SYSTEMS, DEVICES AND METHOD FOR WIRELESS VEHICLE DATA TRANSMISSION, INCLUDING TIRE PRESSURE MONITORING

Abstract

A method may include a tire pressure monitoring system (TPMS) sensor that can operate in an asynchronous mode, which includes the wireless transmission of TPMS data advertisements (TPMS data ADVs), and switch to a synchronous mode, which may include terminating the transmission of the TPMS data ADVs, entering a power-saving state in which the TPMS sensor does not wirelessly transmit or receive, and, in response to a request message from a TPMS central device, selectively transmitting a TPMS response in a timeslot of a repeating advertising interval. TPMS data ADVs and a TPMS response may include tire condition data and be compatible with at least one BT standard. Corresponding devices and systems are also disclosed.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] The present application claims the priority and benefits of US patent application No. 63 / 676,876, filed on July 29, 2024, and US patent application No. 63 / 685,254, filed on August 20, 2024, the contents of which are incorporated herein by reference in their entirety. AREA OF TECHNOLOGY

[0002] The present disclosure relates generally to wireless vehicle systems, in particular wireless vehicle systems that send and receive data from multiple sources such as tire pressure monitoring sensors. GENERAL STATE OF THE ART

[0003] Conventional tire pressure monitoring systems (TPMS) can operate at sub-GHz frequencies. In such systems, each tire may contain a non-replaceable, battery-powered sensor unit equipped with a pressure sensor, a motion / accelerometer, and a sub-GHz radio transmitter (with a typical transmission frequency of 315 or 434 MHz). Such a conventional sensor unit can respond to pressure or motion pulses and change its behavior accordingly. Data can be transmitted from the sensor unit to a central unit in the vehicle. This data is sent over a unidirectional RF link, which can result in redundant copies being sent (typically 30–50 times more often than necessary).Such conventional sensors operate independently of each other and only transmit according to their own state, so that RF “collisions” are possible (i.e., different sensor units transmit to the central unit simultaneously).

[0004] In another conventional TPMS system, tire condition data is transmitted according to the Bluetooth Low Energy (BLE) standard. Based on its own individual timing criteria, each tire sensor unit can transmit displays containing tire data on BLE channels (e.g., 2.402 GHz to 2.48 GHz). As with a sub-GHz system, sensor unit transmissions can be redundant and / or affected by collisions.

[0005] The invention is based on the objective of providing wireless data communication that overcomes the disadvantages of conventional approaches. OVERVIEW

[0006] A method can involve operating at least one tire pressure monitoring system (TPMS) sensor in an asynchronous mode, which includes the wireless transmission of TPMS data via BLE advertisements (ADVs). A TPMS central device can detect the ADVs from the TPMS sensor and transmit a response, which may include a request to use a synchronous communication mode. Upon receiving a synchronous request from a TPMS central device, a TPMS sensor can switch to a synchronous mode. If no response is received, a TPMS sensor can continue to operate in an asynchronous mode. In a synchronous mode, the asynchronous transmission of the TPMS data ADVs can be terminated, and the sensor can enter a power-saving state in which it communicates with the TPMS central device only during negotiated time slots in a repeating advertising interval.During these time slots, the sensor can exit a power-saving state, and in response to a request message from a TPMS central device, a TPMS response can be transmitted within that time slot, after which it can re-enter the power-saving state. TPMS data ADVs and a TPMS response can include tire condition data and must be compatible with at least one Bluetooth standard. BRIEF DESCRIPTION OF THE FIGURES Fig. Figure 1 is a graphical representation of a vehicle system according to one embodiment. Fig. 2-0 is a timing diagram showing the operation of a conventional tire pressure monitoring system (TPMS) sensor. Fig. Figure 2-1 is a timing diagram showing the operation of a TPMS sensor according to one embodiment. Fig. Figure 3 is a timing diagram showing the operation of a central processing unit and a TPMS sensor unit according to one embodiment. Fig. Figure 4 is a timing diagram showing conventional operation of a central processing unit and a TPMS sensor unit. Fig. Figure 5 is a time diagram showing tire detection and reporting processes according to one embodiment. Fig. Figure 6 is a time diagram showing the operation of a vehicle system according to one embodiment. Fig. Figure 7 is a block diagram of a TPMS sensor unit according to one embodiment. Fig. Figure 8 is a block diagram of a TPMS sensor unit according to a further embodiment. Fig. Figure 9 is a state diagram of TPMS sensor unit operations according to one embodiment. Fig. Figure 10 is a block diagram of TPMS sensor circuits according to one embodiment. Fig. 11-0 and Fig. Figures 11-1 are graphic representations showing a TPMS sensor unit according to one embodiment. Fig. 12-0, Fig. 12-1 and Fig. 12-2 are timing diagrams showing the operation of vehicle systems according to embodiments. Fig. Figure 13 is a block diagram of a vehicle system according to one embodiment. Fig. Figure 14 is a block diagram of a central processing unit according to one embodiment. Fig. Figure 15 is a graphical representation showing vehicle system processes according to a further embodiment. Fig. Figure 16 is a block diagram of central processing unit circuits according to one embodiment. Fig. Figure 17 is a graphical representation of central processing unit circuits according to one embodiment. Fig. Figure 18 is a graphical representation of a vehicle system according to a further embodiment. Fig. 19-0 and Fig. 19-1 are timing diagrams showing the operation of a central processing unit according to embodiments. Fig. Figure 20 is a graphic representation showing a conventional channel usage of a Bluetooth(BT) device. Fig. 21-0 and Fig. Figures 21-1 are graphical representations showing the channel usage of a BT-TPMS sensor unit according to one embodiment. DETAILED DESCRIPTION

[0007] According to embodiments, a vehicle system can include tire pressure monitoring system (TPMS) sensor units. The energy consumed by TPMS sensor units can be significantly reduced compared to conventional approaches, thereby extending their battery life. TPMS sensor unit activity, which includes wireless transmissions, can be synchronized across all TPMS sensor units, thereby reducing or even eliminating the possibility of radio frequency (RF) collisions and enabling more precise control of the TPMS sensor unit's operating states.

[0008] According to embodiments, one or more central processing units (CPUs) of a vehicle system can synchronize the activity of the TPMS sensor unit. A CPU can collect, manage, distribute, analyze, etc., tire condition data supplied by TPMS sensor units. Embodiments may include a vehicle system architecture in which a communication scheme between one or more CPUs and the TPMS sensor units allows the CPU's hardware and bandwidth to also support other wireless functions, such as vehicle access functions (e.g., "Phone as a Key," transponder units, etc.), but are not limited to these.

[0009] According to embodiments, a TPMS sensor unit can switch between several modes, including an asynchronous mode and a synchronous mode. In an asynchronous mode, TPMS sensor units can operate essentially independently of other TPMS sensor units and periodically transmit tire condition data. In response to tire condition data detected by a TPMS sensor unit and / or a transmission from a central unit, a TPMS sensor unit can switch from an asynchronous mode to a synchronous mode. In synchronous mode, a TPMS sensor unit can enter a power-saving sleep mode, consuming very little power, and then wake up at a predetermined time slot to transmit tire condition data to a central unit. Each TPMS sensor unit can have a different time slot. These power-saving phases can conserve TPMS sensor unit power.By assigning different time slots, it can be ensured that no collisions occur, as well as allowing a greater bandwidth for one or more central units to perform wireless operations with other devices (e.g. scanning in conjunction with keyless access, connecting to user devices, etc.).

[0010] In some embodiments, transmission by TPMS sensor units is possible according to one or more Bluetooth (BT) standards, including BT Low Energy (BLE). In an asynchronous mode, TPMS sensors can transmit tire condition data in Connectable Advertisements (ADVs). The TPMS sensor units can switch from an asynchronous mode to a synchronous mode in response to receiving a sync transfer packet from a central unit containing synchronization information (sync info). In synchronous mode, a TPMS sensor unit can enter a deep sleep mode in which it cannot send or receive. Based on the synchronization information, the TPMS sensor unit can wake up to receive a Periodic Advertising with Response (PAwR) ADV from a central unit and, in response, send back a reply message containing tire condition data.

[0011] According to certain embodiments, TPMS sensor units can conditionally transmit tire condition data. If the tire condition data has not changed since a previous response, no response can be sent back. If the tire condition has changed, a response message can be transmitted. Such an arrangement can eliminate or significantly reduce the transmission of redundant data.

[0012] In some embodiments, a central unit can initiate an authentication process with asynchronous TPMS sensor units after detecting them. Subsequent transmissions of tire condition data by TPMS sensor units in asynchronous and / or synchronous mode can be encrypted.

[0013] In some embodiments, a TPMS sensor unit can switch from either an asynchronous or a synchronous mode to a high-speed mode. In a high-speed mode, a TPMS sensor can transmit tire condition data at a faster rate than in an asynchronous or synchronous mode. A high-speed mode can be triggered in response to any suitable condition, including but not limited to an alarm state, changes in tire condition, and / or a tire inflation process.

[0014] According to embodiments, a central unit can be used for both TPMS and vehicle access functions. TPMS communication can be synchronized and coordinated by the central unit. For synchronized communication, PAwR can be used, with one central unit coordinating both functions (TPMS and vehicle access) on its own. As noted herein, PAwR can be used as soon as a TPMS sensor unit is no longer in "deep sleep" by detecting pressure or motion pulses. Initially, a TPMS sensor unit can transition from deep sleep mode to an asynchronous mode and begin BLE advertising to communicate with a central unit. A central unit can then modify the communication with a TPMS sensor unit by initiating PAwR.After PAwR begins, a TPMS sensor unit may no longer only respond to observed pressure and motion pulses, but may wait for advertisements from a central unit and then respond at certain times (e.g., at a PAwR “sub-event”).

[0015] Fig. Figure 1 is a graphical representation of a vehicle system 100 according to one embodiment. The vehicle system 100 can comprise a first central unit 102-0, a second central unit 102-1, and TPMS sensors 104-0 to 104-3. A wireless user device 106 is also shown, which can execute one or more vehicle-related applications (e.g., a digital key) 108. The first and second central units (102-0, -1) can communicate with other parts of the system 100. In the embodiment shown, a central unit (102-0, -1) can communicate using several wireless protocols, including BLE and ultra-wideband (UWB). The central units (102-0, -1) can also include a secure element (SE) that protects data and / or applications against attacks.

[0016] The TPMS sensor units (104-0 to -3) can be mounted in tires and wirelessly transmit tire condition data to one or both of the central units (102-0, -1). According to embodiments, the TPMS sensor units (104-0 to -3) can have different modes, including an asynchronous mode and a synchronous mode. In asynchronous mode, each TPMS sensor unit (104-0 to -3) can periodically transmit tire condition data according to its own state, independently of the state or transmissions of other TPMS sensor units. In synchronous mode, each TPMS sensor unit (104-0 to -3) can be assigned a different time slot within a repeating interval, during which it may or may not transmit tire condition data. In the embodiment shown, the TPMS sensor units (104-0 to -3) can operate according to a BLE standard.In asynchronous mode, the TPMS sensors (104-0 to -3) can transmit Connectable BLE-ADVs with tire condition data. In synchronous mode, the TPMS sensors (104-0 to -3) can transmit tire data in various PAwR responses to one or more central units (102-0, -1). Such PAwR responses can be assigned to different time slots within a sub-interval of a repeating advertising interval.

[0017] In some embodiments, the TPMS sensor units (104-0 to -3) can also receive and optionally transmit data according to a different standard and frequency range as asynchronous and synchronous TPMS data. For example, the TPMS sensor units (104-0 to -3) can receive and, in some embodiments, transmit at a low frequency (LF) (e.g., 125 kHz) for advantageous compatibility with existing TPMS standards or protocols. In some embodiments, an LF signal or message can be used between a central processing unit and a TPMS sensor unit to initially wake up and configure the TPMS sensor unit.

[0018] Unlike conventional systems, System 100 can include more than one central unit capable of providing TPMS functions (two in the illustrated embodiment) (102-0, -1). In some embodiments, the central units (102-0, -1) can be redundant, with each central unit (102-0, -1) receiving tire condition data from one or more of the same TPMS sensor units (104-0 to -3) in the same time slots. Additionally or alternatively, TPMS operations can be distributed between the central units (102-0, -1), with one central unit (e.g., 102-0) receiving tire condition data from one or more TPMS sensors (e.g., 104-0, -1), while another central unit (e.g., 102-1) receiving tire condition data from other TPMS sensors (e.g., 104-2, -3).

[0019] According to embodiments, a central unit (102-0, -1) can place the TPMS sensors (104-0 to -3) into a synchronous state to limit the reception of tire condition data, thereby freeing up bandwidth to serve any other suitable wireless devices or services, such as, but not limited to, an application 06 for a digital key. In some embodiments, other wireless devices or services may be BLE devices that may or may not be synchronized with TPMS tire condition data transmissions. However, embodiments also include other wireless devices / services that operate according to other suitable wireless protocols (e.g., UWB, IEEE 802.11, Zigbee, etc.).

[0020] In this way, a vehicle system can include TPMS sensor units that can switch between an asynchronous mode, in which sensors transmit independently according to their own detected state, and a synchronous mode, in which the TPMS sensors can selectively transmit tire condition data in a different time slot within a repeating advertising interval. The reception and processing of tire condition data from TPMS sensor operations can be distributed across two or more central units. One central unit can synchronize the reception of tire condition data, thus freeing up bandwidth for other wireless operations for the vehicle.

[0021] Fig. Figure 2-0 is a timing diagram illustrating conventional TPMS operation. Upon power-up and initial configuration, a TPMS sensor can acquire and transmit tire pressure and temperature data 209 at a defined interval 211. Such transmissions can be ultra-high frequency (UHF) messages in the range of 314.9–433.92 MHz. The defined interval 211 can have a duration of 30–120 seconds.

[0022] Fig. Figure 2-1 is a timing diagram illustrating TPMS operation 208 according to one embodiment. A TPMS sensor may have conditional transmission times 210-0 to 210-2, during which it may or may not transmit tire condition data. Conditional transmission times (210-0 to -2) may be spaced within conditional transmission intervals 212, which may or may not be regular. In some embodiments, conditional transmission intervals 212 may have a duration of less than 30 seconds (30 s), including approximately 10 s. A TPMS sensor may selectively transmit tire condition data based on any suitable conditions, including changes in the tire condition data compared to a previous transmission. In some embodiments, such changes may include exceeding a limit value, exceeding limits with hysteresis, rates of change, sensor status, or battery charge level.Limit values ​​may include, but are not limited to, any suitable limit values ​​for tire conditions, such as tire pressure exceeding and / or falling below one or more limit values, tire pressure increase and / or decrease rate exceeding a limit value, or tire acceleration exceeding a limit value. Tire condition data may include, but are not limited to, any suitable data, such as tire pressure, tire temperature, and tire acceleration. Embodiments also incorporate TPMS sensor operations, which may include unconditional transmission times (210-0 to -2) in combination with conditional transmission times.

[0023] In some embodiments, a TPMS can perform unconditional transmissions (e.g., alarm transmissions) 214 in response to predetermined conditions, in addition to conditional transmissions. For example, the pressure and / or the pressure drops below a threshold at high speed. In some embodiments, unconditional transmissions 214 can be BLE-ADVs transmitted by a TPMS sensor unit. Additionally or alternatively, such transmissions can be responses triggered by request transmissions from a central unit (e.g., PAwR).

[0024] In some embodiments, a TPMS sensor unit may, in addition to conditional transmission times, include a high-sampling-rate mode 216 in which tire condition data can be transmitted at time intervals shorter than conditional time intervals 212. The high-sampling-rate mode 216 is in Fig. Figure 2-1 shows a start time 218-0 and an end time 218-1. As in the case of unconditional transmissions 214, a high-sampling-rate mode 216 can include a sequence of BLE-ADVs and / or responses generated from a request issued by a central processing unit.

[0025] In some embodiments, the high-speed mode 216 can correspond to a tire inflation process (i.e., a "tire inflation assist" function). With a conventional tire inflation assist function, a TPMS sensor unit can operate by assuming that the vehicle could be inflated every time it stops moving, and thus begins a prolonged high-speed scan. In contrast, according to embodiments, a driver can inform a vehicle that a tire inflation process is planned or has begun. In response, a central unit can increase the message rate for TPMS sensor units. In some embodiments, a central unit can modify a PAwR advertisement rate to increase the frequency, thereby supporting real-time tire pressure readings.A tire inflation assistance function can be initiated in any suitable manner, including but not limited to: a user indicates an intention to inflate the tires via a vehicle cluster / display or user-portable electronic device (e.g., a smartphone, a portable device communicating with a vehicle) or a sensor state (e.g., tire pressure increase rate, physical proximity to transmit the inflation state, geolocation).

[0026] In this way, TPMS sensor operations can include periodic conditional transmission times, during which tire condition data may or may not be transmitted. In addition to conditional transmissions, TPMS sensor operations can include alarm transmissions in response to predetermined tire conditions and / or high-sampling-rate modes, in which tire condition data is transmitted at a faster rate than the conditional transmission rate.

[0027] Fig. Figure 3 is a timing diagram showing the operation of a central unit and a TPMS sensor unit that can establish a PAwR sequence to report tire condition data. Fig. Figure 3 shows BLE transmissions between a central unit 302 and a TPMS sensor unit 304. In the embodiment shown, a central unit can begin scanning for BT frequencies 310-0 (e.g., for ADVs from TPMS sensor units) upon a predetermined vehicle event (e.g., when the engine is started). In response to a predetermined tire condition (e.g., detected tire roll), a TPMS sensor unit can reactivate BLE circuits, which can then begin transmitting Connectable Advertisements (e.g., ADV_IND) 312-0, which may include tire pressure, temperature, and other tire condition data. In some embodiments, such tire condition data can be transmitted as soon as a corresponding accelerometer in the TPMS sensor unit 304 detects rotation.

[0028] The Advertisements 312-0 transmitted by the TPMS Sensor Unit 304 can be Connectable ADVs. If a central unit fails to connect to a TPMS Sensor Unit, the TPMS Sensor Unit can determine that an ADV error has occurred and can retransmit the ADV. In some embodiments, if a TPMS Sensor Unit fails to connect to a central unit, it can continue to transmit Connectable ADVs containing tire condition data at predetermined intervals (e.g., 60 seconds).

[0029] The central unit 302 can receive Connectable Advertisements and connect to a TPMS sensor unit (e.g., CONNECT_IND) 310-1. Once connected, the central unit 302 can authenticate itself to TPMS sensor units 310-2. Such authentication can be performed according to any suitable BLE-compatible authentication method.

[0030] If authentication is successful, a central processing unit (CPU) can transmit a synchronization transfer (sync transfer) packet that may point to the next packet in a PAwR sequence (e.g., LL_PERIODIC_SYNC_WR_IND, p. 310-3). A TPMS sensor unit can receive the sync transfer packet and, based on data in such a packet, determine when and on which channel (or channels) to begin waiting for an initiating PAwR transmission from a CPU.

[0031] A central processing unit (CPU) can initiate a PAwR sequence according to a timing specified by the CPU (provided as synchronization information in the sync transfer packet) by transmitting a PAwR request (e.g., AUX_SYNC_SUBEVENT_1ND) to 310-4. Prior to such a request from a CPU, TPMS sensor units can wake up and receive the request on 310-4. As a result of such a request, each TPMS sensor unit can transmit a response containing tire condition data in a different timeslot following the request. Fig. Figure 3 shows a TPMS sensor unit response 312-1 (e.g., AUX SYNC SUBEVENT_RSP), which can be the first of four different TPMS sensor unit responses. Such a response 312-1 can send sensor data to a central processing unit in an assigned time slot. It is understood that such a response can be conditional (e.g., it can be transmitted if there has been insufficient change compared to a previous transmission).

[0032] In this way, a vehicle system's central unit can first scan for ADVs from BT TPMS sensor units containing tire condition data. A central unit can connect to these TPMS sensor units, authenticate them, and then issue a PAwR synchronization information packet. In response to such a packet, TPMS sensor units can wake up to receive a PAwR request and send back tire condition data in various subsequent time slots.

[0033] Fig. Figure 4 is a timing diagram showing a conventional BLE tire detection operation involving a single central processing unit (TPMS central unit) and one or four TPMS sensor units (TPMS sensors). Each TPMS sensor unit can wake up independently and then read its sensor data (415-0). During a recurring BLE advertising period (417), a TPMS sensor unit can transmit three ADV events with sensor data on dedicated BLE advertising channels (37, 38, and 39) (415-1). The conventional TPMS sensor unit can then enter a deep sleep state until the next advertising period (415-2). Advertising periods can be set to 30–60 seconds.

[0034] Since conventional TPMS sensor units operate independently, sensor data ADVs can be transmitted at any time during an advertising period. Accordingly, the central unit must scan 413 for 100% of the time to ensure it is receiving TPMS sensor data.

[0035] Fig. Figure 5 is a timing diagram showing tire detection and reporting processes according to one embodiment. Such processes may, but do not have to, conform to a BLE standard. Fig. Figure 5 shows operations of a central processing unit (TPMS central processing unit), which may be one of several such units. Also shown are two of four TPMS sensor units (TPMS Sensor 1, TPMS Sensor 3). A central processing unit can transmit a control and / or configuration data message 510-3 indicating a request for TPMS sensor data. In some embodiments, a control / configuration message 510-3 may include synchronization information for TPMS sensor units to determine a response time slot. Additionally or alternatively, TPMS sensor units may already possess synchronization information, and a control / configuration message 510-3 may be a trigger-type message that can initiate responses from TPMS sensor units.

[0036] In a BT implementation form (e.g., BLE implementation form), while a control / configuration message 510-3 may be on primary advertising channels (i.e., 37, 38, 39), such a message may advantageously also be on a secondary advertising channel (e.g., 1-36).

[0037] TPMS sensor units can acquire tire condition data 514-0, 514-3 (e.g., sensor data). In some embodiments, such an action can be performed in response to the control / configuration message 510-3. In other embodiments, however, TPMS sensor units may have previously acquired sensor data, for example, asynchronously. That is, while sensor data transmissions by TPMS sensor units may be synchronous, sensor data acquisition may be asynchronous or synchronous with sensor data transmissions.

[0038] In response to the control / configuration message 510-3, each TPMS sensor unit can transmit sensor data in a reply message (two of which are shown with references 512-10, 512-13) in a different timeslot (516-0, 516-3). Fig. Figure 5 shows response messages received by a central unit 512-1 in a sequential order. However, it is understood that other TPMS sensor units can also transmit response messages in other time slots, which may lie between, before, or after time slots 516-0 and 516-3. In some embodiments, response messages (512-10, 512-13) may be conditional and transmitted only under certain conditions (e.g., sensor data has changed sufficiently, a maximum response time has not been reached, a battery has a certain capacity). In a BT-compatible embodiment, response messages may be transmitted on a secondary advertising channel (e.g., 1-36).

[0039] With further reference to Fig. 5 A central processing unit can transmit a control / configuration message 510-3 and receive response messages 512-1 within a repeating periodic interval (e.g., an advertising interval) 518. Any remaining portion of a periodic interval 518 can be used for sleep mode or other operations 522. This contrasts with a conventional approach such as that of Fig. 4, in which the central unit can scan over an entire advertising interval. Each TPMS sensor unit can enter a deep sleep mode (520-0, 520-3) after transmitting a response (512-10, 512-13). That is, for most of an advertising interval 518, TPMS sensor units can be in a deep sleep mode. In some embodiments, a deep sleep mode (520-0, 520-3) may include a TPMS sensor unit terminating transmissions and turning off wireless receiving circuits. In some embodiments, the deep sleep mode may also include terminating sensor read operations.

[0040] In this way, TPMS operations can involve a repeating interval in which a central unit sends a control / configuration message and, in response, receives sensor data for different TPMS sensor units in different time slots. A remaining portion of the repeating interval can be used by the central unit for other operations and / or a sleep mode.

[0041] Fig. Figure 6 is a time diagram showing the operation of a vehicle system according to a further embodiment. Fig. Figure 6 shows transmissions for a central unit (BLE central unit), TPMS sensor units (TPMS-U1 to TPMS-U4), and a wireless system that can be synchronized (other synchronous device). In some embodiments, the other synchronous device may be a vehicle access device (e.g., a transponder or an app as a digital vehicle key). Fig. Figure 6 also shows one or more other systems that cannot be synchronized (other asynchronous device). A vehicle system can operate in an asynchronous mode 632 and a synchronous mode 634.

[0042] In asynchronous mode 632, the TPMS sensor units TPMS-U1 to -U4 can periodically transmit Connectable ADVs containing tire condition data. Such ADVs (asynchronous ADVs) can have timing controls that may be independent of each other. In some embodiments, the timing of such asynchronous ADVs can be based on when a TPMS sensor unit was activated. The asynchronous ADVs shown for the TPMS sensor units TPMS-U1 to -U4 are designated with reference numerals 624-0, 624-1, 624-2, and 624-3, respectively. In an asynchronous mode, another synchronous device can also operate asynchronously and transmit ADVs 626 independently of other BLE devices. Other asynchronous devices can provide ADVs 628-0 to 628-4 at different times.

[0043] Since the various wireless units (TPMS-U1 to -U4, other synchronous device, other asynchronous device) can transmit at essentially any time, the BLE central unit can continuously scan in asynchronous mode 632 (in a state for receiving ADVs).

[0044] In synchronous mode 634, the TPMS units TPMS-U1 to -U4 and any other BT devices that can be synchronized (other synchronous devices) can be synchronized with a BLE central unit. The synchronous operations 614 can include the BLE central unit transmitting a PAwR request 610-3, which can be received by the TPMS units (TPMS units U1 to -U4) and the other synchronous unit. In response, these units can send replies in predetermined time slots. In the example shown, the TPMS units TPMS-U1 to -U4 can each transmit a reply with tire condition data, referenced by references 612-10 to 612-13. An other synchronous unit can send a reply 630. In the Fig. The responses shown in Figures 612-10 to -U3 and 630 are consecutive; however, the responses can also occur in different sequences or in time slots that are further apart (e.g., in different sub-intervals). In some embodiments, the BLE central processing unit can then use the entire advertising interval not used for synchronous operations, or a portion thereof, specifically for scanning for other asynchronous devices 638.

[0045] In this way, a system can have both an asynchronous mode and a synchronous mode. In asynchronous mode, the TPMS sensor units and any other synchronization-capable units can synchronize with a BLE central processing unit. The BLE central processing unit can then use all or part of the remaining bandwidth to scan for units that are not capable of synchronous operation.

[0046] Fig. Figure 7 is a block diagram of a TPMS sensor unit 704 according to one embodiment. The sensor unit 704 may include a TPMS sensor IC (IC: integrated circuit) 740, a BLE radio IC 742, a battery 744, an antenna 748, and optionally a switch 746. The TPMS sensor IC 740 may be an application-specific IC (ASIC) that draws power from the battery 744 and performs TPMS sensor functions, including reading sensor data from TPMS sensors. The BLE radio IC 742 may perform BLE functions as described herein or equivalent, such as transmitting asynchronous connectable ADVs and configuring for synchronous operations in response to requests from a central processing unit, but is not limited to these functions. The battery 744 can provide power for a TPMS sensor unit 704 and can be a 3V lithium cell in the embodiment shown, but this should not be interpreted as a limitation.Switch 746 can connect the BLE radio IC 742 to a power supply. In some embodiments, switch 746 can operate according to a TPMS sensor unit mode, thereby putting the BLE radio IC 742 into a sleep mode. It should be noted that switch 746 may be a separate component, integrated into the TPMS sensor IC 740, integrated into the BLE radio IC 742, or may not be present at all. Antenna 748 can be configured for BLE transmissions, receiving and transmitting according to one or more BLE standards.

[0047] The TPMS sensor IC 740 and the BLE radio IC 742 can communicate with each other via one or more data buses 754. Such data buses 742 can take any suitable form and, in the embodiment shown, can comprise a 12C-compatible bus with a serial clock line (SCL) and a serial data line (SDA).

[0048] In this way, a TPMS sensor unit can include a sensor IC that can perform tire condition sensor measurements, as well as a BLE-compatible IC that can be put into a sleep state by switching off the power.

[0049] Fig. Figure 8 is a block diagram of a TPMS sensor unit 804 according to a further embodiment. The TPMS sensor unit 804 can comprise wireless circuits 842, low-power monitoring (LPM) circuits 850, a battery 844, sensor circuits 852, and an antenna system 848. The wireless circuits 842 can receive sensor data from the sensor circuits 852 and transmit such data according to one or more wireless standards (e.g., BLE). The wireless circuits 842 can operate in an asynchronous mode 832 and a synchronous mode 834. In asynchronous mode, sensor data can be transmitted from a TPMS sensor unit 804 according to its own state (e.g., periodically). In synchronous mode, the TPMS sensor unit 804 can conditionally transmit sensor data at a predetermined time (e.g., delay, time slot) at a repeating interval (e.g., advertising interval, beacon interval, reporting interval).Such a predetermined time can be set up through communication with a central unit.

[0050] The LPM circuits 850 can include wireless circuits that support low-frequency communication with a central processing unit. In some embodiments, the communication can be conventional low-frequency (LF) communication (e.g., 125 kHz). In some embodiments, such communication can be one-way from a central processing unit to a TPMS sensor unit 804 (e.g., to wake up a TPMS sensor unit). Alternatively, such communication can be two-way (e.g., wake-up, diagnostics, configuration). In some embodiments, the LPM circuits 850 can be used to orchestrate the use of the sensor circuits 852 and relay information to the wireless circuits 842.

[0051] The battery 844 can power a TPMS sensor unit comprising the wireless circuits 842, the LPM circuits 850, and the sensor circuits 852. The sensor circuits 852 can detect various states of a tire and, in the embodiment shown, may include a pressure sensor 852-0, a temperature sensor 852-1, and an accelerometer 852-2. In some embodiments, tire condition data from the sensors 852 can be provided to the wireless circuits 842 and, optionally, the LPM circuits 850. The antenna system 848 can be connected to the wireless circuits 842 and the LPM circuits 850 to enable the reception and transmission of wireless messages.

[0052] In this way, a TPMS sensor unit can incorporate wireless circuitry capable of operating in an asynchronous mode, where tire condition data is transmitted without reference to other vehicle systems, and a synchronous mode, where tire condition data can be transmitted at a predetermined time. A TPMS sensor unit can also include LPM circuitry to enable conventional communication at lower frequencies.

[0053] Fig. Figure 9 is a state diagram of TPMS sensor unit operations 960 according to one embodiment. The operations 960 can be executed by processor circuits of a TPMS sensor unit. The operations 960 can begin with a TPMS sensor unit that has a power-on reset (POR) state 960-0.

[0054] During the operations, the system can switch from the POR state 960-0 to a storage mode 960-1. In some embodiments, storage mode 960-1 can correspond to a shelf mode in which a TPMS sensor unit is stored before being installed in a pressurized tire. In some embodiments, a TPMS sensor unit in storage mode 960-1 can periodically sample the pressure at a long interval (e.g., several minutes) using LPM circuits. If a sampled pressure exceeds an ambient pressure limit 960-2, the system can switch to a parking mode 960-2. As one of many possible examples, at an ambient pressure of approximately 100 kPa absolute (abs), a limit can be set to approximately 200 kPa absolute (abs). As long as a TPMS sensor unit is in memory mode 960-1, it can respond to LF commands to enable diagnostics, testing, status checks, etc. In the embodiment of… Fig. 9. The BLE circuits can be switched off (BLE OFF) as long as they are in memory mode 960-1.

[0055] In parking mode 960-3, the TPMS sensor unit can periodically sample pressure and acceleration (P, A). The BLE circuits can be switched off (BLE OFF). If the acceleration exceeds a certain prescribed interval (ACCEL > threshold), the system can switch to asynchronous mode 960-4 (e.g., the vehicle may move). If a positive pressure change rate (i.e., gradient) changes by more than a certain prescribed amount (POSITIVE deltaP), the system can also switch to asynchronous mode 960-4 (a tire may be inflated). If a negative pressure change rate exceeds a prescribed value (NEGATIVE deltaP), the system can switch to alarm mode 960-10. This condition can indicate a sudden loss of pressure while the vehicle is parked.If a pressure falls below a predetermined threshold (P LOW), the system can also switch to alarm mode 960-5. A low pressure threshold can be provided by a central unit (e.g., at the LPM) and / or be a default value set by a TPMS sensor unit manufacturer. In some embodiments, a TPMS sensor unit in parking mode 960-3 can periodically sample the acceleration in a first interval and the pressure in a second, longer interval via the LPM. In some embodiments, an acceleration threshold can be significantly higher than 1 g.

[0056] In asynchronous mode 960-6, a TPMS sensor unit can send Connectable ADVs (C-ADVs) for reception by central processing units (CPUs). By using C-ADVs, one or more CPUs can negotiate a PaWR mode. In some embodiments, a TPMS sensor unit in asynchronous mode 960-6 can allow a BLE system / circuit (BLE ON) to output C-ADVs that include a sensor identifier (sensor ID), temperature, pressure, and other status information. In some embodiments, C-ADVs can be transmitted approximately every 10 seconds. If a CPU and the TPMS sensor unit successfully perform a Periodic Advertising Sync Transfer PAST operation (PAST successful) 960-7, the operations 960 can be switched to Sync mode 960-8. If PAST is unsuccessful, a TPMS sensor unit can remain in asynchronous mode 960-6 as a "fallback" mode.If the acceleration remains below a prescribed threshold for a specific prescribed period of time (ACCEL < DURATION threshold), the sensor can switch to parking mode 960-9. This condition can indicate that a wheel has not been rotating for a prescribed period of time.

[0057] In synchronous mode 960-8, a TPMS sensor unit can be connected to one or more central units in PAwR mode. A PAwR interval can be adjusted by a central unit depending on conditions and requirements. While PAwR intervals can be adjusted according to any suitable condition / requirement, three conditions are described: driving, tire localization, and tire inflation assistance. For synchronous driving (i.e., when the vehicle is moving), a TPMS sensor unit can receive PAwR requests at relatively long intervals (e.g., 60 s, 10 s). Furthermore, PAwR responses provided by a TPMS sensor unit can be conditional.

[0058] For tire localization in synchronous mode, a TPMS sensor unit can at least send back tire rotation data in response to PAwR requests. Such PAwR requests can have variable intervals (e.g., "on-demand"). For example, a PAwR interval can be reduced to a much higher frequency, so that "time elapsed since top dead center" can be provided to a central unit for correlation with another wheel system, such as a wheel speed sensor of an anti-lock braking system (ABS).

[0059] For a tire inflation assistance function in synchronous mode, a TPMS sensor unit can send real-time pressure data back to one or more central units at a relatively high rate (e.g., 500 ms). In some embodiments, this increase in the message rate can occur in response to user input (e.g., a human-machine interface (HMI) of the vehicle or an application running on a mobile user device communicating with the vehicle). When non-driving functions (e.g., tire localization, tire inflation assistance) are completed, a central unit can reset the PAwR interval to a less frequent "rolling" interval (e.g., 10 s).

[0060] During operations 960, in synchronous mode 960-8, the system can switch to parking mode 960-3 in response to PAwR being deactivated (960-13). Such an action can occur as soon as a central unit ends a PAwR session.

[0061] During operations 960, in synchronous mode 960-8, a switch to asynchronous mode 960-6 can occur in response to PAwR termination (PAwR END) or PAwR operation failure (PAwR FAILURE) 960-14. PAwR END can involve a central unit interrupting a PAwR session and requesting a TPMS sensor unit to return to asynchronous mode 960-6. PAwR FAILURE can involve a TPMS sensor unit not receiving a PAwR ADV from a central unit for a predetermined period.

[0062] With reference to Fig. 9 in conjunction with Fig. 7. The power for the BLE radio IC 742 in asynchronous mode 960-6 can be controlled by a TPMS sensor IC 740. The BLE radio IC 742 can be switched off for most of an advertising interval and then switched on shortly before a desired display event. An asynchronous interval can be managed by a TPMS sensor IC 740.

[0063] With further reference to Fig. 9. In Alarm Mode 960-10, a TPMS sensor unit can send data to the central unit using Connectable ADV packets at a prescribed interval. In some embodiments, this interval may differ from that of Parking Mode 960-3. Connectable ADVs may include a sensor ID, temperature, pressure, and other status information. According to embodiments, Operations 960 may switch to Parking Mode 960-3 in response to a timeout period (TIMEOUT) being exceeded or in response to a tire having the correct pressure (P CORRECT) 960-11. TIMEOUT may indicate that a TPMS sensor unit has attempted to establish a connection with a central unit at relatively short intervals (e.g., 2 s) for a preset duration (e.g., 12 hours) but has not received a response from a central unit.P CORRECT can indicate that a tire has a pressure value above the prescribed level. Such a value can be provided by a central unit and / or be a standard value set by a TPMS sensor unit manufacturer. In some embodiments, P CORRECT may include a certain degree of hysteresis.

[0064] During operations 960, in alarm mode 960-10, a switch to an asynchronous mode 960-12 can occur in response to ACCL > threshold. Such a state can indicate that a tire is currently rolling and can end an alarm mode. During operations 960, if PAST is successful 960-7, a switch to a synchronous mode 960-8 can also occur. Such a state can indicate that a central unit has successfully connected and configured PAwR and can thus end an alarm mode.

[0065] If a central unit acknowledges an ADV issued in alarm mode 960-10, in some embodiments the operations can be switched to a parking mode 960-3.

[0066] In this way, a TPMS sensor unit can include a parking mode in which the BLE circuits are switched off, and tire condition data can be transmitted in an LPM. While a vehicle is in operation, it can switch between an asynchronous mode, in which BLE circuits transmit connectable ADVs, and a synchronous mode, in which tire condition data is sent back from a central unit in response to PAwR messages. A synchronous mode can include various configurations with different advertising periods and / or on-demand responses.

[0067] Embodiments may include TPMS processes and systems, but embodiments may also include TPMS sensor units and circuits. Fig. Figure 10 is a graphical representation of a BLE sensor circuit 1042 that may be included in a TPMS sensor unit according to one embodiment. The BLE sensor circuit 1042 may comprise a microcontroller unit (MCU) subsystem 1054, BLE circuits 1056, peripheral circuits 1062, and safety circuits 1072. The MCU subsystem 1054 may comprise processor circuits 1054-0 and memory circuits 1054-1. The processor circuits 1054-0 may be configured in any suitable way to perform TPMS sensor operations as described herein, such as one or more processing circuits, custom-designed logic, programmable logic, or combinations thereof, but not limited to these.The processor circuits 1054-0 can have operating modes 1060, such as a memory mode 1060-1, a parking mode 1060-3, an asynchronous mode 1060-6, a synchronous mode 1060-8, and an alarm mode 1060-10, as described herein, and equivalents. According to such modes 1060, the BLE sensor circuit 1042 can switch between different TPMS sensing configurations, such as asynchronous ADV transmissions and synchronous responses (e.g., PAwR responses), which provide tire condition data.

[0068] The memory circuits 1054-1 can include any suitable memory circuitry, such as non-volatile memory, volatile memory, or combinations thereof. The memory circuits 1054-1 can include standard asynchronous interval data 1062, limits 1064, and a code 1054-10. Asynchronous interval data can be provided to the wireless circuits 1056 to define an asynchronous ADV interval. The limits 1064 can include limits used to define a switch between different modes. The limits 1064 can include, but are not limited to, pressure limits 1064-0 (e.g., ambient limits, positive / negative rates of change, low limits, hysteresis), acceleration limits 1064-1 (e.g., thresholds, durations), and timeout limits 1064-2 (alarm timeout, time limits for a PAwR fault).It is understood that various limit values ​​may have default values ​​provided by a manufacturer, which can subsequently be updated. Code 1054-10 can be executed by processor subsystem 1054-0 to provide the various operations mentioned herein.

[0069] The BLE circuits 1056 can provide wireless communication according to at least one BT standard, including BLE. The BLE circuits 1056 can comprise a BLE-MCU subsystem 1066 and include transmit / receive (Tx / Rx) chains 1056-0, baseband circuits 1056-1, link layer circuits 1056-2, and high-frequency (RF) circuits 1056-3. The BLE-MCU subsystem 1066 can include BLE processor circuits 1066-0 and BLE memory circuits 1066-1. The BLE processor circuits 1066-0 can perform asynchronous operations 1032 and synchronous operations 1034 as described herein and according to equivalents. For asynchronous operations 1032, values ​​provided by the MCU subsystem 1054 can be used, such as a standard asynchronous interval 1062.The synchronous operations 1034 can include receiving PAwR requests and providing PAwR responses with tire condition data in time slots specified by PAwR synchronization information. The BLE processor circuits 1066-0 can also provide authentication and encryption operations 1066-01, which can authenticate a corresponding TPMS sensor unit to a central processing unit and encrypt subsequent PAwR responses.

[0070] The BLE storage circuits 1066-1 can assume any suitable form as described herein and can store data for providing the various BLE operations. Such data can include PAwR synchronization information 1066-11, which may have been received from a central processing unit. The code 1066-10 can be executed by the BLE processor circuits 1066-0 to provide the specified operations.

[0071] The Tx / Rx chains 1056-0 can combine data for transmission in BLE data frames as well as data from received BLE frames. The baseband circuits 1056-1 can provide processing at a baseband frequency for generating data frames. The link layer processing 1056-2 can establish and maintain BLE connections (e.g., to a central processing unit). The RF circuits 1056-3 can include circuits for sending and receiving BLE frames at RF frequencies.

[0072] The peripheral circuits 1062 can include input / output (I / O) circuits 1062-0 to enable communication with a sensor device of a TPMS sensor unit (e.g., pressure, temperature, and / or acceleration sensors). The I / O circuits 1062-0 can be configured in any suitable way; however, in the embodiment of Fig. 10 also includes automotive interfaces (automotive interfaces) 1068 and serial interfaces 1070. The automotive interfaces 1068 may conform to one or more vehicle standards, such as, but are not limited to, standards related to the Controller Area Network (CAN) 1068-0 and standards related to the Local Interconnect Network (LIN). The serial interfaces 1070 may include, but are not limited to, interfaces compatible with SDI (Serial Digital Interface), USB (Universal Serial Bus), UART (Universal Asynchronous Receiver Transmitter), 12C, or I2S. The peripheral circuits 1062 may include, but are not limited to, various other circuits, such as an analog-to-digital converter (ADC) 1062-1 and pulse-width modulation (PWM) circuits 1062-2.

[0073] The security circuits 1072 can provide various security-related functions for a BLE sensor circuit 1042, such as a secure boot process 1072-0, a random number generator (RNG) 1072-1 and a root of trust 1072-2 for cryptographic and similar functions, but are not limited to these.

[0074] In some embodiments, the MCU subsystem 1054, the BLE circuits 1056, the peripheral circuits 1062 and the safety circuits 1072 can be part of the same integrated circuit substrate or package 1074.

[0075] In this way, the BLE sensor circuits of a TPMS sensor unit can include control circuits that may encompass a memory mode, a parking mode, an asynchronous mode, a synchronous mode, and an alarm mode. The BLE sensor circuits can switch between modes in response to data received from the I / O circuits.

[0076] Embodiments may include TPMS sensor units and circuits with various interconnected components; however, embodiments may also include one-piece devices capable of providing TPMS sensor unit operations that include asynchronous and synchronous modes. In some embodiments, such one-piece devices may advantageously be compact single integrated circuits (ICs). Fig. Figure 11-0 shows a housed IC device 1104 that can function as a TPMS sensor unit and may include an integrated sensor. In the embodiment shown, the IC device 1104 may include conductive connections 1178, a housing material 1176, and an opening 1174 that can expose a sensor unit 1180. The sensor unit 1180 can detect pressure and other tire conditions, including, but not limited to, temperature and / or acceleration.

[0077] Fig. Figure 11-1 is a side cross-sectional view of the IC device 1104. The IC device 1104 can comprise a sensor circuit IC 1142 and a sensor unit 1180, which are arranged on a support substrate 1182 surrounded by the housing material 1176. The opening 1174 can extend through the housing material 1176 to the sensor unit 1180. The conductive connections 1178 can extend away from the housing material 1176. In some embodiments, the sensor circuit IC can be arranged as shown in Fig. 9 trained.

[0078] While Fig. 11-0 and Fig. Figure 11-1 shows an IC device with an integrated sensor unit; alternative embodiments may also include IC devices without sensor units.

[0079] In this way, an IC of a wireless device for a TPMS sensor unit, which can switch between an asynchronous and a synchronous mode, can be designed in a one-piece IC package.

[0080] Embodiments may include TPMS sensor units that communicate with a central unit; however, embodiments also include systems in which TPMS sensor units can provide tire condition data to more than one central unit.

[0081] Fig. 12-0, Fig. 12-1 and Fig. Figures 12-3 are timing diagrams showing the operation of vehicle systems according to embodiments. Fig. 12-0 to 12-3 show transmissions as in Fig. 6, where the same reference symbols are used for similar elements, but the respective leading digit is "12" instead of "6". Fig. 12-0 to 12-3 differ from Fig. 6 insofar as there are two central processing units (BLE central processing unit 1, BLE central processing unit 2).

[0082] Fig. Figure 12-0 shows operations in which a central unit can synchronize responses from multiple TPMS sensor units (and other devices) 1286 from several such units. The BLE central unit 1 can transmit a synchronization request 1210-30 (e.g., a sync transfer packet). In response, the TPMS units TPMS-U1 to -U4 can send back responses with tire condition data (1212-10 to 1212-13) (e.g., PAwR responses). In some embodiments, such responses (1212-10 to -U13) can be conditional. The BLE central unit 1 can receive such responses 1282-0. Furthermore, the BLE central unit 2 can receive the same responses 1282-1. Such an arrangement can provide redundancy and / or greater reliability than conventional devices. In some embodiments, a BLE central unit2 can also issue its own synchronization request (not shown).

[0083] With further reference to Fig. In some embodiments, the BLE central unit 1 may have previously performed an authentication process with the TPMS units TPMS-U1 to -U4, which create an encryption scheme to encrypt tire condition data responses 1212-10 to -U13. Such derived authentication / encryption data can be provided by the BLE central unit 1 to the BLE central unit 2 to enable the BLE central unit 2 to decrypt these responses.

[0084] Fig. Figure 12-1 shows operations where synchronized responses are distributed between central units. The BLE central unit 1 can issue a request 1210-31 to trigger three responses 1282-2, encompassing only some of the TPMS sensor units. For example, the responses 1282-2 might correspond to two TPMS sensor units (e.g., TPMS-U1, -U2) and one other synchronized device (e.g., car access). At approximately the same time, the BLE central unit 2 can issue a request 1210-32 to trigger responses from the remaining TPMS sensor units 1282-3. For example, the responses 1282-3 might correspond to TPMS sensor units (e.g., TPMS-U2, -U3). In the embodiment shown, responses for the BLE central unit1 (1282-0) can be received in different time slots than those of the BLE central unit2 (1282-3).In alternative embodiments, however, such responses can occupy the same time slot for different BLE central processing units. While... Fig. Figure 12-1 shows the BLE central processing unit requirements 1210-31 / 1210-32 which are issued at the same time; alternative embodiments may also include BLE central processing unit requirements 1210-31 / 1210-32 which are issued at different times.

[0085] Fig. Figure 12-2 shows processes in which different BLE central units can issue requests over alternating intervals. In a first interval 1292-0 (e.g., an advertising interval), BLE central unit 1 can issue a request 1210-33 to trigger responses 1282-4 from TPMS sensor units. In a subsequent interval 1292-1, BLE central unit 2 can issue a request 1210-34 to trigger responses 1282-5 from the same TPMS sensor units.

[0086] In some embodiments, TPMS sensor units can be assigned to different central processing units (CPUs) based on the operating mode or condition of a system. The CPUs can synchronize with TPMS sensor units according to signal strength, physical proximity, the CPU's bandwidth, the vehicle's operating mode, or tire condition, to name just a few of many possible factors. According to some embodiments, TPMS sensor unit assignments can be dynamically switched when the modes or conditions change.

[0087] In this way, systems can include multiple central units that can synchronize with the same set of TPMS sensor units. In some configurations, different central units can receive tire condition data from all TPMS sensor units. In other configurations, TPMS sensor units can be assigned to different central units.

[0088] Fig. Figure 13 is a block diagram of a vehicle system 1300 according to one embodiment. The system 1300 can comprise a first central unit (Master-BLE1) 1302-0, a second central unit (Master-BLE2) 1302-1, BLE repeaters 1304 (which may include TPMS sensor units), ultra-wideband (UWB) anchors 1394, a body domain control (BDC) system 1396, and near-field communication (NFC) systems 1398. The Master-BLE1 1302-0, the Master-BLE2 1302-1, and the UWB anchors 1394 can communicate with each other via a private CAN bus 1383. The Master-BLE1 1302-0, the BDC system 1396, and the NFC systems 1398 can communicate with each other via a public CAN bus 1385.

[0089] The master BLE1 1302-0 can include BLE circuits 1342-00, UWB circuits 1342-01, an MCU 1399-0, a first CAN interface 1397, and a second CAN interface 1395. The BLE circuits 1342-00 can provide central processing unit (CPU) operations as described herein and equivalents, such as asynchronous operations, in which the BLE circuits 1342-00 can scan for Connectable ADVs, and synchronous operations, in which the BLE circuits 1342-00 can establish PAwR sequences with one or more BLE repeaters 1304, but are not limited to these. The UWB circuits 1342-01 can provide wireless operations for a vehicle system in UWB frequencies (e.g., keyless entry, keyless start, driver / passenger location, or occupancy level). In some embodiments, UWB frequencies can cover a range of approximately 3.1 to 10.6 GHz, but are not limited to this range.The MCU 1399-0 can control the BLE and UWB circuits 1342-00 / 01.

[0090] The Master-BLE2 1302-1 can have similar components to the Master-BLE1 1302-1, such as BLE circuits 1342-10, UWB circuits 1342-11, an MCU 1399-1, and a CAN interface 1395. The Master-BLE2 1302-1 can provide the same operations as the first Master-BLE1 1302-1.

[0091] In some embodiments, the master BLE1 and the master BLE2 (1302-0 / 1) can work together to provide several operations of the central processing unit as described herein or equivalent. Such operations may include, but are not limited to, the master BLEs (1302-0 / 1) sharing data over the CAN bus 1383, such as synchronization information that establishes synchronization with the BLE repeaters 1304, received tire condition data, or authentication / encryption data for decrypting responses from the repeaters 1304.

[0092] The UWB anchors 1394 can comprise a number of UWB hubs 1394-0 to 1394-3, each of which can include wireless UWB circuits 1393, an MCU 1391, and a CAN interface 1395. The wireless UWB circuits 1393 can provide UWB operations as described herein. The MCU 1391 can control operations of the wireless UWB circuits 1393 in response to commands received at the CAN interface 1395 and provide received data via these circuits.

[0093] The BDC system 1396 can include BDC circuits 1389, a safe element 1387-0, and a CAN interface 1397. The BDC circuits 1389 can include a BDC-MCU 1389-0 and an Identity Authorization Unit (IAU) 1389-1. The BDC-MCU 1389-0 can control various vehicle functions, such as vehicle energy management, seat functions, window / sunroof functions, ambient control functions, lighting functions, or windshield wiper functions. The IAU 1389-1 can authorize a user for a vehicle system. The safe element 1387-0 can store safe elements for authorizing users and any other suitable safety-related operations. In some embodiments, the master BLE1 or the master BLE2 (1302-0 / 1) can access the safe element 1387-0 to enable safe operations as described herein or as equivalents (e.g.The creation of authentication and creation schemes with the BLE repeaters 1304 or functions for keyless access with the BLE repeaters 1304). The CAN interface 1397 can enable communication via the CAN bus 1385. The NFC systems 1398 can include both indoor NFC circuits 1398-0 and outdoor NFC circuits 1398-1 / 2.

[0094] The public CAN bus 1385 can support / transmit communications compatible with one or more existing standards, such as AutoSAR (Automotive Open System Architecture Microcontroller Abstraction Layer), but is not limited to them. In contrast, the private CAN bus 1383 may not exhibit such compatibility.

[0095] In this way, a vehicle system can include multiple BLE central units that communicate via one or more buses, some or all of which can communicate with BLE repeater devices that include TPMS sensor units. TPMS sensor unit operations can be performed jointly and / or distributed among such BLE central units.

[0096] Fig. Figure 14 is a block diagram of a central node 1402 and operations according to one embodiment. The central node 1402 can comprise BLE circuits 1442-01 and UWB circuits 1442-11. In the embodiment shown, the BLE circuits 1442-01 and the UWB circuits 1442-11 can be system-on-chip integrated circuits (SoCs). The operations of the central node 1402 can be designed to include software elements / operations 1481 and hardware elements / operations 1479. The software 1481 can include an operating system (OS) 1477 that can enable first applications 1477-0 and second applications 1477-1. In some embodiments, BS 1477 may include a Java Card BS, the first applications 1477-0 may be compatible with a Fine-Ranging (FiRa) Consortium standard, and the second operations 1477-1 may be compatible with a Car Connectivity Consortium (CCC) standard.

[0097] The operations of the BLE circuits 1442-01 can include complex acquisition algorithms 1475-0, an access control framework 1475-1, a FiRa framework 1475-2, a digital CCC key 1475-3, and BLE operations 1475-4. The complex acquisition algorithms 1475-0 can include, but are not limited to, the use of BLE signals for applications such as location and distance measurement, and can include machine learning systems. The access control framework 1475-1 can include basic functions to enable vehicle access functions using BLE signals (alone and / or in conjunction with other wireless systems). The FiRa framework 1475-2 can support FiRa functions and / or applications. The digital CCC key 1475-3 can perform digital key operations that are compatible with a CCC or other standard.

[0098] The BLE operations 1475-3 can include, but are not limited to, BLE central processing unit (CPU) operations as described herein and their equivalents, such as synchronous operations 1485-0, asynchronous operations 1485-1, and operations involving multiple CPUs 1485-2. It is understood that such operations can integrate digital key functions with TPMS functions, such as, but are not limited to, allocating scan time (e.g., bandwidth) to acquire BT / BLE-based digital key devices, while also receiving TPMS sensor unit data and / or synchronizing digital key responses to CPU requests (e.g., PAwR). Furthermore, digital key functions can be duplicated and / or moved between multiple CPUs.

[0099] The BLE circuits 1442-01 can include BLE radio circuits 1456-3 and a BLE MCU 1454. The BLE radio circuits 1456-3 can be connected to a BLE-compatible antenna system 1448. The BLE MCU 1454 can be configured like any of those described herein and can include storage and processing circuits that provide the described software operations. The BLE circuits 1442-01 can access, but are not limited to, a system SE 1487-0 for security-related operations, such as the authentication / encryption of a digital key and a TPMS sensor unit.

[0100] The operations of the UWB circuit 1442-01 can include simple and complex radar detection 1473-0, attack mitigation 1473-1, range measurement (e.g., angle of arrival, AoA) 1473-2, and a UWB stack 1473-3. The hardware of the UWB circuit 1442-01 can include UWB radio circuits 1483 and a UWB MCU 1499. The UWB radio circuits 1483 can be connected to an antenna system 1469 via an RF switch.

[0101] The operations for a Central Unit 1402 can take various forms, and certain operations are now described. In one embodiment, the Central Unit 1402 can manage a digital key and other BLE devices while providing sufficient time to scan for (asynchronous) TPMS sensor unit ADVs. Although digital key devices (e.g., phones or transponders) are relatively far away, the Central Unit 1402 can, to name just one of many possible examples, issue ADVs indicating support for operations of a digital key. A Central Unit could issue such an ADV approximately every 500 ms, which takes about 1 ms. This consumes only a very short total transmission time (e.g., about 0.5%), thus leaving ample bandwidth available for TPMS sensor unit ADVs, which may be transmitted at a slower rate because a vehicle may be stationary.

[0102] Even when a digital key (among other devices) is connected, the 1402 central unit can have ample transmit time available to handle TPMS functions. For example, if the 1402 central unit were to handle eight BLE connections (e.g., digital keys via telephones and transponders), and each connection lasted approximately 400 µs every 30 ms, such BLE devices would only use about 10% of the transmit time bandwidth. This would allow the central unit to remain available with approximately 90% of its bandwidth to scan for TPMS sensor unit ADVs and / or initiate synchronous operations (e.g., PAwR).

[0103] In this way, a central unit can provide BLE and UWB operations, including BLE digital key operations, while simultaneously having sufficient transmit time to detect TPMS sensor unit ADVs.

[0104] Fig. Figure 15 is a graphical representation showing vehicle system processes according to a further embodiment. Fig. Figure 15 shows a vehicle system 1500 comprising central units 1502-0, 1502-1, TPMS sensor units 1504-0 to 1504-3, and other units 1504-4 to 1504-6. The central units 1502-0 / 1 may include BLE circuits as described herein or equivalents. One or both of the central units 1502-0 / 1 may also include UWB circuits. The TPMS sensor units (1504-0 to -3) may be configured as any of the units described herein or as equivalents. Other units (1504-4 to -6) may include BLE circuits and / or UWB circuits. In one embodiment, the other units 1504-4 / 5 may be door handle units, while the other unit 1504-6 may be an infotainment unit or the like.

[0105] Fig. Figure 15 further shows a user device 1565 with digital key capabilities. According to embodiments, one or both of the central processing units 1502-0 / 1 can transmit ADVs specifying digital key capabilities. The user device 1565 can receive ADVs 1561-0 from the one or more central processing units 1504-0 / 1 at a first distance 1563-0 and connect to the one or more central processing units 1561-1. After the connection, the one or more central processing units 1504-0 / 1 can begin authentication / identification operations with a digital key. In some embodiments, the first distance 1563-0 can be approximately 10 meters (m). Between the transmission of ADVs indicating digital capabilities, one or more central units 1502-0 / 1 can scan for tire condition data ADVs from TPMS sensor units (1504-0 to -3) and / or set up / re-establish PAwR with TPMS sensor units (1504-0 to -3).

[0106] As a user approaches, the one or more central units 1504-0 / 1 can perform a trust determination regarding a digital key 1561 at a second distance 1563-1. Such a determination can be used (by a central unit or another system) to grant access to a vehicle system 1500. In some embodiments, the second distance 1563-1 can be approximately 6 meters (m). Between such communications, the one or more central units 1502-0 / 1 can continue scanning for ADVs from TPMS sensor units (1504-0 to -3) and / or perform PAwR operations with TPMS sensor units (1504-0 to -3).

[0107] At approximately one-third of a distance 1561-2, UWB communications can begin with pre-query UWB packets. Such an operation can be part of the same authentication process with a digital key initiated with BLE communications, and / or it can be a duplicate of such a process. In some embodiments, one-third of a distance 1561-2 can be approximately 3 m. Upon successful identification / authentication of a digital key, the one or more central processing units 1504-0 / 1 can proceed with BLE operations that include receiving ADVs from one or more digital keys and / or receiving ADVs from one or more TPMS sensor units (1504-0 to -3) and / or synchronizing responses from one or more TPMS sensor units (1504-0 to -3) and / or one or more digital keys using PAwR.

[0108] In this way, one or more central units of a vehicle system can initiate digital key operations using BLE while simultaneously serving as a TPMS.

[0109] Embodiments may include TPMS systems, TPMS sensor units, central processing units and systems with multiple central processing units; however, embodiments may also include BLE circuits for central processing units. Fig. Figure 16 is a graphical representation of BLE central circuits 1654 that may be included in a central unit according to one embodiment. The BLE central circuits 1654 may include elements as shown in Fig. comprise 10, using the same reference symbol for similar elements, but with each leading digit being “16” instead of “10”.

[0110] The BLE central circuits 1654 can include the MCU subsystem 1654, BLE circuits 1656, peripheral circuits 1662, safety circuits 1672, and system resources 1655. The MCU subsystem 1654 can include processor circuits 1654-0 and memory circuits 1654-1. The processor circuits 1654-0 can perform BLE central unit operations as described herein or equivalent. Such operations may include, but are not limited to, establishing a synchronous connection with the TPMS sensor unit 1654-00, scanning for TPMS sensor unit ADVs 1654-01, and digital keying operations 1654-02. The 1654-1 memory circuits can store code that is executed by the 1654-0 processor circuits to provide the various operations mentioned herein.

[0111] The BLE circuits 1656 comprise a BLE-MCU subsystem 1666, Tx / Rx chains 1656-0, baseband circuits 1656-1, link layer operations 1656-2, and RF circuits 1656-3. The BLE-MCU subsystem 1666 can include BLE processor circuits 1666-0 and BLE memory circuits 1666-1. The BLE processor circuits 1666-0 can perform BLE-compatible authentication operations 1666-00 to validate TPMS sensor units. Furthermore, such operations can enable the BLE processor circuits 1666-0 to decrypt TPMS sensor unit data received in encrypted form.

[0112] The 1662 peripheral circuits can include I / O circuits 1662-0 with automotive interfaces 1668 and serial interfaces 1670. The 1662 peripheral circuits can also include PWM circuits 1662-2, audio processing circuits 1662-3, and human interface device (HID) circuits 1662-4.

[0113] The security circuits 1672 can include encryption circuits 1672-3 for performing and / or accelerating encryption and decryption operations, as well as the RNG generator 1672-1 and a root of trust 1672-2.

[0114] In some embodiments, the MCU subsystem 1654, the BLE circuits 1656, the peripheral circuits 1662 and the safety circuits 1672 can be part of the same integrated circuit substrate or package 1674.

[0115] In this way, BLE sensor circuits of a central unit can scan for TPMS sensor unit ADVs and / or synchronize TPMS sensor unit message operations while simultaneously performing digital key operations.

[0116] In some embodiments, BLE central circuits can advantageously be compact, single integrated circuits (ICs). Fig. Figure 17 shows a packaged IC device 1754 that can operate as a BLE central circuit. In some embodiments, the IC device 1754 can implement circuits such as those shown in Fig. 16 circuits shown or equivalents.

[0117] Fig. Figure 18 is a top view of a vehicle system 1800 according to a further embodiment. The vehicle system 1800 can comprise a first central unit 1802-0, a second central unit 1802-1, TPMS sensor units 1804-0 to 1804-3, and vehicle access anchors 1853-0 to 1853-3. The central units 1802-0 / 1 can be configured like any of the units described herein or as equivalents. Each central unit 1802-0 / 1 can include BLE circuitry and UWB circuitry and be capable of performing digital key operations, such as operations based on BLE, UWB, or combinations thereof. Simultaneously, the central units 1802-0 or 1802-1 can receive tire condition data from the TPMS sensor units (1804-0 to -3) using BLE circuitry. Such tire condition data can be received as Connectable ADVs or PAwR responses.

[0118] The TPMS sensor units (1804-0 to -3) may include BLE circuits configured like any of the units described herein or as equivalents. Accordingly, the TPMS sensor units (1804-0 to -3) may switch between different modes, such as a memory mode, a parking mode, an asynchronous mode, a synchronous mode, or an alarm mode. Furthermore, the manner in which tire condition data may be transmitted may include asynchronous connectable ADVs as well as synchronous PAwR responses. Additionally, the transmission rate at which such tire condition data is transmitted may vary depending on the mode (e.g., driving versus tire inflation versus alarm mode). In some embodiments, the TPMS sensor units (1804-0 to -3) may provide tire condition data approximately every 60 seconds while a vehicle is being driven.

[0119] The auto-access anchors (1853-0 to -3) can include BLE and UWB circuitry and be capable of performing digital key operations. In some embodiments, the auto-access anchors (1853-0 to -3) can incorporate TPMS monitoring capabilities of central processing units, as described herein. Consequently, the TPMS monitoring capabilities can be duplicated and / or shared with central processing units, including dynamically.

[0120] In this way, a vehicle system can include central units with BLE and UWB circuits that can perform digital key functions while simultaneously receiving tire condition data from the TPMS sensor unit. The vehicle access anchor units with BLE and UWB circuits can also perform digital key operations.

[0121] Fig. 19-0 and Fig. Figure 19-1 shows timing diagrams illustrating the operation of a central processing unit (CPU) according to embodiments. A CPU can be capable of operating various BLE peripheral devices (e.g., telephones or transponders) while simultaneously providing a long transmit time to also operate TPMS sensor units.

[0122] Fig. 19-0 shows operations of a central processing unit (CPU) while no connections to peripheral devices have been established. Once during an interval (e.g., an advertising interval) 1918-0, a CPU can transmit an ADV 1951 indicating the types of peripheral devices that are supported. The time taken by the ADV 1951 can be relatively short (e.g., ~1 ms) compared to an interval (~500 ms). This allows a large portion of an interval to be made available, as is the case for TPMS sensors 1947. During an availability time 1947, a CPU can listen for TPMS sensor ADVs containing tire condition data, which may or may not be connectable ADVs. In the case of connectable TPMS sensor unit ADVs, a CPU can attempt to perform a synchronization (e.g., PAwR) as described herein or by an equivalent.

[0123] Fig. Figure 19-1 shows operations of a central processing unit (CPU) after synchronized connections have been established to eight peripheral devices. Once per interval, Figure 1918-1 shows a CPU can receive synchronized peripheral device data. Figure 1945 shows this. As explained herein for embodiments, Fig. 19-1 Peripheral data 1945, as received in successive time slots; however, alternative embodiments may also include responses from peripherals received in various other time slots distributed over an interval 1918-1. The time used by the synchronized peripheral data 1945 may be relatively short compared to a total interval (~30 ms) (e.g., ~400 µs per peripheral). This can result in most of the interval 1918-1 being available for TPMS sensor operations 1947. As in the case of Fig. 19-0 can allow a central unit to listen for tire condition data on TPMS sensor unit ADVs during availability time 1947 and / or attempt synchronization with TPMS sensor units.

[0124] In this way, plenty of remaining transmission time remains available for TPMS operations while a central unit displays supported peripherals and after such peripherals have been connected.

[0125] Fig. Figure 20 is a graphic representation showing a conventional channel usage of a BT device. Fig. Figure 20 shows BT channels and their corresponding frequencies. A BT device, such as a BLE TPMS sensor device, can perform frequency hops between channels (BLE can have channels larger than 2 GHz). Devices operating according to other standards (e.g., an IEEE 802.11 device) can operate in channels that may overlap with BT channels. Fig. Figure 20 shows an IEEE 802.11b / g channel 6 (1941-0) with a center frequency of 2437 GHz, which is above BT channels. This illustrates how other wireless devices can be sources of interference for TPMS sensor units.

[0126] Fig. 21-0 and Fig. Figure 21-1 shows a TPMS sensor unit channel usage according to one embodiment. The operations of a TPMS sensor unit can be configured to avoid a potentially interfering channel. Thus, frequencies used by TPMS sensor units can be limited to available frequencies 1943-0 that do not include potentially interfering channels. In some embodiments, a central processing unit can direct a TPMS sensor unit to available frequencies 1943-0. In some embodiments, PAwR responses can be transmitted on available frequencies 1943-0. Fig.Figure 21-1 shows how available frequencies 1943-1 for a TPMS sensor unit can dynamically change based on an interfering channel. In the example shown, the interfering channel 1941-1 can be an IEEE 802.11b / g channel 8 (1941-1) with a center frequency of 2447 Hz.

[0127] In this way, TPMS sensor units can restrict channels on which tire sensor data is transmitted to avoid potentially interfering transmissions on frequencies that overlap BT channels.

[0128] In some embodiments, synchronous responses from TPMS sensor units can be transmitted on secondary BLE advertising channels, thereby avoiding primary advertising channels 37, 38, and 39, which may be occupied. This advantageously reduces the possibility of interference.

[0129] Synchronizing TPMS sensor unit responses can also reduce interference, as the TPMS sensor units do not transmit responses simultaneously.

[0130] Embodiments may include methods, devices, and systems in which at least one TPMS sensor, configured for mounting in a tire, operates in an asynchronous mode that includes the wireless transmission of TPMS data ADVs. Upon receiving synchronous information ADVs from at least one TPMS central device, the sensor switches to a synchronous mode. This synchronous mode may include terminating the transmission of TPMS data ADVs, entering a power-saving state in which the TPMS sensor neither wirelessly transmits nor receives, exiting the power-saving state before a time slot in a recurring advertising interval, and, in response to a request message from the at least one TPMS central device, selectively transmitting a TPMS response in that time slot and then re-entering the power-saving state.TPMS data ADVs and a TPMS response can include tire condition data and be compatible with at least one BT standard.

[0131] Embodiments may include methods, devices, and systems comprising I / O circuits configured to receive tire condition data from at least one sensor, first wireless circuits configured to wirelessly transmit and receive data units compatible with at least one wireless standard, and control circuits. The control circuits may be configured, in conjunction with the first wireless circuits, to periodically transmit TPMS ADVs in an asynchronous mode, terminate wireless transmissions in a power-saving state, and, in a synchronous mode, selectively transmit a TPMS response in a time slot within a repeating advertising interval in response to a request message from at least one TPMS central device, and then enter a power-saving state.The control circuits can also switch from asynchronous mode to synchronous mode in response to receiving a synchronous information ADV from at least one TPMS central device. TPMS data ADVs and a TPMS response can include tire condition data and be compatible with at least one BT standard.

[0132] Embodiments may include methods, devices, and systems comprising at least one TPMS sensor configured to periodically transmit TPMS data ADVs in an asynchronous mode while in a power-saving state and terminating wireless transmissions. The TPMS sensor may also be configured to selectively transmit a TPMS response in a time slot within a repeating advertising interval in response to a request message from at least one TPMS central device, and then enter a power-saving state. The TPMS sensor may also switch from asynchronous mode to synchronous mode upon receiving a synchronous information ADV from the at least one TPMS central device. A system may also include an antenna system coupled to the circuitry.TPMS data ADVs and a TPMS response can include tire condition data and be compatible with at least one Bluetooth standard.

[0133] Methods, devices and systems according to embodiments may include transmitting a TPMS response when tire condition data has changed by a predetermined amount compared to tire condition data transmitted in a previous TPMS response, and not transmitting the TPMS response when the tire condition data transmitted in the previous TPMS response has not changed by the predetermined amount.

[0134] Methods, devices, and systems according to embodiments may include an asynchronous mode in which TPMS data ADVs, separated by a time interval d0, are transmitted periodically. An advertising interval for a synchronous mode may have a duration d1, where d0 > d1.

[0135] Methods, devices and systems according to embodiments may, in response to receiving a fast-mode message from the at least one TPMS central device, include the periodic transmission of a TPMS response at a faster rate than in the asynchronous mode and the synchronous mode.

[0136] Methods, devices, and systems according to embodiments may, prior to receiving the synchronization information ADVs, include performing an authentication process with the at least one TPMS central device, which includes generating at least one encryption key. A TPMS response may include data encrypted with the at least one encryption key.

[0137] Methods, devices and systems according to embodiments can include, by operating a plurality of TPMS sensors, starting all TPMS sensors in the asynchronous mode, in which each TPMS sensor transmits its TPMS data ADVs independently of any timing control of another TPMS sensor, and in response to each TPMS sensor receiving the synchronous information ADV, switching by each TPMS sensor into the synchronous mode, in which each TPMS sensor selectively transmits its TPMS response in a different time slot than the other TPMS sensors.

[0138] Methods, devices, and systems according to embodiments can include, prior to operating in the asynchronous mode, remaining in an inactive mode in which the at least one TPMS monitors for low-frequency transmissions and BT transmission and reception are deactivated. Subsequently, the processes can switch from an inactive mode to the asynchronous mode.

[0139] Methods, devices and systems according to embodiments may include entering inactive mode when the at least one TPMS sensor is switched on and switching from inactive mode to asynchronous mode in response to the TPMS sensor detecting a predetermined acceleration or increase in tire pressure.

[0140] Methods, devices and systems according to embodiments may include switching from synchronous mode to asynchronous mode in response to the fact that no request message is received from the at least one TPMS central device.

[0141] Methods, devices, and systems according to embodiments can, through the operation of the at least one TPMS central device, include scanning for the TPMS data ADVs during a scan period in the repeating advertising interval, terminating the scanning for the TPMS data ADVs after the transmission of the synchronization information ADV, and scanning for the TPMS response during the time slot. The duration of the scan period is greater than the duration of the time slot.

[0142] Methods, devices and systems according to embodiments may include control circuits configured to transmit the TPMS response in conjunction with the first wireless circuits in synchronous mode when tire condition data has changed by a predetermined amount compared to tire condition data transmitted in a previous TPMS response, and not to transmit the TPMS response when the tire condition data transmitted in the previous TPMS response has not changed by the predetermined amount.

[0143] Methods, devices and systems according to embodiments may include control circuits configured to perform an authentication process with the at least one TPMS central device that generates at least one encryption key; and a TPMS response may include data encrypted with the at least one encryption key.

[0144] Methods, devices, and systems according to embodiments may include first wireless circuits configured to transmit over a first frequency range and second wireless circuits configured to transmit and receive over a second frequency range that is lower and does not overlap the first frequency range. Control circuits may be configured to monitor for low-frequency transmissions with the second wireless circuits in an inactive mode while the first wireless circuits are inactive.

[0145] Methods, devices, and systems according to embodiments may include I / O circuits configured to receive accelerometer data. The control circuits may be configured to switch from inactive mode to asynchronous mode in response to accelerometer or tire pressure data.

[0146] Methods, devices and systems according to embodiments may include control circuits configured to switch from synchronous mode to asynchronous mode in response to the absence of a request message from the at least one TPMS central device.

[0147] Methods, devices and systems according to embodiments may include a TPMS sensor configured to transmit the TPMS response in a synchronous mode when tire condition data has changed by a predetermined amount compared to tire condition data transmitted in a previous TPMS response, and not to transmit the TPMS response when the tire condition data has not changed by the predetermined amount compared to tire condition data of the previous TPMS response.

[0148] Methods, devices and systems according to embodiments can include a plurality of TPMS sensors, each configured to transmit a TPMS response in a different time slot within an advertising interval in synchronous mode and to enter a power-saving state between transmitting their TPMS response and before the next expected request message.

[0149] Methods, devices and systems according to embodiments may include a TPMS central device configured to scan for TPMS data ADVs in response to the detection of at least one TPMS ADV, transmit a synchronization information ADV, and terminate the scanning for TPMS data ADVs and receive TPMS responses during at least the time slot.

[0150] It is understood that references in this patent description to "an embodiment" mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Therefore, it is emphasized and understood that two or more references to "an embodiment" or "an alternative embodiment" in different parts of this patent description do not necessarily all refer to the same embodiment. Furthermore, the respective features, structures, or characteristics may be suitably combined in one or more embodiments of the invention.

[0151] It is also understood that in the preceding description of exemplary embodiments of the invention, various features of the invention are sometimes summarized in a single embodiment, figure, or description in order to simplify the disclosure and thereby aid the understanding of one or more of the various inventive aspects. However, this procedure according to the disclosure is not to be interpreted as reflecting the intention that the claims require more features than are expressly stated in each claim. Rather, inventive aspects are inherent in fewer than all the features of a single embodiment disclosed above. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, each claim standing alone as a separate embodiment of this invention.

[0152] This invention has been described with reference to exemplary embodiments; however, this description is not to be interpreted as limiting. A person skilled in the art will recognize from the description various modifications and combinations of the exemplary embodiments, as well as other embodiments of the invention. Therefore, the appended claims are intended to include all such modifications or embodiments. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 63 / 685,254

[0001]

Claims

[1] A procedure comprising: by operating at least one tire pressure monitoring system (TPMS) sensor configured for installation in a tire, Working in an asynchronous mode (async), which includes the wireless transmission of TPMS data advertisements (TPMS data ADVs), In response to receiving synchronous information ADVs from at least one TPMS central device, switching to a synchronous mode that includes the following: Ending the transmission of TPMS data ADVs, Entering a power-saving state in which the TPMS sensor does not wirelessly transmit or receive, before a time slot in a repeating advertising interval Exiting the power-saving state and, in response to a request message from the at least one TPMS central device, selectively transmitting a TPMS response in the timeslot and then re-entering the power-saving state; wherein The TPMS data ADVs and the TPMS response include tire condition data and are compatible with at least one Bluetooth (BT) standard. [2] Method according to claim 1, wherein: Selective transmission of the TPMS response includes the following: Transmit the TPMS response if tire condition data has changed by a predetermined amount compared to tire condition data transmitted in a previous TPMS response, and do not transmit the TPMS response if the Tire condition data has not changed by the predetermined amount compared to the previous TPMS response. [3] Method according to claim 1, wherein: The asynchronous mode includes the periodic transmission of the TPMS data ADVs, which are separated by a time duration d0; and the advertising interval has a duration d1, where d0>d1. [4] Method according to claim 1, further comprising: In response to receiving a fast mode message from the at least one TPMS central device, a TPMS response is periodically transmitted at a faster rate than in asynchronous mode and synchronous mode. [5] Method according to claim 1, further comprising: Before receiving the synchronization information ADVs, perform an authentication process with the at least one TPMS central device, which includes the creation of at least one encryption key; and The TPMS response includes data that is encrypted with at least one encryption key. [6] Method according to claim 1, further comprising: through the operation of a large number of TPMS sensors Starting all TPMS sensors in asynchronous mode, in which each TPMS sensor transmits its TPMS data ADVs independently of any timing control of another TPMS sensor, and In response to each TPMS sensor receiving the synchronous information ADV, each TPMS sensor switches to synchronous mode, in which each TPMS sensor selectively transmits its TPMS response in a different time slot than the other TPMS sensors. [7] Method according to claim 1, further comprising: Before working in asynchronous mode, remain in an inactive mode in which at least one TPMS monitors for low-frequency transmissions and BT transmission and reception are disabled; and subsequent switching from inactive mode to asynchronous mode. [8] Method according to claim 7, wherein: Entering inactive mode when at least one TPMS sensor is switched on; and Switching from inactive mode to asynchronous mode in response to the TPMS sensor detecting a predetermined acceleration or increase in tire pressure. [9] Method according to claim 1, further comprising: Switching from synchronous mode to asynchronous mode in response to the fact that no request message is received from the at least one TPMS central device. [10] Method according to claim 1, further comprising: through the operation of at least one TPMS central device Scanning for TPMS data ADVs during a scan period within the recurring advertising interval, after the transfer of the synchronization information ADV Terminating scanning for TPMS data ADVs and scanning for the TPMS response during the timeslot; wherein The duration of the scan period is greater than the duration of the time slot. [11] A device comprising: Input / output (I / O) circuits configured to receive tire condition data from at least one sensor; first wireless circuits configured to wirelessly transmit and receive data units compatible with at least one wireless standard; Control circuits configured to work in conjunction with the first wireless circuits To periodically transmit tire pressure monitoring system (TPMS) data advertisements (TPMS data ADVs) in an asynchronous mode (async), to terminate wireless transmissions in a power-saving state and in a synchronous mode, to selectively transmit a TPMS response in a timeslot within a repeating advertising interval in response to a request message from at least one TPMS central device, then to switch to power-saving mode and in response to receiving a synchronous information ADV from the at least one TPMS central device, to switch from asynchronous mode to synchronous mode; wherein The TPMS data ADVs and the TPMS response include tire condition data and are compatible with at least one Bluetooth standard. [12] Device according to claim 11, wherein: the control circuits are configured to work in conjunction with the first wireless circuits in synchronous mode to transmit the TPMS response when tire condition data changes have changed a predetermined amount compared to tire condition data transmitted in a previous TPMS response, and not to transmit the TPMS response if the Tire condition data has not changed by the predetermined amount compared to tire condition data transmitted in the previous TPMS response. [13] Device according to claim 11, wherein: the control circuits are further configured to to perform an authentication process with the at least one TPMS central device that generates at least one encryption key; and The TPMS response includes data encrypted with at least one encryption key. [14] Device according to claim 11, further comprising: the first wireless circuits configured to transmit over an initial frequency range; second wireless circuits configured to transmit and receive over a second frequency range that is lower and does not overlap with the first frequency range; and the control circuits that are configured to monitor for low-frequency transmissions with the second wireless circuits in an inactive mode while the first wireless circuits are inactive. [15] Device according to claim 14, wherein: the I / O circuits are configured to receive accelerometer data; and the control circuits are configured to switch from inactive mode to asynchronous mode in response to accelerometer data or tire pressure data. [16] Device according to claim 11, further comprising: the control circuits that are configured to switch from synchronous mode to asynchronous mode in response to the fact that no request message is received from the at least one TPMS central device. [17] A system comprising: at least one tire pressure monitoring system (TPMS) sensor configured to To periodically transmit TPMS data advertisements (TPMS data ADVs) in an asynchronous mode (async), to terminate wireless transmissions in a power-saving state and in a synchronous mode, to selectively transmit a TPMS response in a timeslot within a repeating advertising interval in response to a request message from at least one TPMS central device, then to switch to power-saving mode and in response to receiving a synchronous information ADV from the at least one TPMS central device, to switch from asynchronous mode to synchronous mode; and an antenna system coupled to the circuits; wherein the TPMS data ADVs and the TPMS response tire condition data include and are compatible with at least one Bluetooth standard. [18] System according to claim 17, wherein: the TPMS sensor is configured to operate in synchronous mode to transmit the TPMS response when tire condition data has changed by a predetermined amount compared to tire condition data transmitted in a previous TPMS response, and not to transmit the TPMS response if the tire condition data has not changed by the predetermined amount compared to the previous TPMS response. [19] System according to claim 17, further comprising: a large number of TPMS sensors, each configured to operate in synchronous mode to transmit a TPMS response in a different timeslot within the advertising interval and to enter a power-saving state between transmitting its TPMS response and before the next expected request message. [20] System according to claim 17, further comprising: a TPMS central device configured to scan for TPMS data ADVs, in response to the detection of at least one TPMS ADV, the synchronization information ADV is transmitted and to stop scanning for TPMS data ADVs and to receive TPMS responses for at least the time slot.

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