Note: Descriptions are shown in the official language in which they were submitted.
CA 02523809 2000-01-11
1 .
This is a divisional of application Serial No. 2,294,694 filed January 11,
2000.
METHOD AND APPARATUS FOR
A REMOTE TIRE PRESSURE MONITORING SYSTEM
BACKGROUND
The present invention is generally related to a method and apparatus
for monitoring characteristics of a tire in a vehicle.
Systems have been developed to monitor a characteristic such as tire
pressure of a vehicle and to report the characteristic to a receiver at a
central
monitoring station using radio transmissions. A monitor is located at each
tire
and periodically takes a measurement of the tire characteristic. The monitor
then transmits the results of the measurement in a radio frequency
transmission to the central monitoring station which produces an alarm or a
display in response to the measurement.
One problem with such systems has been the need to program the
location of the transmitters at the central station. To be fully useful, the
tire
characteristic data is preferably associated with the tire which originated
the
measurement when presenting a display or alarm. Each monitor inciudes
identification information which can be transmitted with the measurenient.
The tire monitor is preferably activated to produce this information and the
information is then conveyed to the central station and associated with the
position of the tire.
In one technique, the tire monitors each include a reed switch or other
magnetic device. A magnet is passed near the reed switch, causing the
monitor to transmit a radio frequency transmission that includes
identification
data. A service technician repeats this process at each wheel and then loads
the identification and position information into the central monitoring
station.
Another method provides a printed bar code on each tire monitor which
contains the identification information and which may be read with a suitab(e
bar code reader.
These previous techniques have been limited in effectiveness. The
magnetic programming technique may be subject to interference and
CA 02523809 2008-04-08
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crosstalk, for example in a factory where many such tire monitors are being
assembled with tires and vehicles. The bar code label system requires a label
at
each tire which can be lost or become dirty or illegible.
A further limitation of these techniques is the manual operation requiring
activation by a service technician. A system is desired which automatically
conveys wheel position data to the receiver. Such a system would be
particularly useful after any change in tire position, such as tire rotation
or
replacement of a tire.
SUMMARY
The present invention is directed to an improved remote tire pressure
monitoring system which is readily programmable. By way of introduction only,
in one embodiment, each tire monitor includes a switch which is activated by
detection of a relatively low frequency signal transmitted from a nearby
exciter.
In response to the low frequency signal, the detector transmits tire
characteristic
data including identification information. The identification information is
received at the exciter and subsequently loaded into the receiver of a
vehicle.
This reduces radio frequency interference and crosstalk. The exciter may be
manually operable or automatically controlled, which permits automatic tire
pressure monitor position programming.
More specifically, a first aspect of the invention provides for a tire
characteristic monitoring method for reducing interference in a tire monitor
system, the method comprising:
at a remotely located exciter, using a relatively low frequency signal
having a frequency below 3 MHZ to energize a secondary coil of a tire monitor
associated with a tire of a vehicle;
at the tire monitor, in response to the secondary coil being energized,
transmitting a relatively high frequency signal having a frequency above 3 MHZ
to convey tire data; and
receiving the tire data at a receiving unit located on the vehicle remotely
from the tire monitor.
A second aspect of the invention provides for a tire characteristic
monitoring method comprising acts of:
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(a) transmitting an excitation signal including a relatively low frequency
signal having a frequency less than 3 MHZ from a remote exciter;
(b) at a tire monitor associated with a tire of a vehicle, in response to the
excitation signal, communicating data indicative of a tire characteristic to a
receiver of the remote exciter using a signal having a frequency different
from
the relatively low frequency signal;
(c) repeating act (b) for at least one additional tire of the vehicle; and
(d) conveying the data and associated tire identification information from
the exciter to a controller mounted on the vehicle, the controller being
configured
to subsequently provide to a user tire characteristic information based on the
data for each tire of the vehicle.
A third aspect of the invention provides for a method for operating a
remote tire pressure monitoring system, the system including a plurality of
tire
monitors associated with tires of a vehicle and a controller mounted on the
vehicle, the method comprising:
(a) programming at least some tire monitors by
(al) activating a tire monitor with only a relatively low frequency
signal having a frequency below 3 MHZ from a remotely located exciter;
(a2) in response to the low frequency signal, transmitting
identification information from the tire monitor; and
(a3) associating the identification information with position of a tire
associated with the tire monitor on the vehicle;
(b) subsequently, at the tire monitor detecting a tire characteristic of the
tire; and
(c) conveying data indicative of the tire characteristic from the tire monitor
directly to the controller by communicating a relatively high frequency signal
having a frequency abpve 3 MHZ for reception by a receiver of the controller.
A further aspect of the invention provides for a system for monitoring a
tire characteristic of tires of a vehicles with reduced interference and
crosstalk,
the system comprising:
a plurality of tire monitors, each tire monitor associated with a tire of the
vehicle and including a sensor which produces data indicative of a tire
characteristic and a transmitter circuit to transmit a relatively high
frequency
CA 02523809 2008-04-08
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signal in response to an activation signal, the relatively high frequency
signal
having a frequency greater than 3 MHz;
a controller for providing tire characteristic information to a user, the
controller including a receiver circuit configured to receive the relatively
high
frequency signal; and
a plurality of exciters electrically coupled to the controller, each exciter
located on the vehicle near an associated tire monitor, each exciter including
a
transmission circuit configured to transmit, in response to a control signal
from
the controller, only a relatively low frequency signal as the activation
signal for
the associated tire monitor, the relatively low frequency signal having a
frequency less than 3 MHZ.
Another aspect of the invention provides for a method for determining
position of a tire monitor in a remote tire monitoring system with reduced
interference and crosstalk, the tire monitor being associated with a tire of a
vehicle, the method comprising:
(a) transmitting a radio signal from an exciter to a tire monitor at a first
frequency, the first frequency having a frequency less than 3 MHz;
(b) detecting the radio signal at the tire monitor and, in response thereto,
transmitting a tire monitor radio signal at a second frequency, the second
frequency being different from the first frequency, the second frequency being
greater than 3 MHZ; and
(c) receiving at a remote location the tire monitor radio signal and
position information for the tire monitor and associating the position
information
and the tire monitor radio signal.
The foregoing discussion of the preferred embodiments has been
provided only by way of introduction. Nothing in this section should be taken
as
a limitation on the following claims, which define the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a block diagram of a remote tire pressure monitoring system;
FIG. 2 is a cross sectional view of a wheel including a tire and tire monitor
mounted thereon;
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FIG. 3 is a block diagram of a tire monitor for use in the remote tire
monitoring system of FIG. 1;
FIG. 4 is a schematic diagram of a portion of the tire monitor of FIG. 3;
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FIG. 5 is a flow diagram illustrating operation of the remote tire
pressure monitoring system of Figure 1; and
FIG. 6 is a block diagram of an alternative embodiment of a remote tire
pressure monitoring system.
DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED
EMBODIMENTS
Referring now to the drawings, FIG. 1 shows a block diagram of a
remote tire pressure monitoring system 10. FIG. 1 shows a vehicle V that
includes in this example four tires and an exciter 16 for collecting tire
monitoi-
information. The vehicle V includes a remote tire pressure monitoring system
10 that in this example includes four sending units or tire monitors 12 and a
receiving unit 14. Each of the sending units 12 includes a battery powered,
radio frequency transmitter that periodically transmits radio frequency
signals
indicative of a tire characteristic such as tire pressure in the associatecl
tire.
In this example, the tires are labeled T(1), T(2), T(3), T(4), and the
associated
tire pressures are identified as P(1), P(2), P(3), P(4). The receiving unit 14
receives radio frequency signals from the tire monitors 12 and provides a
warning to the operator of the vehicle V when the indicated tire pressure of
any of the tires is outside a predetermined range.
The system 10 further includes one or more exciters, such as exciter
16. The exciter 16 includes a low frequency transmitter circuit 20 whic:h
cirive5
a primary coil 18, a high frequency receiver circuit 22, a controller 24, a
memory 26 and a download link 28.
The exciter 16 is configured for placement near the tire monitors 12 for
collecting tire monitor information. The low frequency transmitter circuit 20
in
combination with the primary coil 18 generates a relatively low frequency
signal. In one embodiment, the low frequency signal has a frequency of
approximately 125 KHz, but other frequencies or ranges of frequencies may
be suitable. A secondary coil inside a tire monitor 12 detects the low
frequency signal. When the primary coil 18 is energized by the low frequency
signal at suitable amplitude and with a correctly tuned primary coil,
significant
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energy is transmitted across an air gap between the primary coil 18 and the
secondary coil within an adjacent tire monitor 12. The exciter 16 only
activates those tire monitors that are in close proximity, e.g., within one
nieter
of the exciter 16. The secondary coil resonates due to the applied low
frequency energy. In the preferred embodiment, the adjacent tire monitor- 12
includes a switch which is designed to detect this energy and cause the tire
monitor 12 to produce a suitable response. Further details on the operation of
the tire monitor 12 will be provided below in connection with FIGS. 3 and 4.
In the illustrated embodiment, the tire monitor 12 responds to the lovi
frequency signal from the exciter 16 by transmitting data to the exciter 16.
The data preferably includes identification information for the tire monitor
12.
The identification information, along with position information identifying
the
position of the tire monitor 12 on the vehicle V, is subsequently conveyed
frorll
the exciter 16 to the receiving unit 14.
The transmission from the tire monitor 12 is received at an antenna 23
associated with the high frequency receiver circuit 22 of the exciter 16. The
high frequency receiver circuit 22 extracts identification information
contained
in the transmission. The identification information is stored in the memory 26
and associated with the position on the vehicle of the tire monitored whicii
originated the transmission. In one example, the position information is
manually entered by a service technician.
After collecting identification and position information for each of the
tire monitors, the exciter 16 communicates the information to the receiving
unit 14. Preferably, the data communication is over a hard-wired data link
using the download link circuit 28. This hard-wired link is preferably a
temporary connection made, for example, by briefly connecting the exciter 16
to the receiving unit 14. Alternatively, a wireless link may be made between
the exciter 16 and the receiving unit 14. The hard wire connection niay be
preferable in a factory, where other radio frequency transmissions from tire
monitors and exciters are occurring, in order to minimize interference and
crosstalk.
CA 02523809 2000-01-11
FIG. 2 is a cross sectional view of a tire T(1) mounted on a wheel W
and an associated tire monitor 12 also mounted on the wheel W. In the
illustrated embodiment, the tire monitor 12 is fabricated to include the valve
stem which extends through the wheel W to permit filling and pressure
5 checking of the tire T(1). Other mechanical embodiments and mounting
methods for the tire monitor 12 may be substituted.
FIG. 3 shows a tire monitor 12 for use in the tire pressure monitorincl
system of FIG. 1. The tire monitor 12 is configured to be mounted in a tire of
a vehicle, as shown in FIG. 2. The tire monitor 12 includes a sensor 32, a
controller 34, a high frequency transmitter circuit 36, a battery 38, a motion
detector switch 40 and a receiver circuit 42. The components of the tire
monitor 12 are contained within a housing 44.
The sensor 32 detects a characteristic of the tire and produces a
signal. In the illustrated embodiment, the sensor 32 is a pressure sensor
which detects the air pressure of the tire and produces a signal
representativo
of the air pressure. However, other tire characteristics may be detected, such
as tire temperature or number of rotations of the tire.
The controller 34 controls operation of the tire monitor 12. In the
illustrated embodiment, the controiler 34 is implemented as an application
specific integrated circuit (ASIC). Implementation as an ASIC provides
advantages of reduced current drain, small size and light weight. However,
the controller 34 may be alternatively implemented as hard wired logic or as a
general purpose microcontroller operating in conjunction with specific
circuitry
and under software control.
'The high frequency transmitter circuit 36 is configured to transmit a
relatively high frequency signal in response to an activation signal received
at
the tire monitor 12. Any suitable data transmission or signal modulation
technique may be used by the high frequency transmitter circuit. In the
preferred embodiment, the high frequency transmitter circuit transmits a radio
frequency signal at, for example, 315 MHz. Other frequencies or ranges of
frequencies may be suitably used.
CA 02523809 2000-01-11
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The battery 38 provides operating power for the tire monitor 12. In an
alternative embodiment, the tire monitor 12 may be operated by power
provided by energizing the low frequency receiver circuit 42. The motion
detector 40 includes a switch which closes in response to motion of the tire
nionitor 12. The controller 34 responds to closure of the switch by varying
the
operational mode of the tire monitor 12.
The receiv.er circuit 42 is configured to respond to a relatively low
frequency signal as the activation signal for the tire monitor 12. The
receiver
circuit 42 includes a tuned inductor coil L1 and an associated tuning
capacitor
Cl. The values of the inductor L1 and capacitor Cl may be chosen so that
the receiver circuit 42 resonates in response to a low frequency signal
applied
to the tire monitor 12 by the exciter of FIG. 1.
FIG. 4 is a schematic diagram of a portion of the tire monitor 12 of FIG.
3. In FIG. 4, the receiver circuit 42 is shown along with a comparator 50, a
transistor 52 and a resistor 54. The comparator 50, the transistor 52 and the
resistor 54 are preferably embodied as a portion of the controller 34 (FIG.
3),
but may be included separately in the tire monitor 12 and electrically
cooperate with circuits of the controller 34.
Further shown in FIG. 4 is the primary coil 18 of an exciter sucli as
exciter 16 (FIG. 1) which has been brought in proximity to the receiver
circuit
42. The exciter 16 transmits a relatively low frequency signal, such as a
signal at 125 KHz.
The primary coil 18, when driven with sufficient power and positioned in
sufficiently close proximity, induces a resonant alternating current (AC)
voltage V1 in the receiver circuit 42. V1 will vary in amplitude depending on
the power level in the primary coil 18. The comparator 50 is used to detect
when V1 rises high enough to initiate action of the tire monitor 12. When V1
is at a level equal to or higher than the threshold voltage, Vref, the output
of
the comparator 50 changes state from low to high at V2. An exemplary level
for Vref is 1.2 volts, although other suitable values may be used. The high
level at V2 is used as an activation signal and is suppiied to digital
circuitry of
the controller 34 (FIG. 3). In response to the high level, the controller 34
CA 02523809 2000-01-11
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sends digital data to the high frequency transmit circuit 36. The digital data
niay include, for example, identification information for the tire monitor 12,
tire
pressure data and other data such as a function code, a battery level
indication, etc. The high frequency transmit circuit 36 initiates a radio
frequency (e.g., 315 MHz) transmission to convey the data.
In this manner, the primary coil 18 of the exciter 16 conveys a relatively
low frequency signal to the secondary coil L1 of the tire monitor 12. In
response to the relatively low frequency signal, the tire monitor 12 transmits
zi
relatively high frequency signal to convey data. The relatively high
frecauericy
signal including the data is received at the exciter 16. Also at the exciter,
the
data may be associated with position information for the tire monitor on the
vehicle.
Thus, in one embodiment, the exciter provides a relatively low
frequency signal as an activation signal. In response, the tire monitor
communicates tire monitor information using a relativeiy high frequency
signal.
In other embodiments, the primary coil 18 of the exciter 16 and the coil
L1 of the tire monitor 12 are used for duplex communications. In one
embodiment, the tire monitor is passive and merely modulates the impedance
seen by the primary coil 18. The modulation is detected by the primary coil,
allowing tire monitor information to be communicated in this manner. In
another embodiment, the tire monitor is active and the coil L1 is further used
as a primary coil for conveying digital data to a secondary coil, coil 18 of
the
exciter 16.
In these embodiments, both the low-frequency interrogation signal from
the coil 18 and response data from the coil L1 are transferred between the
exciter 16 (FIG. 1) and the tire monitor 12 over a short air gap. The air gap
is
in one example only a few inches between the tire monitor on a tire and the
exciter held or mounted nearby. The air gap in another example is
approximately nine inches, where the exciter is mounted in the wheel well of
the vehicle near the tire to be monitored. Other air gaps may be used, but in
all cases the transmission distance will be substantially less than the
CA 02523809 2000-01-11
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transmission distance from the high frequency transmitter circuit 36 to the
receiving unit, which is typically mounted near the instrument panel of the
vehicle.
The passive, low frequency embodiment uses technology similar to
that used in radio frequency identification (RF ID) tags. In this embodinient,
digital data are conveyed by the controller 34 to node V3 (FIG. 4). In the
illustrated embodiment, digital data on node V3 takes the form of low level
voltages at 0 volts and high level voltages at 3 volts. Other suitable voltage
levels may be used. During periods when 0 volts is applied, there is no effect
But when 3 volts is applied, during the high pulses of the digital data,
transistor 52 is turned on by the base current supplied through the resistor
54
froni node V3. When transistor 52 is turned on, it effectively short circi,its
tfle
receiver circuit 42 to ground. The induced voltage at node V1 caused by tiie
priniary coil 18 is rapidly reduced to 0 volts. After the high voltage at node
V3
is removed, node V1 rapidly restores to its high level, assuming the primary
coil 18 is still present and energized. The controller 34 may be designeci to
provide suitable time delays to ensure that the data being transmitted to node
V3 are not interrupted as the comparator voltage at node V2 switches state in
reaction to switching at node V1. In this way, digital data is used to
effectively
turn on and off the induced voltage at node V1.
At the primary coil 18, this action of the transistor 52 shorting the
receiver circuit 42 is seen as an effective impedance modulation of the
radiated field of the primary coil 18. This causes small changes to the
priniary
coil voltage level which can be detected and from which the digital, encoded
data from the power monitor 12 can be decoded and recovered at the exciter.
Design of a receiver circuit capable of detecting the encoded data at the
exciter is well within the skill of those ordinarily skilled in the art.
Operated in
this manner, the transistor 52 and resistor 54 along with the coil L1 form a
low
frequency duplex data communication circuit.
In the active low frequency embodiment, the operation of the primary
coil 18 and the coil L1 are reversed. In this embodiment, the coil L1 is
driven
as a primary coil, radiating energy in a field that is detected by the coil
18,
CA 02523809 2000-01-11
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operated as a secondary coil.. For duplex communication, the coils alternate
serving as the primary coil in the system. This active embodiment has the
advantage of increased range of communication at the expense of increased
power dissipation in the battery of the tire monitor. Operated in this manner,
the coil L1 thus forms a low frequency active duplex data communication
circuit.
This low frequency duplex communication system may be used for
programming the receiving unit of the vehicle with tire position data or for
communication of all data by the tire monitor 12. The tire monitor is actuated
by a low frequency (e.g., 125 KHz) transmission from the exciter and
responds by communicating identification information at the low frequency. In
this embodiment, all subsequent tire characteristic information, such as tire
pressure data, is communicated to the receiving unit using relatively liigh
frequency (e.g., 315 MHz) signals. In another embodiment, the tire moriitor
does not include a high frequency transmission circuit or does not use the
high frequency communication circuit. After programming, tire characteristic
information is communicated by a tire monitor modulating low frequency
energy from a primary coil or actively radiating an energy field for detection
at
the exciter .
Use of low frequency communication for programming and standard
data transmissions has the advantage of reducing crosstalk and interference
arrrong tire monitors when many such tire monitors are being assembled witli
wheels in a factory. Low frequency communication permits the elimination of
the high frequency transmitter circuit 36, with duplex data communication
through the coil L1. This provides added benefits of reduced current drain by
the tire monitor and therefore longer battery life, as well as elimination or
reduction of design concerns over RF transmitted power regulations and
receiver positioning and sensitivity.
FIG. 5 illustrates a method for operating the remote tire pressure
nionitoring system of FIG. 1. The method begins at step 60.
At step 62, an exciter activates a tire monitor associated with a tire
using a low frequency signal'. The primary coil of the exciter is brought near
to
CA 02523809 2000-01-11
the secondary coil of the tire monitor to actuate the tire monitor. In one
enibodiment, the exciter is a hand held unit carried by a service technician
and brought near the tires of a vehicle during assembly or servicing of tiie
vehicie. In another embodiment, the exciter is located in a stationary
position
5 in a car assembly factory. Wheels including tires and tire monitors are
assembied and mounted on vehicles on the assembly line. As the vehicle
moves past the exciter, low frequency energy is transmitted to the secondary
coil of the tire monitor. The exciter may be positioned manually or
automatically and may remain stationary or may move close to the tire as the
10 tire passes to energize the secondary coil. One exciter may be located on
each side of the vehicle as the vehicle moves on the assembly fine. In
another embodiment, the exciter may be temporarily mounted on or near tile
roof of the vehicle and positioned to be pulled down by an operator ancl
manually positioned beside each wheei. The operator may, for example,
press a button or otherwise activate the exciter to energize the tire monitor
and provide an activation signal. In still a further embodiment, the exciter
may
be positioned on a conveyor belt that brings wheels or wheel assemblies into
position for mounting on the vehicle. In this embodiment, the tire monitors
are
activated prior to mounting.
In response to the activation signal from the exciter, the tire monitor
transmits data at step 64. Preferably, the data includes identification
information for the tire monitor. In one example, 32 bits of data containing a
unique identification value are transmitted. Other data including tire
characteristic data may be transmitted at this time as well.
The data are received at the exciter at step 66. The exciter associates
the received data with the position of the tire on the vehicle. For example,
the
exciter will sequentially associate received identification information with
the
left front tire, the left rear tire, the right rear tire, and the right front
tire. The
position data may be received manually or automatically. If the exciter is a
hand held unit or is positioned manually by a service technician, the service
technician can manually enter the position data using a keypad or other data
entry mechanism. If the exciter is positioned automatically, for exaniple,
using
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computer control, the automatic mechanism will relate the position of the
exciter at the time the identification information is received with tire
position for
the vehicle. At step 68, the identification information is stored at the
exciter
along with the associated position data.
At step 70, the method determines if there are more tires for the vehicle
from which data must be received. In the exemplary embodiment of FIG. 1,
the vehicle V includes four tires. In other applications, the remote tire
monitoring system 10 may be used on a truck having 18 or more tires. If
niore tires are present, control returns to step 62 to activate a next tinie
monitor. If no additional tires remain, at step 72 the stored identification
information and position data are downloaded to the receiving unit of ttie
vehicle. The receiving unit stores the information for future reference. For
example, as the vehicle is operated, each tire monitor of the vehicle will
occasionally transmit tire characteristic data, such as tire pressure
information. In addition to the tire characteristic data, the tire monitor
will also
transmit data indicative to its identification information. Upon receipt of
the
data indicative of identification information, the receiving unit can conipare
the
data with the previously stored identification data to determine the source of
the associated tire characteristic data. The receiving unit can then provide
an
operator of the vehicle with a warning or display that identifies which tire
of tfie
vehicle transmitted the data. This is particularly useful if the data
indicates,
for example, a low tire pressure condition. In this instance, the operator of
the
vehicle can immediately identify which tire has a problem and take corrective
steps.
'The method illustrated in FIG. 5 is particularly useful after any change
in tire position. Such a change may occur, for example, after rotation of the
tires of the vehicle or upon replacement of a tire in a vehicle servicing
environment. After a change in tire position, the method of step 64 may be
executed in order to program the receiving unit of the vehicle with the tire
position information for each tire. If a tire position has been changed, the
tire
position will be updated correctly to reflect the change. In this manner,
future
CA 02523809 2000-01-11
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received tire characteristic information can be accurately displayed for the
user of the vehicle.
FIG. 6 shows a block diagram of an alternative embodiment of a
remote tire pressure monitoring system 10. The system 10 includes a
pluraiity of tire monitors 12, a controller 13 and a plurality of exciters 16.
Each
tire monitor 12 is associated with a tire of the vehicle V. The tires are
designated T(1), T(2), T(3) and T(4). Each tire monitor includes a sensor
which produces data indicative of a tire characteristic and a transmitter
circuit
coupled to the sensor and configured to transmit a reiatively high frequency
signal in response to an activation signal.
The controller 13 provides tire characteristic information to a user. The
controller includes a receiver circuit 14 configured to receive the relatively
high frequency signal, an antenna and a display 15. In response to data
received at the receiver circuit 14, a display is provided on the display 15
to
provide information about tire characteristics to the operator of the
veliicle.
The exciters 16 are electrically coupled to the controller 13. Each
exciter 16 is located on the vehicle V near an associated tire monitor 12.
Each exciter 16 includes a transmission circuit configured to transmit, in
response to a control signal from the controller 13, a relatively low
frequency
signal as the activation signal for the associated tire monitor 12. In the
illustrated embodiment, each exciter 16 is connected via a wire with the
controller 13. Communication over the wire link 19 is preferably two way.
In the embodiment of FIG. 6, the primary coil of each exciter 16 is not
fixed or hand held, but is mounted to the wheel well area of the vehicle V and
as such is permanently mounted close to the respective tire monitor 12. In a
vehicle such as a car, there are four wheel well mounted primary coils, which
can each activate and interrogate the associated tire monitor 12. This allows
automatic wheel information collection by means of polling each tire nionitor
12.
For example, the polling process may include the following cycle. At
the start of the cycle, the left front primary coil of the exciter 16 is
energized.
The tire monitor 12 in the left front wheel is thereby activated and
CA 02523809 2000-01-11
13
subsequently transmits the wheei pressure and identification information
which is picked up by the receiver circuit 14 of the controller 13. The
controller 13 then allocates the received data to the left front wheel. Next,
the
right front wheel primary coil of the exciter 16 is energized by the
controller 13
and the subsequent received data from the right front tire monitor 12 is
allocated in memory to that wheel position. The cycle continues and polls
each wheel in turn so that all identification codes are received and allocated
to
the respective wheels. In this embodiment, it is not required that the
transmitted signals from the tire monitors 12 include identification
information,
since individual tire monitors 12 are selectively activated by the controller
13.
In one embodiment, the transmission of data from each tire monitor is a
normal tire monitor radio frequency transmission, for example, at
approximately 315 MHz. This transmission is received by the centrally
mounted receiver circuit 14 using the antenna 17. In an alternative
enibodiment, the data can be transmitted by the tire monitor 12 using a low
frequency signal, as described in connection with FIG. 4, at, for example, 125
KHz. The transmission is received by each individual primary coil of the
exciter 16 at the wheel well and conveyed to the controller 13 using tiie wire
19.
When all four identification codes have been received, the controller 13
uses the data to allocate subsequent pressure data transmissions to the
respective wheel. When the wheels V are removed and put back in different
positions, for example for tire rotation purposes, at the first journey
afterwards,
the above described sequence is carried out and each tire monitor
identification code is assigned to its new wheel position. In this manner,
wheel position information is automatically provided to the controller 13.
From the foregoing it can be seen that the present invention provides
an improved remote tire pressure monitoring system and method. A tire
monitor associated with a tire of a vehicle is activated by a low frequency
signal from an exciter and responds by transmitting a signal containing tire
characteristic data. The tire characteristic data inciudes, for example,
identification information for the tire monitor. The transmitted data are
CA 02523809 2000-01-11
14
received at the exciter and subsequently downloaded to a controller or
receiving unit at the vehicle, or alternatefy at the controller, to locate
individual
tire monitors. In this manner, the programming process can be automated
and interference and crosstalk are reduced or eliminated.
While a particular embodiment of the present invention has been
shown and described, modifications may be made. For example, frequencies
of activation and communication different from those mentioned above may
be readily substituted. Also, the battery of the tire monitor may be
eliminateci
and the tire monitor powered by the received low frequency signal which
energizes the secondary coil of the tire monitor. It is therefore intended in
the
appended claims to cover all such changes and modifications which fall within
the true spirit and scope of the invention.
