Huf Baolong Electronics Bretten RDKS-RE-1 Tire Pressure Monitoring System User Manual users manual 3

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Document ID	156138
Application ID	YMA6U/0u/zE9n8QFwGxsYw==
Document Description	users manual 3
Short Term Confidential	No
Permanent Confidential	No
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Document Type	User Manual
Display Format	Adobe Acrobat PDF - pdf
Filesize	127.45kB (1593099 bits)
Date Submitted	2001-06-22 00:00:00
Date Available	2001-06-20 00:00:00
Creation Date	2001-06-19 09:24:14
Producing Software	Acrobat 4.05 Scan Plug-in for Windows
Document Lastmod	2001-06-19 09:24:31
Document Title	users manual 3
Document Creator	Acrobat 4.05 Scan Plug-in for Windows

the automatioc recognition and detec»
tion of the wheels mounted to the
vehicle. For this purpose. the electronic
system of every wheel sends an indivi—
dual, unmistakeable signal. By means
ofstatistical evaluation of the incoming
information, the system recognizes which
types of electronic systems have been
installed in the indivual vehicle iinde~
pendent wheel recognition], and their
installation position [assignment of
positions).
During the independent wheel reco-
gnition, the vehicle’s own wheels are
identified. The telegrams received
from the electronic system of every
wheel tire counted. If speCific statistical
preconditions have been complied
with, this electronic system is recogni~
zed as an own wheel.
The assignment of positions of an elec-
tronic wheel system is carried out by
means of a statistical evaluation of
the intensity received on the individual
antennas in the wheel houses. If the
assignment has been determined unmis~
takeably, the positions are stored in a
non-volatile storage unit.
When the ignition is turned on the
next time, the process Will start in the
former order. If a new wheel has been
mounted, the system has to re—leach its
wheels and to determine the moun—
ting positions again. As soon as specific
statistical conditions have been fullfil-
led, the originally installed wheel is
removed from the list of own wheels
(taught off) and then the newly
installed wheel is included into the list
of the own wheels. The control is car—
ried out only during driving to avoid
influences on the stationary car from
closely parked vehicles with tire pres-
sure monitoring systems.
2.5 Control functions during
standstill
After the ignition has been turned off,
the control unit is switched to an CCO'
nuniy mode. The control unit is then
activated a short time before the
expected regular dam telegrams of its
wheels. When the unit has received
these telegrams, the control unit
returns to economy mode.
Thus, the following functions can be
realized:
I'Warning in time in the case oi a
puncture before starting: A normal eva-
luation of the measured pressure valuc
Will be carried out when the ignition is
turned on. and a respectlve warning is
given, if required.
I Optionally. the tire pressure control
system can be combined With a warning
equipment which Will be activated if
somebody tries to damage the tire
3. System Components
The tire pressure control system
consist of the following components:
I 4 or 5 aluminium valves
I 4 or 5 electronic units in the wheels
[sensor and high-frequency
sending unit]
I 4 or 5 receiving antennas
I a special connecting cable
appropriate for high-frequency
transmission, between the receiving
antennas and the control unit
I a control unit (high-frequency
receiver and evaluation system)
I option: keying device for entering
a default pressure
At present, an individual output unit is
not available, since the output of the
messages to the driver is done via the
driver information system belonging
to the standard equipment.
3.1 Electronic whee
The battery-base
systems are moun
to measure the ti
has an individual
transmitted with e ‘
thermore. the data
information about tit
vice life of the bane
ning ser»
The measured da .
from the wheel through a transmi
point.
A tire pressure monitoring system has
to carry out two main functions: The
recognition of a pressure loss and the
measurement of the absolute pressure.
For the measurement of the absolute
pressure, a relatively low frequency of
measurement data transmissions is
sufficient, a pressure loss must be
on
immediately. The electro-
ystem shifts automaticall
if the measured
ending processes
ly evew 54 seconds.
55 of more than 0.2 bar
rm the electronic wheel
system shifts to a high transmission
frequency. It will then carry out
measurements and sending processes
every 0.8 seconds. This energy manage-
ment allows batteryvbased operation
with a sufficient service life.
Features of the Valve
Components of the tire pressure
monitoring system [DAIMLER-BENZ)
thuin: electronic wheel systtms of (h: members
of the workgmup lire pressure comm!
Features nf the Housing
, Drawing of m: valve with quotation of n; spzclal femurs
magnetic proptmts
The electronic wheel system is combi—
ned with the aluminium valve to form
a compact unit which is bolted to the
standardized valve bore of the rim.
Its design allows mounting in almost
every known rim type. The electronic
wheel system includes an intelligent
integrated sensor which is mounted
on a circuit carrier and has been deve-
loped especially for this application. In
its SMD housing, the two-chip intgra-
ted sensor contains a pressure sensor
element and an ASIC (Application
Specific Integrated Circuit] with tem—
perature sensor, measurement acqui—
sition unit and a signal conditioning
unit. This sensor directly controls a
high-frequency sending unit. The
power supply to the sensor and the
sending unit is done by an environ«
mental friendly lithium battery which
has been developed especially for the
high demands on temperature resi-
stance, acceleration resistance and
service life. In combination with the
tire monitoring control unit, the typi-
cal service life is 7 years.
Due to the kinds of construction and
connection technologies, the electro-
nic wheel system is able to sustain the
extreme conditions for a service period
Environmental friendly Ilthium battery
of about 7 years with the
features:
fl! (Wiring
I Temperatures from
40 'C to +170 ‘C
I Extreme dynamic accel
to 2000 g
3.2 High Frequency trans
The applied technique is? u
high-frequency transmissron of the
measuring data from the wheel to the
vehicle. The high—frequency trans—
mission is carried out in the 433-MH1-
range, the so»ca||ed ISM band or, in
several countries. in the 315 MHz
range. The system has been given
approval by the telecommunication
authorities of the relevant countries.
The data sent by the electronic wheel
system are received by the antennas
mounted in the wheels and are trans-
mitted to the control unit by screened
twisted pair cables.
Due to the design of the high-fre—
quency transmission, the data tcle»
grams can he received reliably even if
mflueuces o the most different kinds
occur. Such influences are, e.g., stati-
stical irregulations of the receiver
amplitude due to varying receiving
conditions in the wheel compartment
caused by the wheel rotation and
wheel position.
3.3 Control Device
The control device consists of a high—
frequency receiving module, 3 control
device plate with micro-processor
control and the bus and diagnosis
interfaces. It evaluates the received
data and transmits the information to
the driver information system. It is
installed in a standard series housingr ‘
Environmental friendly lithium battery
with typil‘al discharge curve during application
m a ("E pressure monitoring system
Discharge curve at +25 "C

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Modify Date                     : 2001:06:19 09:24:31-04:00
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