JP2003509260A - Low pressure warning system for pneumatic tires (LPWS) - Google Patents

Abstract

SUMMARY OF THE INVENTION A method and apparatus (200) for monitoring vehicle tire pressure and alerting a driver when a low tire fill condition occurs, comprises a transponder tag (220a ... 220d, 330, 300a) and associated sensors (eg, pressure, temperature) and monitors (230a... 230d, 400) located near each tire (240a... 240d). In this method, a low power radio transmission occurs between each tire tag and one of the associated monitors. Each monitor is connected, preferably bi-directionally, to the vehicle's data bus (206, 430) for communication with a computer (208), and a central display (212) provides the vehicle driver with images (or audio). Give a warning. The system is simple to operate, economical to manufacture, easy to install, reliable, meets the standards set for heavy vehicles, and can be used in passenger car applications.

Description

Detailed Description of the Invention

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application was filed on August 16, 1999, related to PCT Patent Application No. PCT / US99 / 18610 is a co-pending application sharing.

[0002] The present invention generally relates to a system for measuring the air pressure of the vehicle air tire,
In particular, it relates to a system including sensors and transponders associated with each vehicle tire.

[0003] a safety background automobile invention, efficient, economical operation, considerable extent, depends on maintaining the air pressure of automobile tires to an appropriate value. False / abnormal (usually low)
If the air pressure is not corrected quickly, excessive tire wear, puncture, poor fuel economy of gasoline, and difficulty in steering can occur.

The need to monitor tire pressure has been highlighted in the context of "runflat" (driving without air) tires, ie tires that can be used even in a completely de-aired condition. For example, such a runflat tire, disclosed in co-owned US Pat. No. 5,368,082, which is incorporated herein by reference in its entirety, has reinforced side walls and a driver's ability to drive the vehicle even after severe pressure reduction. Includes a mechanism to secure the lip of the tire to the rim so that you can maintain control.
It is evolving to the point where the driver is hard to notice that the tires are out of air. The big purpose behind the use of runflat tires is that the vehicle driver does not stop the car by the side of the road to repair a deflated tire, but rather a limited distance before repairing the tire. (Eg 50 miles, or 80
km), to be able to continue driving with deflated pneumatic tires. Therefore, a low pressure warning system (LP) that alerts the driver that the tires are low on air (eg, by lights on the dashboard, or a buzzer).
It is generally desirable to have a WS) inside the vehicle.

FIG. 1 shows four pneumatic tires 104 a mounted on each of four wheels (not shown).
． ． 1 illustrates a typical low pressure warning system (LPWS) 100 of the prior art mounted on a vehicle 102 (shown in dashed lines) having a 104d. Answering machine ("
Tag ") 106a. ． 106d is for each tire 104a. ． 104d, respectively.

As used herein, a “responder” may, in some cases, add fixed information (eg, tire ID) to a transmitted signal or respond to information present in a signal received by the responder. In addition to receiving the radio frequency signal, it is possible to change the information (data) in the transmission signal that indicates one state (for example, tire pressure) or multiple states (for example, tire pressure, temperature, and rotation speed) that are measured and received. Is an electronic device (device) that can also be loaded with an appropriate format.

A “passive” transponder is a transponder that is powered by the energy of a signal received from an external “radio transmitter” device. An “active” transponder is a transponder that has its own power source (eg, battery) and that is in an “power saving” mode that uses minimal power until “woken up” by a signal from a wireless transmitter. including.

The transponder 106a. ． 106d is an in-vehicle radio transmitter 10 mounted in a vehicle.
Suitably it is a passive transponder which derives its operating power from the RF signal output by 8.

The wireless transmitter 108 includes an RF transmitter 112 (eg, for powering a passive transponder), an RF receiver 114, a control logic circuit 1 including a microprocessor.
16. Having a display device 118 such as including an image display and possibly an audible alarm. Antenna 110a. ． 110d on the vehicle 102, preferably tires 104a. ． Adjacent to 104d, for example, they are arranged in a recess for a vehicle wheel. Antenna 110a. ． 110d is ferrite
A loopstick antenna is suitable.

A plurality of vehicle antennas 110a. ． 110d like a hollow for wheels,
Each tire 104a. ． It is well known to each be used in certain locations on a vehicle, adjacent to 104d, and are incorporated herein by reference in their entirety, US Pat. Nos. 3,553,060 , 3,810,090 , 4,220,907 , 4,319,220 , 5,774,047. Is disclosed in. In this way, the tire transponder and the vehicle's antenna can be brought into close proximity, which makes it easier to identify on which of several wheels of the vehicle the low pressure condition was detected.

In use, the wireless transmitter 108 is the transponder 106a. ． Power is supplied to 106d and the transponder sends back to the wireless transmitter 108 data indicating the measured condition (eg, tire pressure). In any such system, the fixed antenna 110a.
． 110d (alternatively, one fixed antenna located in the center of the vehicle)
It is desirable that the signals between the moving and moving transponders (i.e., when the vehicle is running) (not shown, but having its own antenna) be efficiently and effectively coupled.

Low pressure warning systems for tires are generally well known and a representative example is US Pat . No. 3,694,803 (Strenglein; 19), which is incorporated herein by reference in its entirety.
1972), 4,067,235 (Markland, et al .; 1978), 4,334,215 (Fraz
ier, et al .; 1982), 5,335,540 (Bowler, et al .; 1994).

An important feature of a feasible low-pressure warning system using a transponder and a radio transmitter is that the transponder placed in the pneumatic tire and the radio transmitter placed in the center of the vehicle. Effectively combining radio frequency (RF) signals. Another important feature of a low pressure warning system that is feasible is to inform the vehicle driver of monitored conditions, such as low tire pressure or correct tire pressure.

[0014] For example, a direct method is to use a tire in each tire (eg fixed to its valve shaft).
It has an RF transmitter and a pressure sensor. The transmitter only sends a signal when the pressure falls below a certain threshold in order to save power. One receiver, located in the center of the vehicle, detects the transmission and emits an audible signal to alert the driver of the detected low pressure condition. In such systems, the RF transmission from the transmitter must pass through vehicle components in order to be detected by the receiver. Generally, no wiring connection from the proximity of the wheels to the receiver is required when using such RF communication links. Individual transmitter (or responder) and central receiver (
Alternatively, if a strong RF coupling between the radio transmitters) is used, a "false alarm" such as a low tire pressure signal from another vehicle's transmitter in the vicinity of the vehicle in question may be generated. Technology to prevent should be provided. Further, it may be desirable to be able to ascertain which of the several (eg, four) tires of a given vehicle have the detected low tire pressure condition.

US Pat. No. 3,533,060 (Garcia; incorporated herein by reference in its entirety)
1970) describes a pressure responsive radio transmitter (13) located on each valve shaft (21) of each tire (12) of a vehicle (11) as follows. "The receiving antennas 16 are mounted in each of the recesses for the wheels and are connected by suitable leads to a receiver set 17 mounted or mounted on the dashboard of the vehicle 11 ... receiver set. Is standard specification, antenna 1
6 includes means for amplifying the signal received, and means for indicating such a transmission in the form of a buzzer, bell, light, etc. (2 columns, 30-38
line)

US Pat. No. 4,220,907 (Pappas, e), which is incorporated herein by reference in its entirety.
al .; 1980) discloses a low tire pressure warning system for vehicles such as trucks and passenger cars. Each wheel is equipped with a transmitter (200). The common receiver (300) has a single receive antenna or multiple antennas, and each wheel has a separate antenna (302a ... 302d) associated with it. As disclosed there (col. 14, line 66 to col. 15, line 3), "If multiple antennas were provided, they would in some cases be a fairly large loop, placed close to each wheel. Let's ... but ...
With a ferrite loop stick in time, this configuration is small in size, so it can be stored more easily. The possibility of two antennas at each wheel position is also shown in this patent (columns 15-11-15).
Line). As shown in FIG. 15, four antennas 302a are provided.
． ． 302d is selected by the analog switch (304) one at a time.

US Pat. No. 5,541,574 (Lowe, et al ., Incorporated herein by reference in its entirety)
al., 1996) disclose (in FIG. 11) that: "A single exciter / reader [radio transmitter] 92 is provided at a suitable location in the vehicle for communicating with transponders (not shown) in each of the vehicle wheel assemblies 2a-2d. The output of the exciter / reader 92 is time-divided between the corresponding antenna coils 48a-48d adjacent to each wheel position.For localized wheel positions, only the antenna coils 48a-48d are present. Yes, no electronics required.
This is facilitated by the extremely simple signaling protocol required and the large amplitude of the returning signal. The exciter / reader 92 communicates with one tire transponder at a time and deactivates a given transponder before moving on to the next transponder.
(7 columns, 51-64)

US Pat. No. 5,731,754 (Lee, Jr., e, hereby incorporated by reference in its entirety)
al .; 1998) has a transponder 18 and a sensor suitable for mounting in or on a vehicle tire and operable to detect and transmit various tire condition parameters to a remote wireless transmission unit 80. A device 10 including is disclosed. The following is disclosed therein. "An onboard power transponder and a sensor are mounted in or on a vehicle tire. A pressure sensor, a temperature sensor, and a tire rotation sensor are mounted in a housing together with a transponder, a power supply, and an antenna. Upon receiving a wireless transmission signal from a remote wireless transmitter, the transponder activates a sensor to detect tire pressure and temperature,
Then, the radio frequency signal from the radio transmitter is backward-modulated with the tire condition parameter data from the sensor, and the backward-modulated signal is returned to the radio transmitter. (Summary) Radio transmitter 80 produces a radio transmit signal transmitted by transmitter 84 via antenna 85, as shown in FIG. 9 of US Pat. No. 5,731,754 . A wirelessly transmitted signal responds using backscatter modulation techniques, a remotely located transponder 1
8 received. The backscatter modulated signal from the transponder 18 is transmitted to the antenna 8
5 is passed to the input of receiver 86 for decoding. In this way, "tire condition parameter data from one or more devices 10 may be transmitted from the wireless transmitter 80 to an external source via suitable communication circuitry, including parallel RS-232, RS-485, Ethernet communication circuitry. It is output to the host computer 90.
"(Column 7, lines 55-59)

US Pat. No. 5,790,016 (Konchin,
et al .; 1998) discloses a tire pressure detection system. Mounted within each tire is a sensor-transducer (14), which is essentially a passive LC circuit with pressure sensitive switching elements. A receiver (20) is mounted near each tire and has an inductor and an amplifier, which together make up an oscillator. This system uses electromagnetic coupling of the corresponding sensor-transducer-receiver pairs during alignment of the transducer and coupler during each revolution of the tire, which results in Monitor air pressure continuously. An indicator interface (80) is placed in the passenger compartment of the vehicle, such as a dashboard, and displays the current status of each vehicle tire to the driver of the vehicle, such as with an LED. Each receiver is connected to the indicator interface by wiring or, alternatively, a wireless communication link.

Brief Description of the Invention (Overview ) Aspects of the invention are defined in one or more appended claims and may be implemented to achieve one or more sub-objectives. A method and apparatus for monitoring the operating characteristics of pneumatic tires.

According to the present invention, a low pressure warning system (LPWS) has a tag associated with each tire of the vehicle and preferably located within each tire. At least one sensor, such as a pressure sensor, is associated with each tag. The tag can at least transmit an RF signal modulated with information about the measured air pressure in the tire and may also include temperature data (where a temperature sensor is also associated with each tag). The RF signal from the tire tag is a low power, short width signal, combined with each tag, located in the vicinity of each tire tag, such as within the recess for each wheel of the vehicle. Received by the monitor. The monitor receives the RF signal from the associated tire tag, modulates and decodes it, and transmits a data signal indicative of tire temperature (and possibly pressure) to a data bus in the vehicle. The in-vehicle computer is also connected to the data bus to receive and decode the data. The display is also connected to the data bus, and under the command of the computer,
Display the decrypted data. In some cases, the tag can receive information on the RF signal transmitted by the associated monitor. Such signals are generated by the monitor in response to data signals transmitted by the computer to the data bus. Thus, there is provided a method of providing this information to a vehicle driver, including measuring and monitoring tire pressure and alerting the driver when low tire pressure conditions occur.

An advantage of the LPWS of the present invention is that the same construction can be used on all types of vehicles, from passenger cars to heavy vehicles including trailers. The LPWS allows it to easily connect to an existing RS-485 (such as) vehicle data bus (two wire plug-in connection, or four wire plug-in including power connection) and transfer that data. Since it can be multiplexed, it can be offered as an option by the vehicle manufacturer.

Another advantage of the present invention is that all tire pressure (and temperature) data can be displayed on a common vehicle display, thereby eliminating the need for a dedicated display of tire parameters.

Another advantage of the LPWS of the present invention is that it is "short range" rather than "long range" RF links.
It is characterized by a (close) RF link (between the tire tag and its associated LPWS monitor). The advantages of "short distance" are not only the other advantages of near-field transmission, but also a short, interference-free single transmission line with low power consumption and high reliability.

Another advantage of the LPWS of the present invention is that the LPWS monitor receives data
It takes the data from the RF signal and passes the data directly to the data bus so that RF energy does not have to be sent on the vehicle wiring.
Conversely, when transmitting, the LPWS monitor does not need to send RF energy over the vehicle wiring either, as it also produces its own RF.

[0026]   Other objects, features, and advantages of the present invention will be apparent from the following description.

DETAILED DESCRIPTION OF THE INVENTION The preferred embodiments of the present invention are described in detail. Examples of preferred embodiments are illustrated in the accompanying drawings. The drawings are for purposes of illustration and not limitation. While the present invention is described in terms of these preferred embodiments, it should be understood that the spirit and scope of the invention is not intended to be limited to these particular embodiments.

The elements in the figure are generally numbered as follows: The highest digit (hundreds) of a reference number corresponds to the number on the drawing. Each element in FIG. 1 is generally 100-
Numbered in the range of 199. The elements of FIG. 2 are generally numbered in the range 200-299. Similar elements have similar reference numbers throughout the drawings. For example, element 199 in one figure and element 29 in another.
It may be similar to or the same as 9. In some cases, similar (and identical) elements are similarly numbered in the figures. For example, each of the plurality of elements 199 is individually numbered as 199a, 199b, 199c, and so on. Such relationships between the same elements of the same or different figures, where applicable, will become apparent throughout the specification, including the claims and abstract.

The construction, operation, and advantages of the preferred embodiments of the present invention will become more apparent in view of the following description in conjunction with the accompanying drawings.

FIG. 2 shows four pneumatic tires 204 a mounted on each of the four wheels (not shown).
, 204b, 204c, 204d, such as a typical passenger car.
No. 2 (indicated by a broken line), the low pressure warning system (LPWS) 200 of the present invention.
1 illustrates an embodiment of the present invention.

The vehicle 202 preferably comprises an RS-485 (or equivalent) multiple serial data bus 206 controlled by an in-vehicle vehicle computer 208 having an RS-485 interface 210. Central display unit 212 is preferably operably connected to computer 208 either directly or through data bus 206 (as shown).

The serial data bus 206 is preferably a minimum of one twist per inch and has an 18 gauge twisted pair (“A” and “A” of insulated wire with an overall length of less than 40 m.
(Labeled "B") is appropriate. It is also within the scope of the invention to add a data bus to the vehicle if the data bus is not provided in the vehicle. For example, if there is no existing vehicle data bus, RS-485
A dedicated data bus, such as a bi-directional data bus that complies with any other suitable serial communication standard, may be provided.

Four tires 204a. ． Each of the 204d has an electronic module (
"Tag") 220a. ． 220d, and one or more conditions such as air pressure and temperature in the tire can be monitored and a radio frequency (RF) signal indicative of the monitored condition in each vehicle tire (eg, a function of the monitored condition). With an associated sensor (not shown, but well known). Tags 220a. ． Suitably 220d is a transponder, or may simply include one or more status sensors and a radio frequency transmitter. Tags 220a. ． 220d is described in greater detail below with respect to FIGS. 3 and 3A.

The system 200 includes four LPWS wheel station readers (monitors) 2
30a. ． 230d, each of tires 204a. ． Associated with each one of the tires 204d, such that the tire 20 is mounted in a recess for a vehicle wheel.
4a. ． It is located near 204d. Each monitor 230a. ． 230d is
Within the near field of each tag (220), has an antenna (not shown, but well known) mounted at a fixed location on the vehicle, adjacent to the tire. As mentioned above, using near field transmission has a number of different advantages for transmitting essentially long distances from each wheel to the central location of the vehicle.

Each monitor (230) is connected to a power source (as indicated by the lines terminating in circles and triangles) and individually connected to the multiple serial data bus 206 for communication with the onboard computer 208. Monitor 230a. ． 230d is described in greater detail below with respect to FIG.

Each monitor 230a. ． 230d includes antennas 232a. ． 232d, a receiver (not shown) that receives transmissions from the tags, and the tags 220a. ． It is generally comparable to the wireless transmitters of conventional transponder systems in that each has a transmitter (not shown) that sends a signal to each one of the 220d (and optionally also supplies power). Each antenna 232a. ． 232d is the tag 220a. ． Each of them is connected to the associated one of 220d.

It is also within the scope of the invention that all components of monitor (230), including antenna (232), can be housed in a single package. Alternatively, the antenna (232
) May be placed outside such a package. Antenna 232, for example as described in the above U.S. Pat. No. 4,220,907 and U.S. Pat. No. 4,319,220, is suitable for a wire coil on the ferrite rod.

Each monitor 230a. ． 230d facilitates two-way data transmission over data bus 206, as described in greater detail below (DS36277 Dominant Mode Multipoint Transceiver (National Semiconductor) DS36277). Mode Multipoint Transceiver
A) appropriate data transceiver.

In this way, the monitored status information from each tag (220) carried in the RF signal is code decoded (eg, modulation decoded) and then displayed to the vehicle driver ( 212) to the on-board computer 208. It is within the scope of the invention that suitable and recognizable visual and / or audio alerts are available at the vehicle manufacturer's option.

The transmission of the monitor to each tag includes a carrier signal that activates the passive tag and includes a signal that "wakes up" the active tag in low power power saving mode.

The information on the monitored state, which is carried by the RF signal from each tag (220), is code-decoded (eg, modulation-decoded) and provided to the on-board computer 208, after which it is displayed to the vehicle driver. (212) is displayed. It is within the scope of the invention that suitable and recognizable visual and / or audio alerts are used at the vehicle manufacturer's option.

Regarding communication performed on the serial data bus 206, multiplex (MUX) wiring,
Alternatively, networks are generally well known and have been introduced for automotive applications to address the increasing complexity and number of in-vehicle electronic devices in vehicles.

For example, the Society of Automotive Engineers (SAE)
Published J1708 "Recommended Practice Standards" for implementing bidirectional serial communication links, defining serial link parameters primarily related to hardware and basic software compatibility such as interface requirements, system protocols, message formats. ing. J1708 is a specification of hardware and basic communication protocol. The DS36277 described above is a transceiver based on the standard RS-485 transceiver and optimized for use with J1708. J
The physical medium of the 1708 serial data bus is an 18 gauge twisted pair with a projected maximum length of 40 meters and a minimum of one twist per inch. Following J1708 is the SAEJ1578 Recommended Practice Standard, which defines the format of messages and data communicated on the J1708 data bus. Many message identification numbers (MIDs) have been assigned to categories of transmitters, but no two transmitters in the system have the same MID. Subsystem identification number (SID
s) is assigned and there are multiple SIDs that can be defined for each MID. For example, there are many engine SIDs, many transmitting SIDs, etc. Many parameter identification characters (PIDs) are assigned. For example, PID “24
"1" is assigned to tire pressure and PID "242" is assigned to tire temperature.

Exemplary Tire Tag FIG. 3 illustrates an exemplary tag 300 (220a.
． FIG. 220d) (compare 220d). The tag 300 is preferably a transponder and has an antenna 302, a receiver 304, a transmitter 306, a pressure sensor 308, a temperature sensor 310, a signal conditioning circuit 312, and preferably a unique identification associated therewith. Microcontroller 31 with (ID) number
4 and these electronic components are interconnected as shown.

The tag (responder) 300 is an electronic device that requires operating power and is “active” or “active”.
It is either "passive". As mentioned above, a "passive" transponder is a transponder that is powered by the energy of a signal received from an external "radio transmitter" device. An “active” transponder is a transponder that has its own power source (eg, battery). FIG. 3 shows a passive version of the tag 300 in which a power supply 320 rectifies the RF signal received at the antenna 302 and provides a raw DC signal to a power supply circuit 320 (typically having a bridge rectifier and a storage capacitor). The power supply circuit 320 includes the tag 300.
Provides DC current to an optional power regulator circuit 322 that powers other components of the. Suitably, the components of tag 300 are placed in package 324 to protect the components. Suitably, package 324 is a plastic package that encloses the component. Antenna 302 is shown as disposed within package 324. However, it should be appreciated that the antenna 302 may be located outside of the package 324 that includes loops of wire that, for example, extend around the inner surface of the tire.

FIG. 3A illustrates an active version of tag 300a (compare 300), where battery 330 power regulator 322a (compare 322) that powers the other components of tag 300a. Power to the power supply circuit 320a (see 220). The battery 330 is suitably located outside the package 324 (as shown).

Representative LPWS Monitors As mentioned above, the monitors (230a ... 230d) are mounted on a vehicle so that low power wireless transmission between the tires and each monitor occurs in a well controlled manner. It is arranged adjacent to each tire (204a ... 204d). LPWS
The monitor sends the pressure to the tag inside the tire and the pressure (and possibly temperature)
Of data from the tags (220a ... 220d) in the tire and the sequence of operation of the transmitter / receiver is controlled, and the data bus (10) of the vehicle is controlled from the tags.
It has a controller for transmitting the data received via 6).

FIG. 4 shows a typical monitor 400 (compare 230) used in the system 200 of FIG. 2 with a transponder-type tag as described with respect to FIGS. 3 and 3A.
2 is a simplified schematic diagram of FIG.

The monitor 400 includes an antenna 402 (compare 232), a tag (300).
A receiver 404 that receives the transmission from the device and a transmitter 40 that transmits to the tag (300).
6 and a controller 408 that controls the operation of the monitor 400. The transmission to the tag includes a carrier signal that activates the passive tag and includes a signal that "wakes up" the active tag in a low power power saving mode. These and other components of the monitor are suitably located within package 410 to protect the components. Package 3
Suitably 10 is a plastic package which encloses the components. Antenna 402 is shown as being located outside package 410. However, it should be understood that the antenna may be located within the package 410.

The monitor 400 is typically positive 12V (“+ 12V”) and ground (“GN” via a power regulator 412, which is preferably included in the package 410.
D ") is preferably hard-wired to the vehicle power supply (vehicle power supply).

Monitor 400 also includes a data transceiver 420, preferably contained within package 410. Data transceiver 420 is operably connected to controller 408 to facilitate two-way data transmission between controller 408 and vehicle data bus 430 (compare 206) as shown. . The vehicle data bus 430 is bidirectional and suitably conforms to the RS-485 communication standard.

As mentioned above, if a data bus is not included in the vehicle, a data bus can be added to the vehicle. For example, the existing vehicle data bus (20
If 6) is not present, a dedicated data bus may be provided, such as RS-485 or other suitable bidirectional data bus that complies with appropriate serial communication standards.

The data transceiver 420 is a DS362 manufactured by National Semiconductor.
Suitably it is a 77 dominant mode multipoint transceiver. The DS36277 Dominant Mode Multipoint Transceiver is designed to be used on bidirectional differential buses. It's the Society of Automotive Engineers
Best suited for use on interfaces using the (SAE) J1708 electrical standard. This device resembles a standard TIA / EIA-485 transceiver, but differs in the enabling scheme. The driver's input is usually fixed externally to LOW, so there are two states: active (low).
Or give only Disable (Off). Dominant mode is low when the driver is active, and vice versa when the driver is disabled.
The bus is pulled high by an external bias resistor. The receiver is in a state where the interface is in the following state: floating line (Floa
ting line), idle line (no active driver)
, FAILSAFE to guarantee a known output condition when in Line Fault Conditions (open or short)
) Is output. The output of the receiver is in the following states: Open Inputs, Terminated Inputs (50
Ω), high for Shorted Inputs. Failsafe is a highly desirable feature when transceivers are used with asynchronous controllers such as UARTs.

While the invention has been illustrated and described in detail in the drawings and foregoing description, it should be considered that they are illustrative and not limiting in character. While only preferred embodiments have been shown and described, it should be understood that all modifications and changes that come within the spirit of the invention are desired to be protected. Many other "variations" of the "subject" above will occur to those skilled in the art to which this invention mostly belongs, and such variations are intended to be within the scope of the invention, as disclosed herein. Obviously it is.

[Brief description of drawings]

FIG. 1 is a simplified block diagram of a Low Tire Pressure Warning System (LPWS) according to the prior art.

FIG. 2 is a multiple low tire pressure warning system (LPWS) located on a vehicle in accordance with the present invention.
) Is a conceptual diagram of the configuration.

3 is a schematic diagram of a representative wheel station reader of the LPWS system of FIG. 2 according to the present invention.

3A is a schematic diagram of another embodiment of an exemplary wheel station reader of the LPWS system of FIG. 2 in accordance with the present invention.

FIG. 4 is a schematic diagram of a representative electronic “tag” located in each tire of a vehicle of the LPWS system of FIG. 2 in accordance with the present invention.

[Procedure for Amendment] Submission for translation of Article 34 Amendment of Patent Cooperation Treaty

[Submission date] February 15, 2001 (2001.2.15)

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be amended] Claims

[Correction method] Change

[Contents of correction]

[Claims]

[Procedure Amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0034

[Correction method] Change

[Contents of correction]

[0034] System 200 four LPWS wheel stations reader (monitor) 2
30a. ． 230d, each of tires 204a. ． Associated with each one of the tires 204d, such that the tire 20 is mounted in a recess for a vehicle wheel.
4a. ． It is located near 204d. Each monitor 230a. ． 230d is
Within the near field of each tag (220), an antenna 232a.f mounted at a fixed position on the vehicle, adjacent to the tire. ． 232d respectively. As mentioned above, using near field transmission has a number of different advantages for transmitting essentially long distances from each wheel to the central location of the vehicle.

─────────────────────────────────────────────────── ─── Continued front page    (81) Designated countries EP (AT, BE, CH, CY, DE, DK, ES, FI, FR, GB, GR, IE, I T, LU, MC, NL, PT, SE), OA (BF, BJ , CF, CG, CI, CM, GA, GN, GW, ML, MR, NE, SN, TD, TG), AP (GH, GM, K E, LS, MW, SD, SL, SZ, TZ, UG, ZW ), EA (AM, AZ, BY, KG, KZ, MD, RU, TJ, TM), AE, AL, AM, AT, AU, AZ, BA, BB, BG, BR, BY, CA, CH, CN, C R, CU, CZ, DE, DK, DM, EE, ES, FI , GB, GD, GE, GH, GM, HR, HU, ID, IL, IN, IS, JP, KE, KG, KP, KR, K Z, LC, LK, LR, LS, LT, LU, LV, MD , MG, MK, MN, MW, MX, NO, NZ, PL, PT, RO, RU, SD, SE, SG, SI, SK, S L, TJ, TM, TR, TT, UA, UG, US, UZ , VN, YU, ZA, ZW (72) Inventor Dan, William, Frank             United States 44224 Suh, Ohio             Toe Nottingham Lane 4730 (72) Inventors Brown, Robert, Walter             United States 44256 Meh, Ohio             Dina Huffman Road 3414

Claims (20)

[Claims] 1. Pneumatic tires (204a..204d) having RF tags (220a..220d, 300,300a) associated with each of the vehicle tires and outputting a signal indicative of the respective tire pressure. A system (200) for monitoring vehicle tire pressure, characterized by monitors (230a ... 230d, 400) mounted near each tire and connected to a vehicle data bus (206). 2. The system according to claim 1, wherein the RF tag is a transmitter. 3. The system of claim 1, wherein the RF tag is a transponder. 4. The system of claim 3, wherein the RF tag is a passive transponder. 5. The system of claim 3, wherein the RF tag is an active transponder. 6. System according to claim 1, characterized in that each monitor has a ferrite rod antenna (232a ... 232d) for coupling with an associated one of the RF tags. 7. A computer (2) connected to the vehicle data bus.
08). The system according to claim 1, characterized in that 8. A display (2) connected to the vehicle data bus.
The system according to claim 1, characterized by 12). 9. The system of claim 1, wherein the vehicle data bus is a bidirectional serial data bus. 10. The system of claim 1, wherein the vehicle data bus is RS-485 compatible. 11. The system according to claim 1, wherein the RF tag outputs a signal indicating the temperature of each tire. 12. A method of monitoring tire pressure in a vehicle, comprising RF tags (220a ... 220d, 300, 300a) associated with each of the vehicle tires and outputting a signal indicative of the respective tire pressure. , A method of mounting a monitor (230a ... 230d, 400) near each tire and connecting the monitor to a vehicle data bus (206, 230). 13. The RF tag is a transmitter as claimed in claim 1.
The method described in 2. 14. The RF tag is a transponder, and the RF tag is a transponder.
The method described in 2. 15. The method of claim 14, wherein the RF tag is a passive transponder. 16. A method according to claim 12, characterized in that each monitor has a ferrite rod antenna (232a ... 232d) for coupling with an associated one of the RF tags. 17. Method according to claim 12, characterized in that a computer (208) is connected to the data bus of the vehicle. 18. A method according to claim 12, characterized in that a display (212) is connected to the data bus of the vehicle. 19. The method of claim 13, wherein the vehicle data bus is a bidirectional serial data bus. 20. The method of claim 13, wherein the tag measures tire temperature.