阅读说明：本技术 便携式轮胎压力监测系统（tpms）工具 (Portable Tire Pressure Monitoring System (TPMS) tool ) 是由 雅克·穆谢 布鲁诺·卢梭 帕斯卡尔·凯勒 于 2018-12-05 设计创作，主要内容包括：一种便携式轮胎压力监测系统(TPMS)工具包括轮胎传感器触发装置,所述轮胎传感器触发装置确保所述TPMS工具极为贴近TPMS轮胎传感器,以触发或唤醒传感器来发出测得的轮胎数据。在一个实例中,使用呈按钮形式的可手动移位的触发信号接触装置。当所述按钮手动移位到轮胎上时,所述工具产生所述轮胎传感器触发信号。在另一实例中,所述工具包括呈高密度电容器形式的第一电源。在另一实例中,使用呈锂钮扣型电池形式的第二电源在功能循环之间选择性地提供电力或对第一电源再充电。(A portable Tire Pressure Monitoring System (TPMS) tool includes a tire sensor triggering device that ensures that the TPMS tool is in close proximity to a TPMS tire sensor to trigger or wake up the sensor to emit measured tire data. In one example, a manually displaceable trigger signal contact device in the form of a button is used. The tool generates the tire sensor trigger signal when the button is manually displaced onto a tire. In another example, the tool includes a first power source in the form of a high density capacitor. In another example, a second power source in the form of a lithium button-type battery is used to selectively provide power or recharge the first power source between functional cycles.)

1. A portable Tire Pressure Monitoring System (TPMS) tool, comprising:

a housing;

a power source located in the housing;

a TPMS tire sensor trigger signal generator located in the housing and in communication with the power source;

an antenna in communication with said trigger signal generator, said antenna operable to transmit said TPMS tire sensor trigger signal; and

a tire sensor trigger device in communication with said trigger signal generator, wherein said TPMS tire sensor trigger signal generator is operable to generate said TPMS tire sensor trigger signal upon activation of said tire sensor trigger device.

2. The TPMS tool of claim 1 wherein the tire sensor trigger device includes a key button located on the housing.

3. The TPMS tool of claim 1 or 2 wherein the tire sensor trigger device further comprises a manually displaceable trigger signal contact device.

4. The TPMS tool of claim 3, wherein the manually displaceable trigger signal contact device comprises a tire button engaged with the antenna.

5. The TPMS tool of claim 4, wherein a portion of the antenna is located outside the housing and the tire button is located at a distal end of the antenna, wherein the TPMS tire sensor signal generator generates the TPMS tire sensor trigger signal when the tire button is in direct physical contact with a vehicle tire.

6. The TPMS tool of claim 4, wherein the tire button is located at a base of the antenna, wherein the antenna activates the tire button when the antenna is in direct physical contact with a vehicle tire, causing the TPMS tire sensor trigger signal generator to generate the TPMS tire sensor trigger signal.

7. The TPMS tool of claim 6, wherein the base of the antenna is located inside the housing.

8. The TPMS tool of any one of claims 1 to 7, wherein the first power source is a high density capacitor.

9. The TPMS tool of claim 8 wherein the high density capacitor has a capacitance range of 10 farads (F) to 50F.

10. The TPMS tool of claim 9 wherein the high density capacitor has a capacitance of 25F.

11. The TPMS tool of any one of claims 8-10, further comprising:

a second power source electrically connected to the first power source.

12. The TPMS tool of claim 11, wherein the second power source is operable to charge the first power source in one of: a condition at depletion of the first power source or after generation of the TPMS tire sensor trigger signal by the TPMS tire sensor trigger generator.

13. The TPMS tool of claim 11 or 12 wherein the second power source comprises a lithium button cell.

14. A method of generating a Tire Pressure Monitoring System (TPMS) tire sensor trigger signal with a TPMS tool having a tire sensor trigger generator and an antenna in communication with the tire sensor trigger generator, the method comprising:

positioning the TPMS tool in proximity to a vehicle tire having a TPMS tire sensor;

detecting a predetermined close distance between the TPMS tool and the vehicle tire;

sending a signal to the TPMS tire sensor trigger generator that satisfies the predetermined close proximity between the TPMS tool and a vehicle tire;

generating a TPMS tire sensor trigger signal for the tire by the TPMS tire sensor trigger generator; and

transmitting the generated TPMS tire sensor trigger signal through the antenna.

15. The method of claim 14, wherein detecting the predetermined close distance between the TPMS tool and the vehicle tire comprises:

manually displacing a TPMS tire sensor trigger device by direct physical contact between the TPMS tool and the vehicle tire.

16. The method of claim 15, wherein manually displacing the TPMS tire sensor trigger device further comprises:

axially displacing the button which engages the TPMS tool antenna.

Technical Field

The present disclosure relates generally to tools for vehicle Tire Pressure Monitoring Systems (TPMS).

Background

In 2007, the united states federal law enforces and requires that most passenger vehicles include a Tire Pressure Monitoring System (TPMS) to monitor low tire pressures and alert drivers, which reduces vehicle efficiency, performance but improves safety.

One TPMS system is a direct TPMS. In a direct TPMS, the tire sensor is mounted in the wheel, typically on the valve stem of a pneumatic vehicle tire. These sensors are configured to monitor several conditions of the tire, including: tire pressure, tire temperature, wheel speed, and other conditions. The TPMS tire sensors themselves include a specific sensor identification code (ID) and are configured to receive and wirelessly transmit electronic signals from inside the wheel to an electronic control unit or module (ECU) in the vehicle, which is typically connected to a warning signal in an instrument panel inside the passenger compartment. If the wheel sensors detect tire pressure or other conditions in the tires that are above or below a predetermined level, the sensors transmit signals that are received by the ECU and trigger an audio/visual indication to alert the driver of the condition.

Typical TPMS tire sensors used with TPMS systems are mounted on a valve stem, tightened to a wheel rim, or they may also be mounted against a tire wall. The electronic module typically includes a small battery, a circuit board with a communication antenna or coil (receiving and transmitting), a barometric pressure sensor, a temperature sensor, a rotation detection device or accelerometer, a programmable controller, and a memory for storing sensor-specific IDs and other information depending on the TPMS system and sensor capabilities.

As the performance of TPMS systems improves and vehicle Original Equipment Manufacturers (OEMs) include increased safety options, the vehicle can identify or alert, for example, specific tires that may have low tire pressure. These systems accomplish this by initially programming or calibrating the vehicle ECU to identify each particular wheel sensor associated with a particular location on the vehicle (e.g., driver side front or rear and passenger side front or rear). This initial programming or calibration may be performed at the vehicle assembly plant when a new vehicle is manufactured, or at a later time before the vehicle is purchased or delivered to the end user.

For example, when tires on a vehicle "turn" and their location on the vehicle changes as part of routine maintenance for the life of the tires, it is important for proper operation of the TPMS to reprogram or relearn the vehicle ECU to account for the previous location of the tires and associated tire sensors having changed. Reprogramming may also be required, where, for example, in cold weather climates, a user may switch to snow tires for winter, which requires reprogramming of the ECU when a different tire is installed on the vehicle. In other tire events, the TPMS tire sensors may be damaged or run out of battery power, thus requiring replacement.

Conventional TPMS sensors in tires are typically powered by an internal battery. To increase sensor battery life, TPMS sensors are typically in a "sleep" mode, not actively transmitting tire data. When a TPMS sensor needs to be read, the TPMS tool is required to "trigger" or wake up the sensor to cause the TPMS sensor to emit measured tire data. Such triggering of the TPMS sensors is typically used at a vehicle service facility where a technician will check the condition of the tires by triggering the TPMS tire sensors with a TPMS triggering tool as part of a vehicle routine data or safety check. A typical TPMS tire sensor is programmed to trigger by receiving a Low Frequency (LF) signal, typically 125 kilohertz (kHz). The tire sensors then wirelessly emit data signals, typically 315 or 433 megahertz (MHz), containing the measured data from the tire. A conventional complex TPMS tool will decode the received tire sensor signals, retrieve the appropriate protocol for communication with the particular vehicle ECU from the tool memory, and wirelessly transmit the re-encoded data signals to the vehicle ECU for reprogramming or relearning the ECU with the new TPMS sensor information.

The triggering of TPMS tire sensors traditionally requires specialized TPMS tools with triggering capabilities that are typically purchased only by vehicle service shops and used by service technicians trained to operate these specialized tools. These TPMS trigger functions are typically included in tools that include advanced TPMS diagnostic functions, a database of vehicle manufacturers, models, and years for identifying TPMS systems in the vehicle, data signal decoding and decoding routines, and other features. These multi-function TPMS tools are typically quite expensive, costing in excess of $1000USD, well beyond the cost expectations of typical vehicle owners, leaving only commercial vehicle service facilities with these tools and functions. Examples of commercial TPMS diagnostic tools include VT36 and VT56 manufactured by ATEQ SAS, the assignee of the present invention.

In use, the TPMS tools used to trigger the TPMS tire sensors are portable, hand-held tools that are located in close proximity to a particular vehicle and in close proximity to a particular tire that includes the TPMS tire sensor. Once located adjacent to the tire having the TPMS sensor, an activation or trigger button is pressed on a tool key to issue an LF signal to trigger or wake up the TPMS sensor and cause the measured tire metric to be issued.

A common problem in large volume commercial vehicle service facilities is that several vehicles may be located close to each other in adjacent service bays in a garage. If the TPMS trigger tool is located close to more than one vehicle, the LF trigger signal may be received by the tires of several different vehicles that will all send out tire sensor data when the TPMS tool activation button is pressed, which may be confusing to the technician. It is common practice for the TPMS trigger tool to have a very limited range for LF signals, e.g., 10-20 centimeters (cm), so the TPMS trigger tool must be within a short distance from the tire sensor in order for the sensor to receive the LF trigger signal. Further, use of the TPMS activation tool by a new, inexperienced, or careless service technician or non-technician vehicle owner may result in activation and receipt of data from several tires and/or possibly from multiple vehicles. Alternatively, if the trigger sensor signal is too low or weak, the TPMS tire sensor may not be triggered and the technician may think that the tool is not working properly or that the battery power source is exhausted.

Typically, a maintenance facility will charge a fee to trigger the TPMS sensors and reprogram or relearn the vehicle ECUs, even if the vehicle user/owner is able to turn or replace the vehicle tires without maintenance being performed at the maintenance facility. One drawback or shortcoming of developing an after-market or end-user TPMS activation tool for use by the vehicle owner is that the TPMS tool is typically battery-powered so that the user can move around the vehicle and place the TPMS activation tool in close proximity to each vehicle tire. To generate the LF trigger signal, a relatively robust and durable battery, such as a 9 volt battery, is required. Furthermore, it is not a common situation for most end users to have to trigger the TPMS sensors and reprogram the vehicle ECU. For example, turning a tire or changing snow tires may occur only once a year, or once every few years, only when the tire is worn and needs to be replaced. Conventional alkaline batteries typically have a shelf life of only 2-5 years and are prone to long term leakage. Conventional alkaline batteries also suffer from extreme temperature variations, which can significantly reduce shelf life and/or reduce performance. In addition, when an alkaline cell leaks, it can damage the electronics.

It would be beneficial to address or ameliorate one or more of these disadvantages and shortcomings.

Disclosure of Invention

In one example, a portable Tire Pressure Monitoring System (TPMS) tool includes a housing, a first power source, a TPMS tire sensor signal generator, an antenna in communication with the tire sensor signal generator, and a tire sensor trigger or activation device. In one example, the tire sensor triggering device includes a trigger signal contact device that is activated when a predetermined portion of the TPMS tool is placed in physical contact with a predetermined object (e.g., a vehicle tire). This forces the user to bring the tool into close proximity, e.g., the tool physically contacts the vehicle tire, in order to initiate a tire sensor trigger signal from the tool.

In another example, the trigger signal contact device includes a manually displaceable tire button that engages with the antenna. In one aspect, the tire button is located on an end of the antenna extending outwardly from the TPMS tool housing. The tire sensor trigger signal generator generates a tire sensor trigger signal when the tire button is in physical contact with a vehicle tire and manually moved. In another example, the button is located at the base of the antenna. When the antenna is in physical contact with the vehicle tire, the button is manually displaced, signaling the tire sensor trigger signal generator to generate a tire sensor trigger signal that is transmitted through the antenna.

In an alternative example, the non-contact sensor detects when the TPMS tool is in close proximity to an object, such as a vehicle tire. When the predetermined distance is detected, the sensor sends a signal to a tire sensor trigger signal generator, which generates a tire sensor trigger signal for transmission by the antenna. In one example, the sensor is a manually displaceable button as described above. In other aspects, an optical device, such as a laser, may be used to detect the distance between the tool and the vehicle tire or ECU. The sensors and trigger signal activation devices may be used to trigger or transmit the TPMS data signals to other vehicle components and controllers, such as a vehicle Electronic Control Unit (ECU).

In one example of a method of generating a TPMS tire sensor trigger signal, the method includes detecting a predetermined close proximity between a TPMS tool and a vehicle component, such as a vehicle tire. The TPMS is signaled to the tire sensor trigger generator to generate a tire sensor trigger signal when a predetermined close range is reached. In one example, the predetermined proximity is detected by manually displacing the tire sensor trigger device through direct contact with the vehicle tire. In one example, the tire sensor trigger device is a manually displaceable button that engages the TPMS tool antenna.

In one example of a TPMS tool, the first internal power source is a capacitor rather than a conventional battery. In one example, the capacitor may be a high density capacitor having a capacitance in the range of 10 farad (F) to 50F. In another example, the TPMS tool may further include a second power source electrically connected to the power source. The second power source may be configured to recharge the power source when the first power source has been depleted. Alternatively or additionally, the second power source may be configured to recharge the power source when the TPMS sequence (e.g., triggering a set of four vehicle tire sensors) has been completed. In one example, the second power source is a lithium button cell battery.

Drawings

The present invention will be more fully understood from the following detailed description, read in conjunction with the accompanying drawings. It is emphasized that, according to common practice, the various features of the drawings are not to scale. On the contrary, the dimensions of the various features are arbitrarily expanded or reduced for clarity.

FIG. 1 is a partial cross-sectional view of an example TPMS tool including a TPMS tire sensor trigger device in the form of a tire button.

Fig. 2 is a partial alternative cross-sectional configuration of the TPMS tool shown in fig. 1.

Fig. 3 is an alternative cross-sectional configuration of a TPMS tool including a tire sensor triggering device in the form of an alternative tire button.

FIG. 4 is a side cross-sectional view of an example of a TPMS tire sensor activation tool including a capacitor first power source.

FIG. 5 is a side cross-sectional alternative example of FIG. 4 including a second power supply.

Detailed Description

Referring to fig. 1-3, there are shown several examples of TPMS tools 100 having a tire sensor trigger in the form of a manually displaceable trigger contact device button (or activation button). Referring to fig. 1, the TPMS tool 100 includes a housing 110, a display 120, an antenna 130, one or more buttons and/or indicator lights 140, a trigger signal generating device 142, and optional button keys (not shown). The display 120 may be a Liquid Crystal Display (LCD), a Light Emitting Diode (LED) display, an Organic Light Emitting Diode (OLED) display, or any other type of display for visually depicting data such as help/guide menus, vehicle information, tire metrics and information. Display 120 may be a touch-sensitive display configured to receive touch-based input from a user. Non-limiting examples of touch display technologies that may be used in display 120 include resistive panels, capacitive panels (surface, projected, mutual or self-capacitance), surface acoustic waves, infrared grids, infrared acrylic projection, optical imaging, dispersive signal technology, and acoustic pulse recognition. The exemplary tool 100 includes an internal power source 170 connected to the controller 150, a microprocessor 160, and a memory storage device 180. The power source 170 may be a conventional battery, a rechargeable battery, and/or other internal power device, such as a first power source in the form of a high density capacitor as described below.

Referring to fig. 1, the antenna 130 may include a coil and be configured to communicate, transmit and receive with the TPMS tire sensors and a vehicle controller (e.g., ECU) in data communication with the TPMS tire sensors mounted in a pneumatic tire or wheel of the vehicle. In the example, the antenna 130 is a Low Frequency (LF) antenna. Other antennas known to those skilled in the art for transmitting and receiving other frequencies and signals may be used. In a typical application, the TPMS tool 100 is used to transmit, receive and process wireless electronic data by transmitting and receiving modulated or pulsed (continuous) wave signals with a TPMS system installed in a vehicle. Whenever information is encoded or decoded in the form of a modulated signal, the algorithm may be implemented using, for example, ManchesterASK or other types of algorithms according to the corresponding TPMS system communication protocol specification, and using the microprocessor 160 and memory storage 180. It should be understood that the housing 110, display 120, antenna 130 and indicator light 140, as well as the communication protocol, may take on different configurations, forms and functions.

In the example configuration shown in fig. 1, the tire sensor trigger device is a manually displaceable trigger signal contact device in the form of a tire button 135. An exemplary tire button 135 is located at the distal end of the antenna 130. Tire button 135 communicates with a tire sensor trigger signal generator 142 for selectively generating and transmitting electrical signals to antenna 130 to generate the appropriate wireless trigger signal to activate or wake up the particular TPMS tire sensor for the vehicle to issue measured tire measurements. In one example of generating and transmitting a TPMS tire sensor trigger signal to a TPMS tire sensor, a user may activate the tire button 135 by pressing the antenna 130 and thus the tire button 135 in direct physical contact with the sidewall of the desired tire. When the tire button 135 is manually displaced, a signal is sent to the TPMS tire sensor trigger signal generator to generate a tire sensor trigger signal that is transmitted via the antenna 130.

In one example, upon manual displacement of a tire sensor trigger device, such as manual displacement of button 135, a signal is sent to controller 150 and processor 160 to generate a pre-programmed software and hardware step/function sequence within tool 100 that is pre-determined and stored in memory 180 to generate a TPMS tire sensor trigger signal via tire trigger signal generator 142. For example, the user or technician will enter the vehicle manufacturer, model number, and year into the tool 100 by tool key presses, by scanning the vehicle VIN number, or by other methods. From the vehicle's internal stored database, tool 100 will determine the configuration or type of TPMS tire sensor to be used with that particular vehicle and determine the appropriate communication protocol and/or instructions required by the tire sensor trigger signal generator to generate the trigger appropriate signals for communicating and activating the type of TPMS sensor to issue the measured tire metric, such as tire internal pressure.

The antenna 130 of the tool 100 then wirelessly transmits the LF signal to the TPMS tire sensor of the desired tire. The TPMS tire sensors respond to and transmit wireless data signals received at the antenna 130 to the TPMS tool 100. Since the exemplary trigger button 135 is activated by direct contact with the desired tire, the LF signals transmitted by the antenna 130 are transmitted only to the TPMS sensor of the particular tire. Thus, the TPMS tool 100 will not send or receive any undesired signals from other vehicle or tire sensors in the immediate vicinity.

In one example, the antenna 130 of the tool 100 may be used to send a signal to the vehicle ECU with information for updating and relearning/reprogramming the ECU through a predetermined communication protocol from information stored in the memory 180 of the tool 100 in a manner similar to that described for TPMS tire sensors. Depending on the complexity of the sensors, other information sensed or measured by the TPMS tire sensors may be transmitted by the sensors to the tool 100 and/or ECU, such as tire pressure and temperature, or diagnostic information of the sensors, such as sensor battery life.

In one example (not shown), the tire sensor triggering device may be in the form of a non-contact sensor, such as an optical sensor (not shown), to measure the distance between the tool 100 and the vehicle tire or ECU. In such an example, the tire sensor triggering device may include an optical sensor, such as a laser sensor, to measure the distance between the tool 100 and the tire. In one example, the predetermined distance may be stored in memory 180. When the sensor and processor 160 calculates the measured distance and compares the measured distance to the predetermined distances stored in memory, the tool 100 will determine that the predetermined distance between the tool 100 and the vehicle tire is obtained in order to properly and successfully transmit a signal, such as a TPMS tire sensor trigger signal. Other sensors and processes that ensure that the tool 100 is within a predetermined distance from the tire to avoid problems may be used, such as transmitting and receiving TPMS tire sensor signals from other tire sensors or the vehicle.

Referring to fig. 2, another example of a TPMS tool 200 is shown that includes an alternative configuration of a tire sensor triggering device in the form of a button 235. Where the components and functions described for tool 100 in fig. 1 are used, those components and functions will not be repeated for tool 200 in fig. 2.

In this example, the TPMS tire button 235 is included at the base of the antenna 230 located inside the housing 210. Alternatively, the base of the antenna 230 and the tire button 235 may be located outside of the housing 210. In another alternative not shown, the base of the antenna 230 may be located outside of the housing 210 and the tire button 235 may be located inside of the housing 210. For example, alternative locations and configurations may be used, as shown in FIG. 3 below. The tool 200, antenna 230, tire sensor trigger signal generator 242, and tire button 235 are used to trigger the TPMS tire sensor and may also be used to communicate with the vehicle ECU as described for tool 100.

Referring to fig. 3, an alternative TPMS tool 300 is shown having an alternative configuration of TPMS tire sensing trigger buttons 335. Where the components and functions described for tool 100 in fig. 1 are used, those components and functions will not be repeated for tool 300 in fig. 3. In the example, the TPMS tool 300 includes a smaller sized housing 310 that also includes external control buttons and indicator lights (not shown), full keys and a display screen as disclosed in comparison to tools 100 and 200. It is understood that the housing 310 may be the same as or similar to the tools 100 and 200 and include a display, keys, and other components and functions as previously described.

The exemplary tool 300 includes a Printed Circuit Board (PCB)315 and a power supply 325. Power source 325 may be a conventional battery, a rechargeable battery, and/or other internal power device, including those described in further detail below.

PCB 315 includes an internal antenna 330 and one or more electronic components 340. Electronic components 340 may include a microprocessor, controller, data/instruction memory storage, and trigger signal generator generally described for tools 100 and 200. In this example, the tire sensor trigger device takes the form of a manually displaceable trigger signal contact device in the form of a tire button 335 located on the outer surface of the TPMS housing 310. Tire button 335 is electrically connected to PCB 315 and the tire sensor trigger signal generator, and is further configured to communicate with antenna 330 and one or more electronic components 340.

As shown in the example of fig. 3, the antenna 330 may include a magnetic coil and be configured and controlled to communicate with the TPMS tire sensors and the vehicle ECU as previously described for the tools 100 and 200. Other antennas known to those skilled in the art for transmitting and receiving other frequencies and signals may be used. It should be understood that the PCB 315, the power supply 325, the antenna 330, the electronic components 340 including the trigger signal generator, and the button 335 may take on different configurations, forms, and functions.

In the examples shown and described in fig. 1-3, the manually displaceable trigger signal contact means may take other forms than a push button. Other devices may include a displaceable toggle switch, a roller device, or other physically displaceable device that may generate a signal to a tire sensor trigger signal generator when moved or displaced by physical contact with an object (e.g., a tire).

In another aspect not shown, a manually displaceable signal contact arrangement may be used in conjunction with the housing key button. For example, the tire buttons 135, 235, 335 may first be pushed/activated by engagement with the vehicle tires, and then the housing key buttons on the housing or display may be pushed/activated to signal the trigger signal generators 142, 242 to generate the tire sensor trigger signals transmitted through the antennas. In the example, the signal is sent to the trigger sensor generator 142, 242 only when the tire button 135, 235, 335 is engaged by a user pressing a key button. As known to those skilled in the art, the need to actuate both internal circuitry, logic and control in order to generate the tire sensor trigger signal may be included.

In the example shown and described in fig. 1-3, the use of tire sensor triggering devices (e.g., tire buttons) is not limited to sending TPMS tire sensor triggering signals to the tire sensors. For example, a function activation device, such as in the form of a button or optical distance measuring device, may be used for tools 100, 200, and 300 to communicate with a vehicle ECU or other vehicle component, where similar issues may be addressed or ameliorated by ensuring that the TPMS tool is in close proximity to the vehicle component with which it communicates.

Referring to fig. 4, an alternative TPMS tool 400 having an alternative field or use and power source is shown. In the example of fig. 4, the tool 400 is smaller in size and is less complex or has reduced TPMS characteristics or capabilities than the tools 100, 200, and 300. For example, the exemplary tool 400 does not include a large visual display and the visual indicator is provided by a simple LED light 460 or other simple, low cost visual indicator. Additionally, the example tool 400 does not include TPMS data signal decoding or encoding capabilities and does not reprogram or relearn the vehicle ECU through the use of the tool 400 alone. A useful, but non-exclusive, application of the tool 400 is for the tool to be triggered by the vehicle owner or end user solely as a TPMS tire sensor, for example, when the end user turns his/her own tire or changes from a three season tire to a winter tire.

The vehicle owner may initiate the ECU relearning process. For example, the vehicle owner may manually initiate the ECU relearning process in a predetermined sequence with a brake pedal, a parking brake, an ignition key, an ignition button, and/or any other accessible item accessible to the vehicle owner. The predetermined sequence may vary depending on the vehicle brand. In another example, the vehicle owner may initiate the ECU relearning process using an external device configured to activate the ECU relearning process for vehicles that do not support manual input.

Referring again to fig. 4, the alternative TPMS tool 400 includes a housing 410, a PCB415, a trigger signal generator 442, and a first power source 425. In this example, PCB415 is electrically connected to antenna 430. The antenna 430 may be a magnetic cylinder wound with a coil 440. The coil 440 may be made of copper and/or any suitable electrically conductive material. In this example, the function buttons 450 are located on an outer surface of the housing 410. The function buttons 450 are electrically connected to the PCB415 and are configured to communicate with the antenna 430. The PCB415 includes one or more visual display or indication devices, such as LEDs 460.

In the example of fig. 4, the antenna 430 includes a coil 440 and is configured to communicate with the TPMS tire sensor to trigger or wake the TPMS tire sensor using only the function buttons without a dedicated tire sensor triggering device (e.g., a manually displaced trigger contact device button). In the example, antenna 430 is an LF antenna. The antenna 430 may be configured to transmit at approximately 125 KHz. Other forms of antennas or receivers known to those skilled in the art for transmitting and receiving other frequencies and signals, respectively, may be used. In an example, the antenna 430 may be a resonant circuit using a coil 440 connected to a capacitor. The coil may have an inductance value of about 150H. In this example, the capacitor and coil 440 may have a natural resonant frequency as close to 125KHz as possible.

It should be understood that the tool 400 may include some or all of these components, features, or functions previously described with respect to the tools 100, 200, and 300. It should also be understood that the tool 400 may also be used by specialized vehicle service shops and trained technicians.

In the example of fig. 4, the first power supply 425 is a capacitor, such as a 25 farad (f) (3V) high density capacitor. An example high density capacitor that may be used as first power supply 425 may be a VISHAY 20F 2.7V high density capacitor. An exemplary capacitor of power supply 425 may have a capacitance range between 10F and 50F. The first power supply 425 may use a Universal Serial Bus (USB) port and/or a 12V vehicle port (e.g., an electrical accessory or cigarette lighter port/outlet) for fast charging. In one example, the capacitor of the first power supply 425 may be charged in a range of 20 seconds(s) to 2 minutes (min). In one aspect, sufficient energy will be accumulated and stored by the first power source 425 capacitor to trigger at least four TPMS tire sensors of the vehicle. In one example, first power supply capacitor 425 is 16 millimeters (mm) wide and 30 millimeters (mm) long. The first power supply 425 in the form of the described capacitor may have other capacitance values or ranges, charging time periods, physical dimensions or configurations, and other properties to suit a particular application or performance specification.

As seen in conventional disposable or rechargeable batteries, the first power supply 425 in the form of the depicted capacitor has the following advantages: without suffering significant power loss or performance degradation due to extreme temperatures or aging. The capacitor of the first power source 425 also has a smaller footprint or packaging space requirement in the housing 410 than a conventional battery, and thus the size of the TPMS device 400 can be significantly reduced. For example, the TPMS device 400 may be reduced in size to fit easily into the glove box of a typical consumer vehicle. In use, after prolonged periods of non-use, for example after 1 to 10 years, the vehicle owner may remove the tool 400 from the vehicle glove box, place the tool 400 in close proximity to each tire, generate a tire sensor trigger signal transmitted by the antenna 430 to trigger the TPMS tire sensor, as described for tools 100, 200 and 300 (without a manually displaceable trigger contact device). The first power source 425 in the form of the capacitor is shown in the alternative tool 400, but it is understood that the first power source 425 in the form of a capacitor may be implemented in any of the tools 100, 200, 300 or other embodiments or variations disclosed herein.

Referring to fig. 5, an alternate example of the TPMS tool 400 described above is shown as a TPMS tool 500. The TPMS tool 500 includes a housing 510, a PCB 515, a tire sensor trigger signal generator 542, a first power source 525A, and a second power source 525B. In this example, PCB 515 is electrically connected to antenna 530 and button 550, which are electrically connected to each other and are constructed and function in the manner previously described for antenna 430 and button 450. PCB 510 includes one or more LEDs 560 as previously described for LEDs 460. It should be understood that housing 510, PCB 515, antenna 530, coil 540, tire sensor trigger generator 542, and button 550 may take on different configurations, forms, and functions.

In the example TPMS tool 500 of fig. 5, the first power source 525A is a capacitor, as previously described for the capacitor of the first power source 425 of the tool 400. The second power source 525B may be a rechargeable lithium-based battery and is used to recharge the capacitor of the first power source 525A between TPMS sensor trigger periods. The cycle may include a TPMS tire sensor activation sequence for each of at least four tires of the vehicle (i.e., activating all four TPMS tire sensors represents a single activation cycle).

The second power source 525B may be a lithium button cell type battery, such as those similar to a watch or similar battery. The exemplary lithium button cell type battery typically has a long shelf life and does not degrade similar to the first power supply 425 and 525A due to severe environmental changes. In addition, or alternatively, for charging by the second power supply 525B, the first power supply 525A may be quickly charged using a USB port or other vehicle accessory power supply described for the tool 400. The second power supply 525B may be another type of battery having a relatively high power and a long service life without performance degradation due to environmental factors as described above.

In one example, sufficient energy will be accumulated and stored by the first power source 525A capacitor to trigger at least four TPMS tire sensors of the vehicle. After the cycle is completed, or when the power of the first power supply 525A is exhausted, the first power supply 525A is charged using the second power supply 525B. In one example, the PCB 515 of the tool 500 includes memory instructions preprogrammed and stored in a memory storage device (not shown) and a controller and microprocessor (not shown) to automatically direct the second power supply 525B to charge the first power supply 525A when the first power supply 525A is depleted or when a predetermined condition occurs. Alternatively, a toggle switch or button (not shown) is used to activate or initiate a charging cycle of the second power supply 525B to charge the first power supply 525A, as described above. In one example, the housing 510 includes a battery access door so the second power source 525B can be replaced, or the housing 510 includes a port (not shown) for recharging the second power source 525B.

While the first and second power sources 525A, 525B in the form of separately described capacitors and lithium-based batteries are shown as being useful in the TPMS tool 500, it is to be understood that the first and second power sources 525A, 525B may be implemented in any of the tools 100, 200, 300, 400 disclosed herein or other embodiments or variations disclosed herein.

While the invention has been described in connection with certain embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the scope of the appended claims, which scope is to be accorded the broadest interpretation so as to encompass all such modifications and equivalent structures as is permitted under the law. One or more elements of the disclosed embodiments may be combined with one or more elements of any other disclosed embodiments.