Tire condition monitoring device for a vehicle

Abstract

Tire condition monitoring device for a vehicle, including: a receiver (108) of a tire pressure monitoring system, a body control module (102) and a vehicle computer system (118), the tire condition monitoring device is configured to To wirelessly receive air pressure data from at least one tire of the vehicle from the vehicle's own tire pressure sensors (104a-d); to detect a change in the air mass of at least one tire and to signal the event of the registered air mass change to the body control module (102), whereby the tire sensors (104a-d) switch to a mode with increased measurement rate in response to this, to determine an inflation or deflation rate based on the air pressure data received in the increased measurement rate mode, to calculate a time status based on the inflation or deflation rate, indicating when the air pressure of at least one tire will reach a stored nominal pressure, and to generate one or more messages to output the calculated time status; and to transmit one or more messages via the vehicle computer system (118) to one or more vehicle components for the output of the time status as one or more vehicle messages.

Description

[0001] The invention relates to a tire condition monitoring device for a vehicle.

[0002] There are several examples in the field of determining tire pressure status. For instance, Laitsaari et al., patent patent US 6,441,732 B1, discloses a system for displaying tire characteristics. A vehicle depot, such as a gas station, bus stop, or truck terminal, is equipped with a communication system to receive data from a vehicle representing the operating characteristics of the vehicle's tires. The information can be automatically transmitted to a suitable transceiver located at the gas station when the vehicle enters a preset perimeter of the gas station or is within a certain distance of it.When a driver begins refueling or inflating their vehicle's tires, they can easily view the tire's operating characteristics or status on a display located either on the pump, the fuel hose handle, the air inlet housing, or some other convenient location at the service station. Additionally, service station personnel can monitor the tire operating characteristics of any vehicle parked at the station. This allows them to inform the driver of the vehicle with the abnormal tire(s) that a problem may exist if they observe any issues. A continuous record of the tire operating characteristics of any vehicle can be printed.Displays can also be integrated into road signs / billboards, allowing passing motorists to easily assess the operating characteristics of their vehicle's tires. Instead of displaying current tire operating characteristics, simple warning messages can also be shown, notifying drivers either at their vehicle depot or as they drive past the road signs / billboard displays whether they need to pay attention to their car's tires.

[0003] US 6,612,165 B2 discloses a tire pressure monitoring system with a pressure gauge operating mode for indicating when the air pressure in a tire is within a predetermined pressure range. A tire inflation pressure monitoring system and a method for monitoring the air pressure in a tire are provided. The system includes a tire-based unit for sensing the air pressure in the tire and transmitting a pressure signal indicating this pressure. The system also includes a vehicle-based unit for receiving the pressure signal and comparing it to a predefined pressure range.The vehicle-based unit can be operated either in (i) a normal operating mode, which issues a warning signal in response to the tire pressure being outside the predefined pressure range, or (ii) a pressure measurement operating mode, which issues an "in range" signal in response to the tire pressure being within the predetermined pressure range.

[0004] DE 10 2006 012 227 A1 discloses a tire condition monitoring device for a vehicle, comprising several tire pressure detectors (with sensor, processor, transmitter), a receiver, and a processor. The device is configured to acquire air pressure data from at least one tire and transmit it wirelessly to the receiver, to detect a change in tire pressure and, in this case, to switch to a warning mode with an increased measurement rate, to compare the current tire pressure with a stored pressure value or pressure range based on the measurement data and to make a classification (high / normal / low), and to generate one or more signals (e.g., light, horn) to output the classification to vehicle components.

[0005] US 6,826,951 B1 describes a tire management system with a portable handheld computer and an automatic inflation / deflation device. The system is configured to input a desired nominal pressure into the handheld and transmit it to the inflation / deflation device, measure and report the current tire pressure, automatically inflate or deflate the tire until the desired nominal pressure is reached, and during this process determine an inflation or deflation rate and calculate the time required to reach the desired pressure.

[0006] Further prior art relevant to the invention can be found in DE 10 2005 025 174 A1, DE 60 318 781 T2 and US 2006 / 0 235 652 A1.

[0007] The object of the invention is to provide a tire pressure measuring system that is improved compared to the prior art.

[0008] This problem is solved by the features of claim 1. Advantageous further developments of the invention are described in the dependent claims.

[0009] One aspect can include a tire pressure status notification system for a vehicle. The tire pressure status notification system can include at least one computer that can be configured to receive inputs defining the inflation status of one or more vehicle tires and to receive tire inflation data for one or more tires. The at least one computer can further be configured to calculate a specific value, which can be associated with an inflation event of one or more vehicle tires, based on the inflation data.

[0010] The specified value can be a numerical pressure value of one or more vehicle tires, measured in a pressure unit. The specified value can also be an inflation rate.

[0011] The specified numerical pressure value can be a pressure value of one or more tires measured at one or more points in time during the inflation event. Alternatively, the numerical pressure values ​​can also be the difference between a stored nominal pressure value (which may be entered by a user) and a pressure value of one or more tires measured at one or more points in time during the inflation event.

[0012] The specific inflation rate value can be measured in a unit of time.

[0013] The at least one computer can furthermore be configured to generate one or more messages outputting a specific value from one or more vehicle components (for example, one or more vehicle lights, a vehicle horn, a vehicle audio system, or a voice-based vehicle computer system, without limitation) and to transmit the one or more messages to the one or more vehicle components. The specific value can be output by the vehicle as one or more messages. The messages can be audible and can include one or more beeps and other tones, horn sounds, or one or more voice-based messages, without limitation.

[0014] Another aspect may include a method for tire pressure status notification from a vehicle. This method may involve receiving inputs defining the inflation status of one or more vehicle tires and receiving tire inflation data for that one or more tires. The status input and inflation data may be received via one or more data packets transmitted by one or more tire pressure monitoring sensors. In one embodiment, the status input and inflation data may be received in response to a triggering event (for example, a change in the air mass of one or more tires, but not limited to this). In another embodiment, the status input and inflation data may be received periodically after the triggering event (for example, every 15 to 30 seconds, but not limited to this).

[0015] Furthermore, the method can include calculating a specific value associated with an inflation event of one or more vehicle tires, based on the inflation data. One or more messages for outputting the specific value from one or more vehicle components can be generated and transmitted to those components. In one embodiment, the one or more vehicle components can be selected based on user preference. The specific value can be output by the vehicle as one or more messages.

[0016] In one embodiment, the method can involve regularly scanning the pressure value of one or more tires. The scanned pressure value can be included in the tire inflation data. Furthermore, the pressure value can be scanned using a scanning method.

[0017] In another embodiment, the tire inflation data can include a nominal pressure value and / or an inflation duration for one or more tires.

[0018] Another aspect may include a procedure that involves receiving inputs defining the inflation status of one or more vehicle tires and receiving inflation data for those tires. Furthermore, the procedure may include calculating a specific value for an inflation event based on this inflation data. This calculated value can then be output as one or more messages to one or more vehicle components.

[0019] These and other aspects of the present invention will be better understood in light of the attached drawings and the following detailed description of the invention.

[0020] The figures below show some embodiments of the present invention. The figures are not intended to limit the invention described in the appended claims. Embodiments of the present invention, both in terms of their organization and their operation, together with further tasks and advantages thereof, are best understood by referring to the following description in conjunction with the accompanying drawings; therein show: Fig. 1 a tire pressure monitoring system according to one of the various embodiments; Fig. 2a a data packet message format for transmitting one or more messages from one or more tire pressure monitoring system sensors according to one of the various embodiments; Fig. 2b a data packet message format for transmitting a tire pressure status message from one or more tire pressure monitoring system sensors according to one of the various embodiments; Fig. 2c a non-restrictive example of one in the data packet of Fig. 2b transmitted function codes; Fig. 3 an exemplary procedure for determining a pressure in one or more tires according to one of the different embodiments; Fig. 4 an exemplary procedure for determining the inflation / deflation rate for one or more tires according to one of the various embodiments; Fig. 5 an exemplary sequence of the tire pressure monitoring system for issuing a tire pressure status message according to one of the various embodiments; and Fig. 6 an exemplary sequence of a rapid pressure change mode of a tire pressure monitoring system according to one of the various embodiments.

[0021] Detailed embodiments of the present invention are disclosed herein. It is understood, however, that the disclosed embodiments are purely exemplary of an invention that can be implemented in various and alternative forms. Therefore, certain functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for the claims and / or as a representative basis for teaching a person skilled in the art to use embodiments of the present invention in different ways.

[0022] Fig. Figure 1 shows a non-restrictive exemplary embodiment of a tire pressure monitoring system (TPMS) for a vehicle. One or more tire sensors 104a-d can be arranged in one or more vehicle tires. For example, tire sensor 104a can be located in the left front wheel, tire sensor 104b in the right front wheel, tire sensor 104c in the right rear wheel, and tire sensor 104d in the left rear wheel.

[0023] The 104a-d tire pressure sensors can be installed on one or more wheels as part of the TPMS (Tire Pressure Monitoring System) to detect the pressure status of one or more vehicle tires. Furthermore, the 104a-d tire pressure sensors can periodically monitor or sample tire pressure to determine the pressure. For example, the 104a-d tire pressure sensors can monitor the tire pressure every 15 minutes. The intervals at which the 104a-d sensors can monitor the tire pressure may depend on the vehicle manufacturer's preferences.

[0024] The 104a-d tire pressure sensors can have various modes for monitoring tire pressure. Non-restrictive examples of tire pressure sensor modes include a rotation mode (i.e., the wheels are moving), a stationary mode (i.e., the wheels have been stationary for an extended period, for example, longer than 15 minutes), and an intermediate mode (i.e., a predetermined time (e.g., 15 minutes) between a tire pressure event (including, but not limited to, wheel movement) and the stationary mode). Monitoring intervals can also vary depending on the operating mode of the 104a-d tire pressure sensors. For example, in a rotation mode, the 104a-d tire pressure sensors can monitor tire pressure every 5 seconds. In a stationary mode, the 104a-d tire pressure sensors can monitor tire pressure less frequently (e.g., every minute). In an intermediate mode, the 104a-d tire pressure sensors can monitor tire pressure every 2 seconds.The operating mode of the tires can be based on a signal or signals transmitted by one or more motion sensors connected to the tire pressure sensors 104a-d, indicating the tire's movement status. Furthermore, one or more timers can be installed in the sensor(s) 104a-d to measure the interval between these measurements.

[0025] During a tire pressure event (that is, an event that affects tire pressure, including but not limited to inflation or deflation), the tire sensors 104a-d can enter a rapid pressure change mode (RPC mode). In RPC mode, the sensors 104a-d can transmit the monitored tire pressure data received from one or more tires. The transmission rates may depend on the vehicle manufacturer's preferences. In a non-restrictive embodiment, the tire pressure data can be transmitted at intervals of 15 to 30 seconds.

[0026] The tire pressure data can be transmitted to a TPMS receiver 108 for transmission to the vehicle's body control module (BCM) 102. The TPMS receiver 108 can be a radio frequency receiver module (RFR) installed in the vehicle. Accordingly, in a non-restrictive embodiment, the tire pressure data from the sensor 104a-d can be transmitted as radio frequency signals 110 to the TPMS receiver 108.

[0027] The TPMS receiver 108 can communicate with the BCM 102 via a vehicle communication network 112, which may include, but is not limited to, CAN, J-1850, and GMLAN. The vehicle communication network 112 can facilitate unilateral and / or bilateral data exchange (for example, data to and / or from the sensor(s) 104a-d) between the TPMS receiver 108 and the BCM 102. It is understood that the architecture is not restrictive and can be modified and / or redesigned without deviating from the scope of protection of the various embodiments. By way of example, and without limitation, the TPMS receiver 108 can be a component of the BCM 102 instead of a separate component, as shown in [reference missing]. Fig. 1 shown.

[0028] The body control module (BCM) 102 can be located in the vehicle and receive tire inflation status data from the tire pressure sensor(s) 104a-d. The BCM 102 can contain programmable instructions (or an algorithm) 106 for determining the tire inflation / deflation status. As described below, the TPMS algorithm 106 can, for example, determine a tire pressure height, measured in pounds per square inch (PSI), kilopascals (kPa), bar, or other pressure units. As another non-restrictive example, the TPMS algorithm 106 can measure the inflation / deflation rate, measured, as another non-restrictive example, in units of time (for example, seconds).

[0029] It is understood that the units of measurement used in these examples are not restrictive and that other units may be used without deviating from the scope of protection of the various embodiments.

[0030] The BCM 102 can transmit the tire inflation / deflation status to one or more vehicle components to send a status message to a user. A non-restrictive example of a user is a person inflating or deflating the vehicle's tires, such as a vehicle owner, user, or service technician. Non-restrictive examples of vehicle components to which one or more inflation / deflation status messages can be transmitted include a vehicle horn 114, vehicle lights (exterior or interior) 116, a vehicle computing system (VCS) 118, a vehicle audio system 118, the vehicle instrument cluster (IPG) 120, or combinations thereof.

[0031] In one embodiment, the status message(s) can be transmitted via a wireless connection from the vehicle computer system 118 to a user's (not shown) nomadic device and displayed there. A nomadic device can include, but is not limited to, a mobile phone, PDA, smartphone, or any other wireless device. The wireless connection can be, but is not limited to, Bluetooth, WiFi, or WiMAX.

[0032] The messages to one or more vehicle components can be transmitted via a vehicle communication network 122, which may include, but is not limited to, CAN, J-1850, GMLAN. It is understood that the arrangement of Fig. 1 is not restrictive and can be modified without deviating from the scope of protection of the various embodiments. As a non-restrictive example, the vehicle may contain one or more vehicle communication networks, so that the vehicle communication networks 112 and 122 may be the same networks or different networks. The vehicle communication networks 112 and 122 may also have the same speed or they may have different speeds (for example, network 112 may be a medium-speed network and network 122 may be a high-speed network, or both networks 112 and 122 may be high-speed networks, without being limited thereto).

[0033] Status messages received by the BCM 102 from the sensor(s) 104a-d can be transmitted as one or more data packets according to one or more message protocols. In one embodiment, data can be defined by at least four data packets (or frames). Fig. 2a and Fig. Figure 2b shows exemplary embodiments of the data packets and the associated protocols that define the tire inflation / deflation status messages.

[0034] Fig. Figure 2a shows a general structure of the data packet and the message protocol transmitted by the sensor(s) 104a-d. The preamble field 200 can contain data bits (for example, 8 bits) for initializing the data transmission. The ID field 202 can contain identification information for the data packet. This identification information can include a destination address and a source address. The pressure field 204 can contain one or more updated tire pressure values. This information can, for example, include the tire pressure value from the last inflation event. In one embodiment, this information can be updated at predetermined time intervals (for example, every 15–30 seconds, without limitation). The temperature field 206 can contain tire air temperature information.The status field 208 can contain sensor status data, including but not limited to one or more functions transmitted by sensor 104a-d. The checksum field 210 can be a verification field to verify the data bits transmitted in the packet frame.

[0035] Fig. Figure 2b shows the composition of the status field in more detail. The status field can comprise 8 information bits transmitted in the data packet. In one embodiment, the first three bits can be reserved to provide specific information. For example, the first three bits can include, but are not limited to, a battery status 208a, a mode status 208b, and a pressure sensor range 208c.

[0036] The battery status 208a can indicate the remaining lifespan of the sensor battery. In one embodiment, the battery status 208a can be a "low battery" message. The mode status 208b can indicate the mode in which the sensor(s) 104a-d is / are operating (as described above). The pressure sensor range 208c comprises the range in which the sensor receives pressure information relative to the atmosphere. In one embodiment, the pressure range can be a numerical value (measured, for example, in "psig"). In another embodiment, the range can be a general range (for example, a "low / high" range).

[0037] The remaining five bits of the 8-bit status field can consist of one or more function codes. A non-restrictive example of a function code is an RPC transmit function code. If the sensor(s) 104a-d transmit tire inflation / deflation data in RPC mode, the status field of the data packet(s) will contain the "RPC transmit" function code to identify a rapid pressure change. A non-restrictive example of an RPC function code is given in Fig. 2c is shown.

[0038] For example, when the tires are inflated, the function code contains data representing tire pressure. Tire pressure can be determined by changing the measured pressure data by a predetermined amount (for example, 2 psi, without being limited to this). In one embodiment, the sensor(s) 104a-d can measure the pressure change and transmit a pressure increase confirmation (PIC) signal based on the pressure change. Conversely, when the tires are deflated, the function code can contain data representing tire air loss. In one embodiment, the sensor(s) 104a-d can measure the pressure change and transmit a pressure decrease confirmation (PDC) signal based on the pressure change.

[0039] As disclosed in the various embodiments, the TPMS system 100 can provide the user with useful information by transmitting pressure status information from one or more vehicle components. Non-limiting examples of information for a user include pressure values ​​and / or inflation / deflation rates during an inflation / deflation event. The messages transmitted by the TPMS system 100 can be received by a user as individual status messages or as a combination of messages. Non-restrictive example 1: Pressure values

[0040] Fig. Figure 3 shows an exemplary procedure for determining and transmitting pressure values ​​for reception by the user on a vehicle. As shown in block 300, the sensor(s) 104a-d can enter a tire monitoring mode based on the movement detected by the motion sensors. Non-restrictive examples of monitoring modes are described above.

[0041] As shown in block 302, the sensor(s) 104a-d can determine the air mass status of one or more tires, for example, by monitoring (or sampling) the air mass. In one embodiment, the air mass monitoring can be performed at predetermined time intervals. As shown in block 304, it can be determined whether the time for measuring the air mass has expired. In intermediate mode, for example, air mass monitoring can be performed every 2 seconds, without being limited to this interval. As another non-restrictive example, air mass monitoring can be performed every minute in steady-state mode. Depending on the mode in which the sensor(s) 104a-d is / are operated, if the time for air mass monitoring has not expired, the sensor(s) 104a-d can delay an air mass measurement.

[0042] When the predetermined time has elapsed, it can be determined whether a change in tire air mass has occurred, as shown in block 306. If no change has occurred, the sensor(s) 104a-d can return to monitoring the air mass status at predetermined time intervals. If a mass change has occurred, the sensor(s) 104a-d can enter RPC mode, as shown in block 308. As described above, a change in air mass can trigger RPC mode.

[0043] Sensor 104a-d can identify changes in air mass as inflation or deflation events based on the increase or decrease in air mass. Upon entering RPC mode, sensor 104a-d can transmit the pressure reading(s) (e.g., from the PIC or PDC) to the BCM 102, as shown in block 310. As described above, the PIC or PDC can contain the tire pressure reading(s) based on the increase or decrease in air mass. This information can be transmitted to the BCM 102 at predetermined time intervals (e.g., every 15–30 seconds for an increase or every 2 seconds for a decrease, without being limited to these intervals).

[0044] As shown in block 312, upon receiving the tire inflation status signals, the BCM 102 can determine the pressure value of the inflated tire(s) based on algorithm 106, which is programmed into and executed by the BCM 102. In one embodiment, algorithm 106 can contain instructions for transmitting the pressure value to the user via one or more vehicle components. Thus, one or more commands can be transmitted to the one or more vehicle components to output the pressure value. The message output process is represented by circular block A in Fig. 3 shown and in Fig. 5 (described further below) continued.

[0045] In one embodiment, the user can receive multiple pressure status values. For example, in this embodiment, the user can initiate an inflation event and temporarily delay it to receive an initial pressure status message. After adding one or more bursts of air, the user can pause the inflation and wait for a message from one or more vehicle components to determine an initial pressure value. The user can then resume the inflation event (with or without pauses) to obtain one or more additional pressure values ​​until the target pressure value determined by the output message is reached.

[0046] Alternatively or additionally, the user can continuously inflate one or more tires while receiving one or more pressure readings from the vehicle. The user can stop the inflation process when the target pressure specified by the reading is reached. Non-restrictive example 2: Inflation rate

[0047] Fig. Figure 4 shows a non-restrictive sequence for determining an inflation / deflation rate during one or more tire inflation / deflation events. As shown in block 400, the sensor(s) 104a-d can enter a tire monitoring mode. As shown in block 402, an air mass status can be determined by monitoring or sampling the air mass.

[0048] The frequency of air mass sampling can depend on the monitoring mode. As shown in block 404, the sensor(s) 104a-d can determine, based on the elapsed time interval assigned to each monitoring mode, whether the air mass of one or more tires should be sampled. Depending on the mode in which the sensor(s) 104a-d is / are operated, the sensor(s) 104a-d can then, as described above, delay an air mass measurement if the air mass monitoring time has not yet expired.

[0049] When the predetermined time has elapsed, a further determination can be made as to whether a change in tire air mass has occurred, as shown in block 406. If no change has occurred, then the sensor(s) 104a-d can return to monitoring the air mass status at predetermined time intervals. If a mass change has occurred, then the sensor(s) 104a-d can enter RPC mode, as shown in block 408. As described above, the air mass change can trigger RPC mode. Upon entering RPC mode, the sensor 104a-d can transmit the pressure reading(s) (for example, the PIC or PDC) to the BCM 102, as shown in block 410.

[0050] As shown in Block 412, a nominal pressure stored in a (not shown) vehicle computer system can also be received at BCM 102. The nominal pressure is generally a recommended tire pressure for operating a vehicle. Accordingly, the nominal pressure can be used by system 100 to notify the user of the inflation / deflation rate until the nominal pressure is reached.

[0051] The nominal pressure can optionally be stored in the vehicle's computer system by an original equipment manufacturer (OEM) during factory installation. In one embodiment, a user (for example, a vehicle owner or user) can enter one or more nominal pressure values ​​depending on the condition(s) under which the vehicle is driven. As a non-restrictive example, the nominal pressure can be changed based on the vehicle speed (for example, the driver's desire to drive at high speeds, but not limited to this). As another non-restrictive example, the nominal pressure can be changed based on the vehicle load (for example, due to the number of vehicle occupants or the weight of equipment in the vehicle). The updated nominal pressure can then be used when a user is notified of a tire pressure status during an inflation / deflation event.Further details of the notification process are described below.

[0052] As shown in Block 414, the inflation / deflation time of the tire(s) can be measured. During an RPC event, one or more timestamps can be assigned to each pressure change that is sampled (for example, in intermediate mode every two seconds, without being limited to this interval). The sensor(s) 104a-d can calculate the inflation / deflation rate based on a change in pressure values ​​between sampling times. For example, if the sensor(s) 104a-d are in a steady-state mode sampling pressure every 30 seconds, and 30 seconds have elapsed since a user started the inflation event, then the sensor(s) 104a-d can measure the change in pressure value relative to the nominal pressure and the tire pressure at or approximately at 30 seconds.

[0053] In one embodiment, the result can be output after the measurement has been taken (for example, after 30 seconds). If the user starts inflating again, the pressure change can be measured again based on the pressure of the last inflation event. It is understood that the time values ​​are examples and that other values ​​can be used if necessary without deviating from the scope of protection of the various embodiments.

[0054] In another embodiment, the transmission of the inflation / deflation rate can be delayed. For example, if the pressure status transmission occurs every 60 seconds (in an RPC mode), the sensor 104a-d can collect air mass information twice and calculate the inflation rate based on the air mass changes that occurred before the transmission. It is understood that the time values ​​are exemplary and that other values ​​can be used if necessary without deviating from the scope of protection of the various embodiments.

[0055] It should be noted that the same analysis can be performed during a deflation event. Furthermore, it should be noted that inflation / deflation can be carried out continuously (i.e., without pause or interruption by the user) until the target pressure level is reached.

[0056] The inflation / deflation data can be received by the BCM 102, as shown in block 416.

[0057] The information received by sensor(s) 104a-d and transmitted to BCM 102 can be entered into TPMS algorithm 106. The inflation rate can be determined as shown in block 418. The inflation rate can be measured in units of time (for example, seconds, without limitation). As shown in block 420, the time until the nominal pressure is reached can be determined from the inflation rate (for example).

[0058] In one embodiment, algorithm 106 can contain instructions for transmitting the inflation rate and / or time status to the user via one or more vehicle components. Thus, one or more commands can be transmitted to the one or more vehicle components to output the inflation rate. The message output process is controlled by circular block A in Fig. 4 shown and in Fig. 5 (described further below) continued.

[0059] Fig. Figure 5 shows the procedure for issuing an inflation / deflation status message to the user after determining the status (as above with reference to the Fig. 3 and Fig. (described in section 4). The BCM 102 can be configured to determine which component should output the status message, as shown in block 500. In one embodiment, the default setting of the BCM 102 may be such that the status message is output by a vehicle computer system (not shown) and / or the vehicle audio system. A non-restrictive example of a vehicle computer system is the SYNC system manufactured and distributed by Ford Motor Company.

[0060] The decision as to whether a status message should be issued by the vehicle's computer system or another component can be based on a user preference stored in the vehicle's computer system. The user can enter this preference from the vehicle's computer system and / or from a website. If the preferences are entered from a website, the information can be transmitted to the vehicle via any wireless network (for example, Wi-Fi, WiMAX, or cellular, but not limited to). A non-restrictive example of such a website is www.syncmyride.com.

[0061] When the status message(s) are transmitted by the vehicle computer system, the BCM 102 can send a command signal to the vehicle computer network 122 for transmission to the vehicle computer system, as shown in block 502. The vehicle computer system can receive the command, as shown in block 504. Then the vehicle computer system can output the status message(s) from one or more speakers, as shown in block 506.

[0062] The status message(s) can be issued as an audible message. Non-restrictive examples of audible messages include tones, beeps, speech, and combinations thereof. For example, if a tire pressure reading is 32 psi, the message may be a beep or other tone such as "beep-beep-beep (pause) beep-beep." Alternatively, or additionally, the vehicle's computer system may announce "32 psi" in spoken language. It should be noted that the vehicle's computer system can issue the status message in any language.

[0063] As another non-restrictive example, if the inflation time status is set to 5 seconds, the output could be "beep-beep-beep-beep-beep". Another non-restrictive output could be "5 seconds", spoken aloud by the speech computer system.

[0064] If the status message(s) is / are not transmitted by the vehicle's computer system and / or audio system, the status message(s) can be transmitted by other vehicle components (for example, the vehicle horn or the vehicle lights, but not limited to these). In this case, the BCM 102 can transmit one or more commands to the vehicle horn and / or the vehicle light(s), as shown in block 508. The status message(s) can be output by the vehicle horn and / or the light(s), as shown in block 510.

[0065] Using the examples above to illustrate this embodiment, the vehicle horn can emit a "beep-beep-beep (pause) beep-beep" sequence when the nominal pressure is 32 psi. If the nominal pressure is reached in 5 seconds, the horn can beep 5 times. Alternatively or additionally, the interior or exterior lights can flash as follows to represent 32 psi: 3 flashes, pause, 2 flashes. To indicate that the nominal pressure is reached in 5 seconds, the lights can flash 5 times.

[0066] Fig. Figure 6 further illustrates the RPC mode described above. The RPC mode can be triggered when sensor(s) 104a-d detect a change in pressure. The pressure change can be based on the nominal pressure. For example, a change of 2 psi from the nominal pressure can trigger activation of the RPC mode. Alternatively, or additionally, the pressure change can be based on the last pressure reading (as determined by the pressure field 204).

[0067] As shown in block 600, sensor 104a-d can determine a pressure status. The pressure status used can be determined based on the start of the inflation / deflation event, as shown in block 602.

[0068] When sensor(s) 104a-d determine the tire pressure status for the first time during the tire inflation / deflation process, sensor(s) 104a-d can use the nominal pressure to determine a pressure change, as shown in block 604. It can be determined whether the nominal pressure has been entered by a user, as shown in block 606.

[0069] If not, a default setting (e.g., as entered by an original equipment manufacturer), as shown in block 608, can be used. If a nominal pressure has been received from a user, the user-entered nominal pressure can be used, as shown in block 610.

[0070] If the tire pressure status is not being determined for the first time, then sensor(s) 104a-d can use the pressure value from the last pressure reading to determine the pressure change, as shown in block 612. If a change in pressure has occurred, then sensor(s) 104a-d can update the pressure reading, as shown in block 614.

[0071] As shown in block 616, the updated pressure reading or the nominal pressure can be displayed in print box 204 ( Fig. 2) to the TPMS receiver 108 for transmission to the BCM 102.

[0072] Although embodiments of the invention have been presented and described, these embodiments are not intended to represent and describe all possible forms of the invention. Instead, the terms used in the description serve for descriptive purposes and not for limitation, and it is understood that various modifications can be made without deviating from the concept and scope of the invention.

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