sensor is installed on a specific
type of vehicle and the TPM ID will not be changing, then the TPM
ID can be locked and cannot be changed unless the sensor is reset
into its original state. This approach advantageously prevents
erroneous changes to the ID of the TPM sensor.
[0030] In others of these embodiments, a multi-application TPM
sensor (i.e., a sensor that transmits according to a plurality of
transmission protocols) is configured based on the actions of a TPM
system relearn tool or the vehicle and lock the multi-application
TPM sensor into a configuration that will send the required
information according to a single protocol, for instance, for
specific vehicle types.
[0031] In one specific example, based upon the language, format, or
protocol of a received LF command, the TPM sensor is configured
according to that command language (i.e., not what is in the
command, but the format, baud rate, and so forth). The specific
vehicle types are determined by the actions of the TPM system
relearn tool or vehicle actions.
[0032] In other examples, when the TPM sensor is above a certain
threshold and it receives a specific action by a TPM system relearn
tool or by LF initiators on the vehicle the TPM sensor then locks
into a configuration that transmits the appropriate RF data for
that vehicle system.
[0033] In the event that the vehicle TPM system has an automatic
TPM sensor learning system (i.e., a system where learning of sensor
IDs is accomplished automatically without human intervention),
where the TPM sensor is not acted upon by a TPM system relearn tool
or LF initiators on the vehicle then the TPM sensor can be
configured and locked based on action by the vehicle. In some
aspects, the TPM sensor remains locked on the configuration, so
that it is not inadvertently changed to a different configuration
by a TPM system relearn tool or a vehicle action.
[0034] In other examples, a selectable reset command on the TPM
system relearn tools that would only reset the targeted TPM sensor.
In some examples, a configured TPM sensor is locked into a certain
configuration and would be reset by a TPM system relearn tool.
[0035] In some aspects, the TPM system relearn tool sends a
specific command to reset the TPM sensor back to the original state
of the TPM sensor. In these regards, the TPM system relearn tool
sends a command to the TPM Sensor to retrieve the ID of the TPM
sensor and then transmits a reset command that includes the ID of
the TPM sensor so that only the specific TPM sensor is reset.
[0036] In some examples, the TPM sensor is not be able to be reset
by a measurement of a change in pressure or zero pressure. This
would not be allowed because delta pressure and a zero pressure
measurement (e.g., flat tire) are real-life scenarios and if the
TPM sensor becomes reset, then if it is not relearned properly,
then the TPM system may fail on the vehicle.
[0037] In other examples, the present approaches greatly reduce the
likelihood of a multi-application TPM sensor being locked in the
wrong configuration while allowing the service shop technician the
flexibility of verifying that the TPM sensor is functioning
properly and/or learning the TPM sensor to a vehicle with a TPM
relearn tool prior to installing or pressurizing the TPM sensor. In
one aspect, the TPM sensor responds to LF signals from TPM relearn
tools with the appropriate RF response at any time, regardless of
the pressure it detects. This approach allows the technician at the
service shop the convenience of being able to verify proper
functionality prior to installation. However, the TPM sensor will
only store the last received LF signal and not lock to a
configuration based on the LF signal until it is pressurized.
Handling the locking in this way reduces the time that the TPM
sensor could receive a wrong LF signal and be configured to the
wrong type.
[0038] This is a very small window of time and therefore greatly
reduces the chance of the TPM sensor being configured in the wrong
configuration while allowing the technician to trigger the TPM
sensor when it is not pressurized and taking into account the
possibility of the technician not triggering the TPM sensor again
after installation.
[0039] Referring now to FIG. 1, a system includes a LF programming
tool 102, an LF initiator 103, a sensor 104, and a vehicle 106. The
sensor is disposed into the tires 108 of the vehicle. The vehicle
106 has a receiver 110.
[0040] The LF programming tool 102 is a portable hand-held
programming tool that is moved from sensor to sensor in order to
program the sensors. The programming may be done in the form of LF
commands. The LF initiator 103 is at a fixed location within the
vehicle and also sends RF commands.
[0041] The sensor 104 measures the pressure of a tire and it may
also measure other parameters. It receives commands from the tool
102 or the initiator 103. The commands configure the sensor to
transmit transmissions to the receiver 110. The transmissions
transmit the measured tire pressure to the receiver 110. If the
measured pressure is below a predetermined threshold, the receiver
110 can alert the driver that there is a problem with the tire.
[0042] In one example, an ID 111 of the sensor may be changed
dynamically as the sensor is operated. To take one specific
example, the ID range may be 1010X, where each digit is an integer
and X (the last digit) is 0-5 for low end car, 6-9 for high end
car.
[0043] The sensor 104 knows that it is either high end or low end
(e.g., by having parameters programmed into it). An LF command is
received by the sensor 104 and decoded. It is determined if the LF
command is known to be produced by a high end or a low end vehicle.
A high end vehicle may be a vehicle that is expensive and/or has
many features, accessories, upgrades, and so forth. A low end
vehicle may be inexpensive and not have many features, accessories,
or upgrades. Then, the ID 111 is set appropriately. Next, the
sensor 104 transmits data with the ID. The receiver 110 can
determine whether the correct ID is being used. If the receiver 110
determines that the ID is incorrect, the receiver 110 in the
vehicle 106 will not send out data. On the other hand, the ID 111
may be locked if appropriate criteria is met.
[0044] In other aspects, a configuration (e.g., settings,
operational parameters, transmission protocols, transmission
formats, transmission frequencies, to mention a few examples) of
the sensor 104 is changed based upon a received LF signal. Based
upon the language a command is received in, the TPM sensor 104 is
configured according to that command language (not what is in the
command, but the format, baud rate, and so forth).
[0045] In one specific example, an LF command in a Manufacturer A
language/protocol is received by sensor 104. The sensor 104
receives and decodes the command, understands the command is in the
Manufacturer A language/protocol. The sensor 104 is operated so as
to transmit according to only the Manufacturer A language/protocol
and/or receive according to the Manufacturer A
language/protocol.
[0046] The specific vehicle types in some aspects are determined by
the actions of the TPM system relearn tool 102 or actions of the
vehicle 106 (or components of the vehicle 106). In some other
aspects, the TPM sensor 104 remains locked on the configuration, so
that it is not inadvertently changed to a different configuration
by a TPM System relearn tool or a vehicle action.
[0047] In other examples, a selectable reset command of the TPM
relearn tool 102 that only resets a targeted TPM sensor is
utilized. For instance, the tool 102 sends a re-learn command to
sensor 104. The sensor 104 responds by transmitting the ID 111 to
the tool 102. The tool 102 receives the ID 111 from sensor (and the
ID 111 is specific and unique to sensor). An LF command is sent to
the specific sensor 104 only to reset the sensor 104. The sensor
104 is reset to a default configuration.
[0048] In other aspects, automatic locking within time limits is
performed. In one example, a technician obtains the sensor
104(e.g., from a box). The technician tests the sensor 104 by
triggering it with the tool 102. The technician installs the sensor
104 into a tire 107. At this point, the ID 111 of the sensor 104 is
stored in the tool 102 (since the tool 102 reads the ID during
testing). The ID 111 is sent/written to the receiver 110 in the
vehicle 106. The sensor 104 does not lock into the particular
protocol (since it was not triggered while pressurized). When some
predetermined event happens, the sensor 104 locks into the last
known state it was triggered at (e.g., a state related or
associated with a particular vehicle manufacturer where
transmissions are made per the protocol of the vehicle
manufacturer). This provides an automatic locking for the ID 111.
However and in one aspect, the locking occurs within time limits.
For instance, locking will automatically occur if not beyond a
predetermined time limit.
[0049] Referring now to FIG. 2, one example of a TPM sensor 200 is
described. The sensor 200 includes a memory 202, a transmitter 204,
a receiver 206, and a controller 208. The memory 202 stores a TPM
identifier 210 and a current transmission protocol or protocols
212. The receiver 206 is configured to receive a low frequency (LF)
signal or command 214, and the LF signal 214 has been transmitted
according to a predetermined transmission protocol or language. A
pressure measurement device 215 measures the pressure of a tire and
communicates this measured pressure to the controller 208. The
measured pressure may be transmitted by the transmitter 204. The
pressure measurement device 215 may measure other parameters such
as temperature as well.
[0050] The controller 208 is coupled to the transmitter 204 and the
receiver 206. The controller 208 is configured to determine an
identity of the predetermined protocol or language, and based upon
the determined identity of the predetermined protocol or language,
adjust one of the TPM identifier 210 or the current transmission
protocol or protocols 212. The TPM sensor 200 subsequently makes
transmissions via the transmitter 206 according to the
predetermined transmission protocol of the LF signal 214.
[0051] Referring now to FIG. 3, one approach for setting TPM sensor
ID is described. At step 302, the TPM sensor is programmed with a
default ID. At step 304, an LF command is received from a TPM
relearn tool or vehicle LF initiator device.
[0052] At step 306, it is determined what kind of LF command was
received. At step 308, the LF command signifies that the TPM sensor
ID will have an ID for a high-line vehicle. At step 310, the TPM
sensor is configured to have an ID compatible with a high-line
vehicle.
[0053] At step 312, the LF command signifies that the TPM sensor ID
will have an ID for a low-line vehicle. At step 314, the TPM sensor
is configured to have an ID compatible with a low-line vehicle.
[0054] Referring now to FIG. 4, one approach for setting or locking
TPM sensor ID is described. At step 402, an LF command is received
from vehicle LF initiators. At step 404, it is determined if the LF
command is known to only be produced by a high line vehicle.
[0055] If the answer is affirmative, at step 406 the TPM sensor ID
is locked into a high line sensor ID and will not be changed unless
the TPM sensor is reset. If the answer is negative, at step 408 the
TPM sensor ID is not locked and will respond with an appropriate ID
based upon the LF command. It will be appreciated that this is one
approach for locking the ID according to the occurrence of certain
events and that other examples are possible.
[0056] Referring now to FIG. 5, one approach for setting TPM sensor
configuration is described. At step 502, it is determined with the
tire pressure is greater than a predetermined threshold. If the
answer is negative, execution returns to step 502. At step 504, it
is determined whether an LF command or an indication of a vehicle
action has been received. If the answer is negative, execution
returns to step 503.
[0057] If the answer at step 504 is affirmative, then at step 506,
the vehicle type is determined. In one aspect, this is accomplished
by determining the language, format, protocol by which the command
is transmitted rather than examining the contents of the command.
At step 508, the sensor is locked to the type determined for the
received LF command. In one example of "locking," transmissions are
made according to the determined language, format, or protocol. In
some aspects, once locked the ID cannot be changed.
[0058] Referring now to FIG. 6, one approach for relearning is
described. At step 602, a TPM sensor is locked into a particular
configuration. At step 604, the pressure delta is measured or zero
pressure is measured. By "pressure delta," it is meant a change in
measured pressure from last measurement (or RF transmission) to the
current measurement.
[0059] At step 606, a reset command is initiated or created at the
TPM system relearn tool. At step 608, the TPM system relearn tool
sends an LF command to the TPM sensor requesting the ID of the
sensor.
[0060] At step 610, the TPM sensor transmits an RF frame that
includes the ID. At step 612, the TPM system relearn tool sends a
LF command with the TPM sensor ID so that only this specific TPM
sensor is reset to its default condition. After receiving this
command, the TPM sensor resets to its default condition or
configuration. In one example, configuration may include the
protocol or protocols it transmits or receives. This may include
format, baud rate, or transmission frequency to mention a few
configuration parameters.
[0061] Referring now to FIG. 7, one approach for locking
configuration is described. A timeline 702 shows a series of
events.
[0062] At time 704 (time A), a TPM sensor is programmed at the end
of the line. At time 706 (time B), the TPM sensor is triggered by a
technician with a TPM relearn tool to verify the functionality
and/or learn the TPM sensor to the vehicle. At step 708 (time C),
the TPM sensor is installed. The configuration of the TPM sensor
may be locked upon the detection of an event (e.g., tire
pressurization). In one aspect, this locking occurs only when the
value of time B and time C is below a predetermined threshold.
[0063] It should be understood that any of the devices described
herein (e.g., the controllers, the receivers, the transmitters, the
sensors, any presentation or display devices, or the external
devices) may use a computing device to implement various
functionality and operation of these devices. In terms of hardware
architecture, such a computing device can include but is not
limited to a processor, a memory, and one or more input and/or
output (I/O) device interface(s) that are communicatively coupled
via a local interface. The local interface can include, for example
but not limited to, one or more buses and/or other wired or
wireless connections. The processor may be a hardware device for
executing software, particularly software stored in memory. The
processor can be a custom made or commercially available processor,
a central processing unit (CPU), an auxiliary processor among
several processors associated with the computing device, a
semiconductor based microprocessor (in the form of a microchip or
chip set) or generally any device for executing software
instructions.
[0064] The memory devices described herein can include any one or
combination of volatile memory elements (e.g., random access memory
(RAM), such as dynamic RAM (DRAM), static RAM (SRAM), synchronous
dynamic RAM (SDRAM), video RAM (VRAM), and so forth)) and/or
nonvolatile memory elements (e.g., read only memory (ROM), hard
drive, tape, CD-ROM, and so forth). Moreover, the memory may
incorporate electronic, magnetic, optical, and/or other types of
storage media. The memory can also have a distributed architecture,
where various components are situated remotely from one another,
but can be accessed by the processor.
[0065] The software in any of the memory devices described herein
may include one or more separate programs, each of which includes
an ordered listing of executable instructions for implementing the
functions described herein. When constructed as a source program,
the program is translated via a compiler, assembler, interpreter,
or the like, which may or may not be included within the
memory.
[0066] It will be appreciated that any of the approaches described
herein can be implemented at least in part as computer instructions
stored on a computer media (e.g., a computer memory as described
above) and these instructions can be executed on a processing
device such as a microprocessor. However, these approaches can be
implemented as any combination of electronic hardware and/or
software.
[0067] Preferred embodiments of this invention are described
herein, including the best mode known to the inventors for carrying
out the invention. It should be understood that the illustrated
embodiments are exemplary only, and should not be taken as limiting
the scope of the invention.
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