Bf1systems DigiTyre User Manual V1 02

1_02
DigiTyre TPMS User Manual bf1systems DigiTyre User Manual - V1_02.docx

Page 1 of 46
DigiTyre TPMS User Manual
1 Modifications
Date Modifications Author Version Modified Approved
Sheets By Date Signed
19/06/2012 Document creation JRS 1_01 All GMS 27/06/2012 GMS
Introduction of Trigger
Antenna.
Installation Guide
merged into User
10/07/2017 Manual. JRS 1_02 All JRS 10/07/2017 JRS
Valve and sensor
installation sections
added.
Figure numbers added.
RD096 110124
1_02
Page 2 of 46
1 Modifications ..........................................................................................................................................................................1
2 Introduction ............................................................................................................................................................................4
3 System Components.............................................................................................................................................................5
3.1 Wheel Sensors ..............................................................................................................................................................5
3.2 DigiTyre ECUs ...............................................................................................................................................................6
3.3 Digital Antenna ..............................................................................................................................................................6
3.4 Trigger Antenna .............................................................................................................................................................6
3.5 LF Satellite Trigger ........................................................................................................................................................6
4 Puncture Detection Software ................................................................................................................................................7
4.1 Nominal Pressure Setting .............................................................................................................................................7
4.2 Internal Channel Name Definitions...............................................................................................................................7
4.2.1 Reference Temperature ........................................................................................................................................7
4.2.2 Pres_nom_set, Temp_nom_set ...........................................................................................................................7
4.2.3 Pres, Temp ............................................................................................................................................................7
4.2.4 Pres_comp_act......................................................................................................................................................7
4.2.5 Abs pressure min limit ...........................................................................................................................................7
4.2.6 Soft warn limit ........................................................................................................................................................7
4.2.7 Hard warn limit .......................................................................................................................................................7
4.2.8 Hard warn time ......................................................................................................................................................7
5 DigiTyre PC Software ...........................................................................................................................................................9
5.1 Update Permit List - Page .............................................................................................................................................9
5.2 Modify Permit List ....................................................................................................................................................... 10
5.3 Position Sensors Page – Non-LF Learning Applications Only ................................................................................ 11
5.3.1 Set Allocation ...................................................................................................................................................... 13
5.4 Assign Sensors........................................................................................................................................................... 14
5.5 System Config – Page ............................................................................................................................................... 15
5.5.1 Tx CAN IDs - CAN Identifiers ............................................................................................................................ 15
5.5.2 Rx CAN IDs Inputs to the TPMS ECU .............................................................................................................. 16
5.5.3 Transceiver speed .............................................................................................................................................. 17
5.5.4 Sensor Location, LF and Non-LF Applications. ................................................................................................ 17
5.5.5 Set-up .................................................................................................................................................................. 21
5.5.6 Pressure Warning Limits .................................................................................................................................... 22
5.6 Updating The ECU ..................................................................................................................................................... 22
5.7 Live Update................................................................................................................................................................. 23
5.8 Errors Page................................................................................................................................................................. 24
5.9 Bootloader................................................................................................................................................................... 25
6 Appendix ............................................................................................................................................................................. 26
6.1 DigiTyre Lite Schematics ........................................................................................................................................... 26
6.1.1 DigiTyre Lite 4Ch Learning System Schematic ................................................................................................ 26
6.1.2 DigiTyre Lite 6Ch Learning System Schematic ................................................................................................ 27
6.1.3 DigiTyre Lite 4Ch Positioned System Schematic ............................................................................................. 28
6.1.4 DigiTyre Lite 2Ch Positioned System Schematic ............................................................................................. 28
6.2 DigiTyre MDE v2 Schematics .................................................................................................................................... 29
6.2.1 DigiTyre MDE v2 4Ch Learning System Schematic ........................................................................................ 29
6.2.2 DigiTyre MDE v2 6Ch Learning System Schematic ........................................................................................ 30
6.2.3 DigiTyre MDE v2 4Ch Positioned System Schematic ..................................................................................... 31
6.2.4 DigiTyre MDE v2 2Ch Positioned System Schematic ..................................................................................... 31
6.3 Kompact MDE Schematics........................................................................................................................................ 32
6.3.1 Kompact MDE 2Ch Positioned System Schematic.......................................................................................... 32
7 Component Installation Guidelines.................................................................................................................................... 33
7.1 Wiring .......................................................................................................................................................................... 33
7.2 TPMS ECU ................................................................................................................................................................. 33
7.3 TPMS Antenna ........................................................................................................................................................... 33
7.4 TPMS LF Trigger ........................................................................................................................................................ 35
7.5 Trigger Antenna .......................................................................................................................................................... 36
7.6 ASC Valve Fitting Instructions ................................................................................................................................... 37
7.6.1 Tools Required ................................................................................................................................................... 37
7.6.2 Valve Kit Parts (F1-02-0185-A).......................................................................................................................... 37
7.6.3 Installation ........................................................................................................................................................... 38
7.6.4 Notes ................................................................................................................................................................... 39
7.6.5 Valve and Sensor Removal ............................................................................................................................... 40
RD096 110124
1_02
Page 3 of 46
7.7 O-Ring Valve Fitting Instructions ............................................................................................................................... 41

7.7.1 Tools Required. .................................................................................................................................................. 41
7.7.2 Valve Kit parts..................................................................................................................................................... 41
7.7.3 Installation ........................................................................................................................................................... 42
7.7.4 Notes ................................................................................................................................................................... 42
7.8 TPMS Stud Fitting Instructions .................................................................................................................................. 43
7.8.1 Tools Required ................................................................................................................................................... 43
7.8.2 Stud Components............................................................................................................................................... 43
7.8.3 Stud and Sensor Installation .............................................................................................................................. 44
7.8.4 Notes ................................................................................................................................................................... 46
RD096 110124
1_02
Page 4 of 46
2 Introduction
The bf1systems DigiTyre Tyre Pressure Monitoring System (TPMS) consists of components that are mounted either into
the wheel, onto the car’s chassis or are support tools, and are:
 Wheel Mounted
o Wheel sensor (14.7mbar or 25mbar per bit resolution) which is mounted in each wheel assembly, and
measures the pressure and temperature inside the wheel
o Wheel rim mounting valve onto which the wheel sensor is mounted
 Chassis Mounted
o Trigger Antenna for the learning TPMS which is able to both trigger and receive datagrams from the
wheel sensors
o Digital Antenna for receiving datagrams from the wheel sensors
o LF Satellite Trigger (optional), for interrogating the wheel sensors
o ECU for connecting to the Antenna and Trigger, which also connects to the vehicle’s CAN bus to
transmit data to the logger and dash
o Wiring harness to connect all the TPMS components
 Support Tools
o Mini Analyser is a hand-held unit for triggering and receiving TPMS wheel sensors
o Garage Monitoring System (GMS) is used in the Garage to provide a centralised system for monitoring
the status of all wheel assemblies within the garage area, allowing all team members to view this data
and check the tyre status without removing tyres from blankets or heaters.
DigiTyre has been specifically developed to meet the more demanding applications where the driver and pits require fast
and accurate tyre pressure and temperature data from their wheel electronics. To achieve this, bf1systems have
developed intelligent wheel sensors which receive requests from the system on the car and respond accordingly, as well
an on board accelerometer. This means the wheel sensor can receive interrogation requests via LF signals, and it
transmits all of its datagrams via an RF frequency. The wheel electronics contain a battery, absolute pressure sensor,
temperature sensor, accelerometer, micro controller, radio transmitter and LF receiver; all within in a compact and robust
housing.
By mounting the lightweight wheel housing onto the rear of a bf1systems valve the installation becomes very
straightforward. There is no need for rim modifications and at 30g (1 ounce) the wheel sensor is very light.
The wheel electronics transmit their data to the antennas, also mounted on the vehicle. Since each antenna is capable of
receiving a number of wheel electronics the number of antennas depends on the vehicle construction. So, for example, an
open wheel formula car typically requires two antennas – one fore and one aft.
If the system utilises either the Trigger Antennas or the optional LF Triggers, these enable it to automatically detect which
wheel sensor is positioned on each corner of the car, and does not require manual assignment of serial numbers to
corners of the car.
If only Digital Antennas are connected, then the user must allocate wheel sensor serial numbers to corners of the car
(multiple sensors can be assigned to each corner), and when the can starts moving, the system analyses the datagrams
being received to determine what sensors are fitted, and locks onto these whilst the car is in motion.
The TPMS is integrated with the car’s data logging, display and telemetry systems via its high speed CAN output. Most
customers set up their digital display to provide readouts of all pressures, temperatures and pressure warnings for the
driver.
The main loom is a custom made wiring harness for connecting all the components to the ECU, and to allow for RS232
communications for configuring the system. The customer will need a system loom and its interfaces with which to power
the system.
RD096 110124
1_02
Page 5 of 46
3 System Components
3.1 Wheel Sensors
Each sensor contains a battery, radio transmitter (RF), LF receiver, absolute pressure sensor,
temperature sensor and an accelerometer. The LF receiver enables the unit to respond to
external commands issued by diagnostics tools or the LF Satellite Triggers. The accelerometer is
used to detect when the wheel is rotating, enabling the fast transmit mode.
The wheel sensors are contained in a PEEK™ (GL430) housing and are designed to function in
the harsh environments common in motor sport.
Two sensor types are available and both are similar in specification with the only difference being the output pressure
range and resolution. They are as follows;
 0 to 6.375 bar (0 to 92 psi) absolute pressure

 0.882 to 4.6305 bar (12.825 to 67.32psi) absolute
In order to avoid the possibility of another teams wheel sensors being detected by the system or another team detecting
your wheels a unique serial number is programmed into each sensor. The sensor number is visibly engraved on the unit.
When new or additional sensors are shipped to a customer an encoded file (.pmt) is included. This ‘Permit list’ must be
programmed into the TPMS ECU and other tools such as Mini Analyser and GMS using the DigiTyre PC software
package supplied with the system.
The wheel electronic utilises the internal LF receiver to enable sensor transmissions to be requested on demand using
one of the following:
a) Mini Trigger
b) 433MHz Mini Analyser
c) DigiTyre LF Trigger
d) Trigger Antenna
When the wheel sensor is stationary, it will transmit datagrams either once every 30 seconds, or not at all (depending on
sensor configuration). If the sensor experiences a pressure change (positive or negative) greater than 0.2bar/min, then it
will enter a fast transmit mode where it transmits 255 datagrams at 1Hz. This is intended to provide a large amount of data
should a tyre experience a puncture.
The accelerometer contained within the wheel sensor is used to detect when the wheel is rotating at approximately 35kph,
and at this time the sensor starts transmitting regular datagrams either at 1Hz or 0.33Hz (depending on sensor
configuration).
When the sensor detects that the sensor has stopped rotating, it stops transmitting its regular datagrams.
RD096 110124
1_02
Page 6 of 46
3.2 DigiTyre ECUs

Three variants of DigiTyre ECUs are available (MDE v2, DigiTyre Lite ECU and Kompact MDE) all of which have the
same functionality, but are housed in different packaging, to suit different applications.
The ECU is the control unit for the entire system. The ECU can be loaded with a permit list containing up
to 300 wheel sensors, which can either be manually assigned to positions (if a system with only antennas
is being used), or can be automatically assigned positions (if a system using LF Satellite Triggers is
being used).
The ECU outputs data via a high speed CAN connection (baud rate can be configured for 1Mbit, 500Kbit
or 250Kbit), with pre-determined CAN frames (please contact bf1systems for the CAN specification).
The ECU should be powered from a 13.5V power supply, but will survive exposure to voltages in the
range +9V to +18V. The typical current draw of the system is no more than 300mA.
This data can then be either logged, and/or displayed on the driver’s dashboard or the bf1systems digital
display.
The ECU is capable of monitoring the tyre pressures to provide alerts for the following warnings, all of which can be
configured by the user:
 Soft pressure warning (small pressure loss)
 Hard pressure warning (large pressure loss)
 Rapid pressure loss
 Over pressure warning
 Over temperature warning
These warnings are all configured using the supplied DigiTyre PC software, which communicates with the ECU via an
RS232 connection.
The PC software also allows configuration of the CAN message IDs, and provides real time information on the status of
the system, and any live or logged errors
3.3 Digital Antenna

Several variants of the digital antenna are available, utilising different housing styles for different
applications, but all have the same functionality.
The digital is a high sensitivity receiving antenna that can be fitted on the car to receive the datagrams
transmitted from the wheel sensors.
Mounting recommendations for the Trigger Antenna can be found in Section 7 of this document.
The antennas are sealed with an IP65 rating, meaning it can be mounted in wet locations, but should
not be subjected to high pressure water.
3.4 Trigger Antenna

The Trigger Antenna is mounted in the wheel arch and is used by the TPMS ECU to activate
the wheel sensor fitted to that corner of the car, and also receives back the datagram
transmitted by the sensor.
Mounting recommendations for the Trigger Antenna can be found in Section 7 of this
document.
3.5 LF Satellite Trigger

The LF Satellite Trigger is mounted in each wheel arch, and is used by the ECU to activate the local wheel
sensor, to allow the system to automatically detect which sensor is fitted to each corner of the car.
Mounting recommendations for the Trigger Antenna can be found in Section 7 of this document.
The Trigger is sealed with an IP65 rating, and uses a Size 4 Souriau motorsport connector.
RD096 110124
1_02
Page 7 of 46
4 Puncture Detection Software

4.1 Nominal Pressure Setting
When a set of wheels are first installed onto the car (for example at the start of a session) it is required to ‘set pressure’
using either the push button input (Set), automatically when the car is moving (external speed input) or from an external
CAN message. At ‘set pressure’ each wheels’ current pressure and temperature are read and stored internally as
Pres_Nom_Set and Temp_Nom_Set. Then using the ideal gas law at a user defined reference temperature,
compensated pressure values Pres_Comp_Set are calculated for each wheel. The system then compensates all current
pressure values to be Pres_Comp_Act. Using the core channels of Pres_Comp_Set and Pres_Comp_Act the puncture
detect software calculates the difference between the two. The system uses this calculated value to determine when to
activate the warnings.
The nominal values are stored in non-volatile memory. When the power is removed the nominal values will be retained.
This removes the necessity to have to keep setting the nominal value every time a new set of wheels is fitted, it would
normally only need to be set when there is a significant change in the nominal tyre pressure.
The system will not allow the nominal pressure to be set until a complete set of wheel signals (4 to 6 as configured in the
set-up page) has been received by the TPMS processor, this is displayed on the front panel by the blue status LED
staying on constantly when nominal pressure set request is received. If a complete set of wheel signals has been received
then Status LED will flash quickly for 2 seconds. The Status LED operates in a similar manner when the car is moving, if a
full set of wheels has not been received then the LED will stay constantly illuminated until a complete set of wheels has
been detected.
4.2 Internal Channel Name Definitions

4.2.1 Reference Temperature
The temperature at which all the compensation is performed. This is set via the user software. For example the user could
set the temperature to be that at which the tyre pressures are measured externally by a digital gauge to the valve – the
cold pressures. The additional compensated channels then display their values as if they were at this temperature – in
other words the cold pressures are known.
4.2.2 Pres_nom_set, Temp_nom_set

These values are a snapshot and stored value of the pressure and temperature of each wheel when the ‘set pressure’
command is given. Set pressure is possible through a switch input held high, a wheel speed input above a threshold or a
switch press on the dash. This is configured through the software application. In the example below this is 22.8psi and
40C.
4.2.3 Pres, Temp

The real time pressure and temperature of each wheel with no compensation performed. In the example below this is 24
psi and 70 °C
4.2.4 Pres_comp_act
Actual wheel pressure compensated to reference temperature. This is the pressure as if the wheel sensor were at the
reference temperature – in other words the cold pressures.
4.2.5 Abs pressure min limit
The abs pressure min limit is set via the config software. If Pres_comp_act falls below the level of ‘Abs pressure min’ then
the hard warn light and output are set.
4.2.6 Soft warn limit
In the graph below there is a difference between the channel value of Pres_comp_set and Pres_comp_act of 4.8 psi. This
is how the puncture detect software will function. Depending then on the soft warn limit set in the software the soft warning
light and output will be set.
4.2.7 Hard warn limit
Set via the config software. If the difference between Pres_comp_set and Pres_comp_act is more than the hard warn limit
the warning light and output will be set.
4.2.8 Hard warn time
When the soft warning light has been lit the puncture detect software will monitor the difference between Pres_comp_set
and Pres_comp_act and if this falls by another soft warn limit in the specified time then the warn limit the warning light and
output will be set. This is useful if the hard warn limits are large as this gives a rate of pressure loss type warning.
RD096 110124
1_02
Page 8 of 46
35
Pressure (psi)
TPMS Channels
Normal Operation
30
Pres_nom_set = 22.8
Temp_nom_set=40
25
Pres = 24
Pres_comp_set = 19.8 Temp = 70
20
Soft Tyre
15
Pres_comp_act = 15
10
5
Reference temp= 25
Temp (C)
0
-10 10 30 50 70 90
Figure 1
RD096 110124
1_02
Page 9 of 46
5 DigiTyre PC Software
Delivered as standard with the TPMS system, the DigiTyre software allows the user to configure the following;
 Allocate wheel sensors to wheel locations (only relevant if a non-LF learning system is being used)
 Configure ‘check’ and ‘learn’ routines with LF
 Configure the levels for the puncture detect warnings
 Configure CAN message parameters
5.1 Update Permit List - Page

When new sensors are purchased from bf1systems an encoded file containing the numbers of all the sensors that have
been supplied to that customer is also supplied, this file needs to be loaded into the TPMS processor before the new
wheel sensors will be recognised by the system. Please note that the maximum number of sensors in any permit list is
450.
Click on the ‘Update Permit List’ tab and select ‘Load File’. Select the .pmt file supplied with the sensors. The complete list
of sensors that have been supplied to a customer will be displayed in the upper window. Click ‘Update ECU’ to add the
new sensors to the permit list within the TPMS processor.
If a sensor is destroyed or taken out of service bf1systems can remove it from the permit list if required.
Figure 2
RD096 110124
1_02
Page 10 of 46
5.2 Modify Permit List

Once you have received a number of permit lists and you need to make a new list from existing stock you can utilise this
page.
Figure 3
By pressing the load file button it is possible to load each list. By then using the arrow buttons you can select individual
sensors into the new list. These will then appear in the right hand box. Once completed save the file as the new permit list
and revert to the update permit list page to load into the ECU.
RD096 110124
1_02
Page 11 of 46
5.3 Position Sensors Page – Non-LF Learning Applications Only

Any number of serial numbers can be assigned to a wheel location and it is the job of the processor to use this list to
determine where to locate a certain serial number. Typical use of this feature is to place the potential front left sensors into
the front left permit list and to then leave the system to allocate front left when it receives a valid number. This applies only
to systems that do not utilise LF learning, and require sensor positions to be pre-programmed.
Figure 4
Figure 5 shows the process flow within the ECU to determine what sensors are fitted to the vehicle.
RD096 110124
1_02
Page 12 of 46
Assigned ID
Sensor / Wheel Assignment
TPMS ECU searches for

wheel data
No, not
No, Invalid permitted
ID
Wheel sensor datagram
No received
Is sensor in permit
list?
Yes
No, wait for more Is sensor in valid

ID's car list?
Yes
Has ID been
assigned a wheel
position ?
Yes
Are wheel changes

allowed while No Is car stationary?
car moving ?
Yes Yes
Assign ID to pre-
programmed wheel
position
Write wheel data of all

four wheels to
respective car positions
Figure 5
RD096 110124
1_02
Page 13 of 46
With the TPMS it is possible to allow or block specific wheel sensors from being detected by the system. This is
particularly useful if you have more than one car in the same garage. For instance it is possible to stop any wheel sensors
that are used with Car #1 from being detected by the TPMS processor on Car #2 and vice versa, only wheels assigned to
a specific TPMS will be decoded.
If a tick is present in the box next to the sensor serial number then the sensor will be recognised by the system, if the box
is empty then the sensor is blocked by the system and will not be recognised.
Figure 6
Once the permit list is loaded and the required sensors are allowed / blocked the sensors can be assigned to wheel
positions. Simply select the required sensor and click the >> symbol for the required position, the position initials will
appear next to the sensor serial number in the permit list to indicate that the sensor has been allocated. If you wish to
remove a sensor from a previously selected position highlight the sensor and click the << button for the required position.
Once the sensors have been allocated positions they can then be written to the TPMS processor by clicking the ‘Update
ECU’ button.
The Position File on the screen can be saved to a file by clicking the ‘Save’ button.
5.3.1 Set Allocation

It is possible to allocate set numbers to groups of 4 wheel sensors and when the system detects that a particular set of
wheels are fitted to the vehicle the set number is outputted in the Main_TPMS_Status CAN message.
To allocate a set of wheels to a set number simply click on the serial numbers of the required wheels (one from each
position), enter a set number (1-255) into the ‘Set No’ field and click the >> button in the set assignment area of the
screen. Any sensor that is not assigned a set number is automatically assigned to set 0.
When a serial number is allocated to a ‘set’ then it is not possible to delete that sensor from the wheel location without
deleting the set first.
RD096 110124
1_02
Page 14 of 46
5.4 Assign Sensors
Figure 7
Assigning of sensors is no longer supported by the DigiTyre TPMS and this page should not be used.
RD096 110124
1_02
Page 15 of 46
5.5 System Config – Page
Figure 8
The system Configuration page contains all of the user definable parameters of the system. It is this page that allows the
configuration of the CAN identifiers, alarm limits and operational modes of the system. The various options are explained
below.
5.5.1 Tx CAN IDs - CAN Identifiers
Figure 9
If the external CAN output is being used then identifier numbers will need to be assigned to each of the required
messages. The message needs to be first highlighted followed by entering the identifier number into the Hex ID cell.
RD096 110124
1_02
Page 16 of 46
When the enter key is pressed the required identifier will be assigned to the highlighted identifier. If an identifier is set to
zero it will not be outputted as part of the CAN data stream.
If the system is used with the display it is imperative that the CAN IDs are set to the same number or the display will not
operate correctly.
As standard, termination resistors are not fitted to the ECU or display components. Should a termination be required then
this should be made in the connector to the components. If there are no other devices on the CAN bus then termination
resistors must be fitted to the connectors for both the display and the ECU.
5.5.2 Rx CAN IDs Inputs to the TPMS ECU
Figure 10
The ECU is able to accept a number of CAN messages from the vehicle’s own system, to enable and enhance its
functionality. The message content can also be configured depending on customer preference. The following parameters
are present to allow the scaling of customer CAN units to bf1systems units as shown below.
Speed – Vehicle speed input which can be used as part of the “learn” “check” and “nominal Set” routines. The TPMS
must receive vehicle speed to ensure optimum performance of the system.
Ambient Temp – This input is used as part of the compensation algorithm.
Atmospheric Pressure – This input is used to enable the system to be able to compensate for outside ambient pressure
conditions.
Nominal Set – Customers can provide an input to force the system to set nominal pressures at a time that the customer
chooses.
Warn Ack – When the TPMS issues a pressure warning the customer system can provide a message back to
acknowledge it has received the warning.
Channel Range Scaling

Speed Data 0 – 500kph 1Kph / bit
Ref Temp -128 – 127 1°C / bit
Atmos Pres 0 – 6.375 25mbar / bit
Nominal Set 0 = off 1-255 Nom Set
Warn Ack 0 = off 1-255 Acknowledge
CAN ID – The hexadecimal value of the CAN identifier in which the specified parameter is sent.
Byte No – Byte in which the parameter is present (1-8)
Type: Byte / Word format
RD096 110124
1_02
Page 17 of 46
Add Subt: Add or subtract an offset from the value

Offset: Value of the offset to be added / subtracted
Div / Mult: Multiply or Divide by a factor
Factor: Value to multiply / divide
D.P’s: Number of decimal places
5.5.3 Transceiver speed

The speed of the external CAN transceiver is selected here. The type of transceiver is selected during the specification
stage; either a high speed or low speed transceiver is fitted during the circuit board build. The speed required is selected
using the drop-down list box to match the hardware fitted.
Figure 11
Moving Speed CAN - Enter the desired speed threshold to signify to the TPMS ECU that the car is moving (Kph). It is
recommended that this value is set to 40kph or above.
CAN/Serial Pres Scale - Select from the drop down choices which pressure scaling is required.
25mbar
14.7mbar
CAN/Serial Temp Scale - Select from the drop down choices which temperature scaling is required.
CAN Rx Timeout - Enter a time at which to alert system of no CAN updates. The system will then revert to default values
you have entered in the Rx CAN ID’s section.
Serial Stream – Select the desired serial stream to be used.
5.5.4 Sensor Location, LF and Non-LF Applications.
Figure 12
Locate Mode - The required locate mode is selected in this section and depending on selection the learn and check
routines are defined for LF applications. Three options are available from the drop down menu and are as follows;
LF Detect – When selected the system will perform the LF ping function as per settings detailed later in this
section
Assign* – The system will allocate positions based on inputs on “assign” page
RD096 110124
1_02
Page 18 of 46
Lookup* – The system will revert to the tables created in the position sensor section and the last .pos file entered
into the ECU
* With these settings chosen the rest of this section will not be applicable and the user can move onto the “set-up”
section of the software.
LF Ping Code – Choose between LF code 0 and 3 when pinging wheel sensors. Code 0 will only operate when sensors are
pressurised.
Mode 2 Checking – When switched on this will allow the system to accept a wheel sensor ID as part of the “check”
routine although the sensor is in mode 2 ( mode 2 = Sensor in rapid transmit due to detected pressure change)
Multipath Receive* - When activated antenna can receive any wheel sensor.
When off only the antenna specified for a particular corner can receive that corners data.
* On systems with less than four antennas multi path must be switched on.
Multipath Filter – When activated only data received by a specific antenna will be sent to the ECU. If the specific antenna
does not receive the wheel data then the nearest antenna will be used instead. When “off” wheel data received by any
antenna will be accepted by the ECU. If all antennas receive a wheel sensor then there will be a four-packet count
increment for every single data gram sent by the wheel sensor.
Auto Check Moving – When on the system will perform a check routine when speed is detected. Speed detection can be
done via CAN message or via “sensor movement detect” which is selected in the “set up” section of the software.
Max Ping Retries (n+1) – This number +1 is the maximum number of times the system attempts to trigger the wheel
sensors to get a valid response in any situation.
Serial No. Match Retries – The maximum number of attempts the system has to match the received sensor serial
number with the previously learnt serial number. This is a function of the “check” routine. If after X number of attempts the
system does not detect a serial number match it will revert to the “learn” routine, which is detailed in the next two
headings.
Serial No. Learn Counts – The number of times the same serial number needs to be seen during a “learn” routine.
Serial No. Learn Retries (n+1) – This number +1 is the number of attempts made by the system to achieve the “serial
No. Learn Counts” above.
Below are two flow charts that detail the function of the LF positioning software. It is normal for bf1systems to assist in
initial installation of an LF application to fine-tune this element of the system software. Once the routines have been
established for the vehicle type there is typically no reason to adjust this functionality.
RD096 110124
1_02
Page 19 of 46
Sensor Learning Flow Diagram
c = FL
Clear Buffer
Ping Sensor
c++
WAIT Learn Attempts = 0 Pings = 0
Response wait dur Pings = 0
No
Sensor
Received
No
After Ping and LF No
Triggered?
Yes
Sensor Moving
Pings >=
Status = Car No Pings++ Yes c = RR Yes
Ping retries max
Moving Status?
Yes
Buffer Received No
Serial Number
x = Number Of
Consecutive Serial
Numbers The
Same
x= SensorLoc[c].SN =
Yes
Ser learn counts Serial Number
Yes
Learn Attempts
No Learn Attempts++ End
>Ser learn retries
Figure 13
RD096 110124
1_02
Page 20 of 46
Sensor Checking Flow Diagram
c = FL
Clear Buffer
Ping Sensor
c++
WAIT
Learn Attempts = 0 Pings = 0
response wait dur
Pings = 0
No
Sensor
Received
After Ping and LF No
No
Triggered?
Yes
Sensor Moving Pings >= Any Sensors Not

Status = Car No Pings++ c = RR Yes
Ping retries max Found
Moving Status?
Yes Yes
No
Learn Sensors
Sensor in mode 2 Yes No
Yes
No
Sensor[c] Not
Found
End
Serial No. =
Yes
SensorLoc[c].SN
Sensor[c] Not
Found
No
Yes
Learn Attempts >

Learn Attempts++
Ser match retries
Figure 14
RD096 110124
1_02
Page 21 of 46
5.5.5 Set-up
This section of the software dictates how the system will behave during operation and applies certain conditions for type of
detection and conditions of the vehicle.
Figure 15
Test Mode – Various test modes are available for fault finding, and these output data via the RS232 connection. If these
are required, bf1systems will advise on their use.
Lock When Moving – When the moving signal is detected the system will lock onto the last read wheel sensor ID’s, this
stops the TPMS from being able to receive any other sensor on the track. This will only activate once the prescribed
speed is attained and the moving time has elapsed.
Sensor Movement Detection – If the CAN speed input is not utilised then the system will use the roll switch from the
wheel sensor to tell the ECU that the car is moving. The ECU will look at the datagram and when the roll switch bit is set it
will assume that the car is now moving.
Moving Sensors – Choose from 1-4 and the system will wait until it has the matching number of wheel sensors are
detected moving via their roll switch bits. This option is used as part of the “check” routine when the vehicle has gone from
stationary to moving.
Pressure Detect Mode – Choose from the compensated or actual pressure values for puncture detection
Pressure Checking – Select Relative or Absolute as the preferred pressure value. Depending on selection the pressure
warning limits will change from delta values to fixed loss values.
Auto Gen2.1 – When selected to on the system will automatically detect pressure sensor type and resolution.
Auto Set Nominal – When on is selected the system will set the nominal values automatically once all conditions are met.
Nominal values are taken under the same conditions as the “lock when moving” function.
Checking - When Auto Nominal is on the system will check for wheel sensor presence before allowing the ‘set’ function to
occur.
Off – Checking is disabled and auto set will occur regardless of wheel sensor detection
On – Checking is enabled and auto nominal setting will not occur until 4 wheels are detected.
Receive Timeout – If for whatever reason a data gram is not received within the time frame specified in seconds the
system will time out to a defined value to alert users of the reception failure. (Maximum 255 seconds)
Receive Timeout Pressure – The value of pressure the system will go to in the event of reception failure (recommended
to go full scale to avoid false ‘pressure loss’ alarms)
Stationary Time – This is the amount of time that the car must be stationary before new wheels will be accepted by the
system.
RD096 110124
1_02
Page 22 of 46
Moving Time – The amount of time that the car must be moving for before the nominal pressure will be set and the
wheels locked.
Stationary Ping Rate – This function applies to LF applications only and refers to a stationary vehicle. The wheel sensors
will, when stationary, revert to that mode and thus transmit at the rate defined when the parts are ordered (typically every
30secs) From time to time the user may want to have a faster update rate and by utilising this function can use the LF
transmitters within the antenna to force datagrams to be transmitted from the wheel sensors up to a maximum 1 every
second.
Antenna Mode – Because the software provided covers both LF and non-LF applications it is required that the system
understand what antenna configuration is employed and more importantly how many antenna are fitted. This also extends
to satellite trigger systems where up to six LIN channels are utilised.
This enables the ECU to filter antenna errors according to the antenna configuration selected. This also controls antenna
multiplexing on 5 and 6 channel systems where both triggers and antennas share the same bus. Failure to select the
correct mode may result in sensor triggering on the FL and RL triggers not operating correctly.
Flash When Checking – Not applicable for this application.
Flash When Learning - Not applicable for this application.
Corner not learnt LED – Not applicable for this application.
5.5.6 Pressure Warning Limits

This section deals with pressure and temperature levels that will be used to trigger alarms.
Soft Warning Limit – This is the maximum amount of pressure deviation from the normalised pressure before the soft
warning is triggered.
Hard Warning Limit - This is the maximum amount of pressure deviation from the normalised pressure before the hard
warning is triggered.
Pressure Loss Rate – This is a parameter that the system can use to determine whether or not to wait for the hard
warning to be triggered. If a soft warning has been initiated the system will monitor the rate of loss. If this is calculated to
be sufficient to eventually go to a hard warning the system will immediately trigger that alarm regardless of current
pressure value.
Pressure Loss Latch – When on the system will need to be powered cycled before the alarms will clear.
Abs Pressure Min – The lowest acceptable pressure that can be present in a tyre before the hard warning is set. This
absolute pressure limit value does not increase with changes in temperature.
Abs Pressure Max – The maximum acceptable pressure that can be present in a tyre before the hard warning is set.
This absolute pressure limit value does not increase with changes in temperature.
Temperature Max On - The maximum acceptable temperature that can be present in a tyre before the hard warning is
set.
Temperature Max Off - The maximum acceptable temperature that can be present in a tyre before the hard warning is
turned off.
Reference Temp – The temperature to which all wheel sensor pressures and temperatures will be normalised using the
ideal gas law.
5.6 Updating The ECU

Once all the settings in the software configuration are set press the “Write Config” button to programme the ECU. You will
be prompted to save the file. Power cycle the system at this point to confirm the changes. Once this is complete press the
“Read Config” button to confirm changes have been entered.
RD096 110124
1_02
Page 23 of 46
5.7 Live Update

The DigiTyre PC software contains a Live Update page which allows the user to see data in real time, which the TPMS is
receiving.
The page also contains some diagnostic displays which allow the user to see if any pressure or system warnings are
active. Below is a screenshot of the Live Update page, with the key features annotated.
Data received from the car’s CAN

bus (only available if the ECU is
connected to the car’s CAN bus and
configured to receive this data).
Pressure limit to activate the

Current tyre pressure soft warning for this tyre
Remaining battery life of wheel sensor
Number of datagrams received Clicking this button will cause the LF

satellite trigger on this corner of the
car to transmit an LF Code 3 once
Current tyre pressure compensated

to 25°C Pressure limit to activate the hard
warning for this tyre
Received signal strength of last datagram
received
Time period between last
two received datagrams
Current mode the wheel sensor is in
Opens the Logger Setup window. Starts the built in logger

The logger will log to a csv file on
the locally connected computer.
Figure 16
Using the Settings menu at the top of the page, the units used to display pressure and temperature can be altered.
RD096 110124
1_02
Page 24 of 46
5.8 Errors Page

The Errors page is used to determine the status of the system. Two panes are used to display any problems with the
system. If there is no text in the two panes then there are no active or logged errors.
For example: a disconnected antenna will produce a Live error, if the antenna is re-connected the error will move to the
Logged errors pane. This provides a history of errors that have occurred with the TPMS system, (this is especially useful if
there is an intermittent fault). The logged errors are stored in non-volatile memory and can only be cleared by clicking on
the ‘Clear Errors’ button.
The system voltages and temperatures can be checked by clicking the ‘Read Min/Max’ button.
Figure 17
RD096 110124
1_02
Page 25 of 46
5.9 Bootloader
Figure 18
From time to time bf1systems will update firmware for TPMS ECUs, which will include enhancements and customer
specific requests for functionality. When this occurs you will need to use the Bootloader page to update the software.
By pressing the “Update Firmware” button you will be guided through the process.
It is vital that during this operation you ensure you are connected to a reliable power supply as any loss of power during
this process will render the ECU inoperable and will have to be returned to bf1systems for repair.
RD096 110124
1_02
Page 26 of 46
6 Appendix
6.1 DigiTyre Lite Schematics
6.1.1 DigiTyre Lite 4Ch Learning System Schematic
Figure 19
RD096 110124
1_02
Page 27 of 46
6.1.2 DigiTyre Lite 6Ch Learning System Schematic
Figure 20
RD096 110124
1_02
Page 28 of 46
6.1.3 DigiTyre Lite 4Ch Positioned System Schematic
Figure 21
6.1.4 DigiTyre Lite 2Ch Positioned System Schematic

As per 4Ch System Schematic, but with only FL and RL antennas connected.
RD096 110124
1_02
Page 29 of 46
6.2 DigiTyre MDE v2 Schematics

6.2.1 DigiTyre MDE v2 4Ch Learning System Schematic
Figure 22
RD096 110124
1_02
Page 30 of 46
6.2.2 DigiTyre MDE v2 6Ch Learning System Schematic
Figure 23
RD096 110124
1_02
Page 31 of 46
6.2.3 DigiTyre MDE v2 4Ch Positioned System Schematic
Figure 24
6.2.4 DigiTyre MDE v2 2Ch Positioned System Schematic

As per 4Ch System Schematic, but with only FL and RL antennas connected.
RD096 110124
1_02
Page 32 of 46
6.3 Kompact MDE Schematics

6.3.1 Kompact MDE 2Ch Positioned System Schematic
Figure 25
RD096 110124
1_02
Page 33 of 46
7 Component Installation Guidelines

This section provides information on how to correctly install the TPMS components onto your vehicle.
7.1 Wiring
If you are not purchasing the TPMS wiring harness from bf1systems, and are planning on building the TPMS wiring
harness for your car and have not received a TPMS wiring schematic then please contact us and we will provide you with
the required information.
Please note that if you are manufacturing the wiring harness, some basic rules should be observed. These are:
 All CAN wiring must be a twisted pair
 It is recommended that the +12V and GND wiring to the TPMS ECU should be a twisted pair
 All wiring going from the TPMS ECU to the antennas and triggers should be a three core twist
If you have any questions, then please do not hesitate to contact us.
7.2 TPMS ECU

Every TPMS must have a TPMS ECU. This is the brains behind the entire TPMS, and connects the system to the car’s
data logger and dash, as well as connecting to all the chassis mounted TPMS components.
If you have purchased a DigiTyre Lite variant of TPMS ECU (as shown in Figure 26), then it is important to note that the
ECU is not waterproof, and therefore should be mounted in an appropriate location where it will not get wet. If possible, it
is recommended that you mount the ECU flat, if it is to be mounted on its side please do so with the connector facing
downwards, to prevent water accumulating in the connector. There is no need to AV mount the ECU, and the
recommended tightening torque for nuts or bolts to retain the ECU via its mounting lugs is 2.5±0.5Nm.
Figure 26
If you have purchased a DigiTyre MDE v2 or Kompact ECU (as shown in Figure 27), then these components are
waterproof (once the connectors are mated) and can be mounted in environments where they will come into contact with
moisture. It is important however to ensure that they will not become completely submerged.
Figure 27
7.3 TPMS Antenna

With your TPMS kit you will have received either Size 6 or Size 2 antennas. The antenna is the component which receives
the RF datagrams transmitted from the TPMS wheel sensors, and therefore its positioning is important.
The number of antennas you are using with your TPMS will have a large influence on where the antennas are located on
a car.
With a learning TPMS, one or two antennas can be supported. It is therefore preferable to mount one antenna at the front
of the car, and one antenna at the rear.
The antennas receive best through their long side edges, so the antenna should be orientated as shown in Figure 28. If
possible, the antenna should be mounted on the axle line, and as close to the centre of the car as possible, to ensure
even reception from the wheel sensors.
RD096 110124
1_02
Page 34 of 46
Figure 28
The antennas should not be surrounded or encased within either metal or carbon fibre, as both of these materials will
attenuate the signals from the wheel sensors, leading to poor reception.
On front engine cars, it is usual for the rear antenna to be mounted inside what would normally be the boot compartment,
point front to back, and this location tends to work quite well.
If you have any questions regarding the installation of the antennas, please do not hesitate to contact us.
On cars where more than two antennas are utilised within the TPMS (e.g. Le Mans prototypes), it is standard for one
antenna to be mounted near to each wheel, generally within the vicinity of the wheel arch. This is because these cars tend
to utilise carbon fibre extensively in their construction which attenuates the signal from the wheel sensors, so the antennas
must be mounted closer to the wheel sensors.
All TPMS antennas are rated to operate at up to 105°C, and locations where this temperature may be exceeded (e.g.
engine bays) should be avoided.
RD096 110124
1_02
Page 35 of 46
7.4 TPMS LF Trigger

If you have purchased a learning TPMS, you will have either received four LF Triggers or four Trigger Antennas for fitment
to the car. If you are using a system with LF Triggers, then one LF trigger must be mounted in each wheel arch. The LF
triggers are used to activate the wheel sensors when the car is stationary, and allow the TPMS to recognise on which
corner each wheel sensor is fitted.
To ensure reliable triggering of the wheel sensors, which means the TPMS can learn the wheels as quickly as possible,
the LF Triggers must be mounted so that the laser marked side (shown in Figure 29) is facing the centre of the wheel and
parallel with the tyre surface. If the car has wheel arch liners, then it is usual for the LF trigger to be mounted to the back of
the arch liner. However, if the arch liner is manufactured from carbon fibre then it is necessary to create a trigger-sized
window of either Kevlar or glass-fibre to prevent the signal from the LF trigger being reduced.
The LF trigger must also be mounted as far outboard as possible on the car, so it sits in-line with the wheel sensor when
viewed from above or in front/behind. An illustration of a good trigger position is shown in Figure 30.
Figure 29
Figure 30
RD096 110124
1_02
Page 36 of 46
7.5 Trigger Antenna

If you have purchased a learning TPMS with four Trigger Antennas for fitment to the car, then one LF trigger must be
mounted in each wheel arch. The Trigger Antenna is used both to activate the wheel sensors when the car is stationary,
allow the TPMS to recognise on which corner each wheel sensor is fitted, and also to receive the datagrams that the
wheel sensors transmit.
To ensure reliable triggering of the wheel sensors, which means the TPMS can learn the wheels as quickly as possible,
the Trigger Antenna must be mounted so that the laser marked side (shown in Figure 31) is facing the centre of the wheel
and parallel with the tyre surface. If the car has wheel arch liners, then it is usual for the Trigger Antenna to be mounted to
the back of the arch liner. However, if the arch liner is manufactured from carbon fibre then it is necessary to create a
window of either Kevlar or glass-fibre to prevent the signal from the Trigger Antenna being reduced.
The LF trigger must also be mounted as far outboard as possible on the car, so it sits in-line with the wheel sensor when
viewed from above or in front/behind. An illustration of a good position for the Trigger Antenna is shown in Figure 32.
Figure 31
Figure 32
RD096 110124
1_02
Page 37 of 46
7.6 ASC Valve Fitting Instructions

7.6.1 Tools Required
1. Torque Screwdriver RS Part No 547-379 (Set to 5.5Nm & 4.5Nm)

2. Hex to ¼” Adaptor
3. 11mm Socket with ¼” drive
4. Male to Female Hex Extension
5. Size 20 Torx Bit
Figure 33
7.6.2 Valve Kit Parts (F1-02-0185-A)

A. Valve Caps
B. Nut
C. Washer
D. Stem (Valve core and high temperature ASC seal fitted)
E. Torx Screw
F. Reinforcement Plate
G. Torque Bar
A B D E F
C
Figure 34
The colour of some components may vary, but this does not affect the functionality of the valve.
RD096 110124
1_02
Page 38 of 46
7.6.3 Installation
1. Remove the existing valve from the rim (if fitted).
2. Check that there are no sharp edges on the valve hole, and that the spot face is clean.
Figure 35
3. Insert the valve stem through the rim; make sure that the small hole in the valve stem is at right angles to the rim, and
facing upwards.
4. Place the plain washer over the valve stem.
5. Tighten the nut onto the valve stem using the Torque Driver and an 11mm socket; use the small bar to stop the valve
rotating.
6. Tighten the nut until the torque driver breaks free at 5.5Nm. The valve should now not be able to rotate.
Figure 36
7. Mount the sensor housing onto the back of the valve using the Torx bolt and reinforcement plate. Make sure that both
of the sensor feet are in contact with the rim.
RD096 110124
1_02
Page 39 of 46
Figure 37
8. Using the Torque screwdriver tighten the Torx bolt until the screwdriver breaks free at 4.5Nm Use the small bar to
ensure that the valve is not rotated during the tightening process. If the valve rotates the valve nut MUST be re-
torqued. Remove the small bar
Figure 38
7.6.4 Notes
Do not rotate the valve body or twist the sensor once the valve assembly has been installed. This will cause the valve to
loosen and the valve nut will then require re-tightening to the specified torque.
The torque setting for the Torx bolt is designed to slightly deform the sensor’s Peek housing to ensure that it is fitted with
maximum security. This means sensors are not designed to be repeatedly removed from the wheel, so should not be
unnecessarily removed from wheel assemblies.
New Torx bolts are pre-impregnated with Precote thread locker. If a bolt is re-used then it is essential that the bolt is
cleaned and Loctite 263 is applied prior to installation. If possible, the bolt should be replaced with a new part.
RD096 110124
1_02
Page 40 of 46
7.6.5 Valve and Sensor Removal

1. Set the torque screwdriver to 6Nm. Place the torque bar in the hole on the valve dome, and hold it firmly.
Unscrew the TPMS bolt. When the thread has disengaged remove the sensor.
Figure 39
2. Fit the 11mm socket to the torque driver. Place the torque bar in the hole on the valve dome, and hold it
firmly. Unscrew the valve nut. When the thread has disengaged remove the nut, washer and valve. Please
note that the TPMS bolt cannot be reused. The valve, nut, washer and sensor can all be reused, providing
the sensor housing is unmarked.
Figure 40
RD096 110124
1_02
Page 41 of 46
7.7 O-Ring Valve Fitting Instructions

7.7.1 Tools Required.
1. Torque Screwdriver RS Part No 547-379
3. 11/14mm Socket with ¼” drive
4. Male to Female Hex Extension
5. Size 20 Torx Bit
Figure 41
7.7.2 Valve Kit parts

A. Valve Caps
B. Valve Core
C. Nut (lengths will vary)
D. Washer (replaced by aluminium centering ring with 8mm valves)
E. O-Ring
F. Stem (Designs will vary)
G. Torx Screw
H. Reinforcement Plate
I. Torque Bar
A B C D E F G H
Figure 42
RD096 110124
1_02
Page 42 of 46
7.7.3 Installation
1. Remove the existing valve from the rim (if fitted)
2. Check that there are no sharp edges on the valve hole.
3. Carefully fit the viton o-ring onto the valve stem; ensure that there are no cuts in the o-ring.
4. Insert the valve stem through the rim; make sure that the small hole in the valve stem is at right angles to the rim.
5. Place the plain washer (or aluminium centering ring on 8mm kits) over the valve stem.
6. Tighten the nut onto the valve stem using the Torque Driver and the 11/14mm socket; use the small bar to stop the
valve rotating.
7. Tighten the nut until the torque screwdriver breaks free (5.0Nm ± 0.5Nm).
8. Mount the sensor housing onto the back of the valve using the Torx bolt. Place the reinforcement plate in between
the sensor and the Torx bolt. Make sure that the feet are touching the rim.
9. Using the Torque screwdriver tighten the Torx bolt until the screwdriver breaks free (4.5Nm ± 0.5Nm) Use the
small bar to ensure that the valve is not rotated during the tightening process. If the valve moves the valve nut must
be re-torqued. Remove the small bar
7.7.4 Notes
RD096 110124
1_02
Page 43 of 46
7.8 TPMS Stud Fitting Instructions

7.8.1 Tools Required
1. Torque Screwdriver (RS Part No 547-379) or torque wrench.
3. Size 20 Torx Bit with ¼” drive
4. 4mm Hex Drive with ¼” drive
Figure 43
7.8.2 Stud Components

A. 10° Stud Dome
B. O-Ring
C. Stud Mounting Screw
D. M8 washer
E. Torx Bolt
F. Reinforcement Plate
G. Torque Bar
Figure 44
RD096 110124
1_02
Page 44 of 46
7.8.3 Stud and Sensor Installation

1. Remove the existing stud/valve from the rim (if fitted).
2. Please confirm that any lacquer and/or paint applied to the valve hole has been removed, and the valve hole carefully
cleaned as per the instructions in Section Error! Reference source not found. before proceeding.
3. Check that there are no sharp edges on the valve hole, and that the spot face is clean.
Figure 45
4. Install the O-ring on to the valve done and place the supplied washer on the stud screw.
Figure 46
5. Apply Loctite 243 to the threads on the Stud Screw before fitting.
6. Insert the stud screw with the M8 Washer through the hole in the rim
7. Tighten the stud screw onto the sensor dome stem using the Torque Driver (set to 6Nm) and a 4mm hex drive. Use
the torque bar to stop the dome rotating during this process. Please note that the dome must be orientated so the angled
threaded hole is pointing upwards during installation, and the torque bar must be orientated horizontally to prevent the
dome from rotating.
8. Tighten the Stud Screw until the torque driver breaks free (6Nm - THIS TORQUE MUST NOT BE EXCEDED). The
dome will no longer be able to rotate.
RD096 110124
1_02
Page 45 of 46
Figure 47
9. Mount the sensor housing onto the back of the sensor dome using the Torx bolt and reinforcement plate. Make sure
that both of the sensor feet are in contact with the rim.
Figure 48
10. Using the Torque screwdriver (Set to 4.5Nm) tighten the Torx bolt until the screwdriver breaks free. Use the torque
bar to ensure the dome does not rotate during the process. Should the dome move or rotate steps 5-8 must be
repeated. The Torx screw is impregnated with thread lock and it is recommended that this screw is not re-used, but if
it is, the screw must be cleaned and thread lock must be applied before every use.
RD096 110124
1_02
Page 46 of 46
7.8.4 Notes
RD096 110124

Bf1systems DigiTyre User Manual V1 02

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Bf1systems DigiTyre User Manual V1 02

Uploaded by

Copyright:

Available Formats

1_02

DigiTyre TPMS User Manual bf1systems DigiTyre User Manual - V1_02.docx

DigiTyre TPMS User Manual

7.7 O-Ring Valve Fitting Instructions ............................................................................................................................... 41

 0 to 6.375 bar (0 to 92 psi) absolute pressure

3.2 DigiTyre ECUs

3.3 Digital Antenna

3.4 Trigger Antenna

3.5 LF Satellite Trigger

4 Puncture Detection Software

4.2 Internal Channel Name Definitions

4.2.2 Pres_nom_set, Temp_nom_set

4.2.3 Pres, Temp

5.1 Update Permit List - Page

5.2 Modify Permit List

5.3 Position Sensors Page – Non-LF Learning Applications Only

TPMS ECU searches for

No, wait for more Is sensor in valid

Are wheel changes

Write wheel data of all

5.3.1 Set Allocation

5.4 Assign Sensors

5.5 System Config – Page

5.5.1 Tx CAN IDs - CAN Identifiers

5.5.2 Rx CAN IDs Inputs to the TPMS ECU

Channel Range Scaling

Add Subt: Add or subtract an offset from the value

5.5.3 Transceiver speed

Serial Stream – Select the desired serial stream to be used.

5.5.4 Sensor Location, LF and Non-LF Applications.

Sensor Learning Flow Diagram

Sensor Checking Flow Diagram

Sensor Moving Pings >= Any Sensors Not

Learn Attempts >

Flash When Checking – Not applicable for this application.

Flash When Learning - Not applicable for this application.

Corner not learnt LED – Not applicable for this application.

5.5.6 Pressure Warning Limits

5.6 Updating The ECU

5.7 Live Update

Data received from the car’s CAN

Pressure limit to activate the

Number of datagrams received Clicking this button will cause the LF

Current tyre pressure compensated

Opens the Logger Setup window. Starts the built in logger

5.8 Errors Page

6.1.2 DigiTyre Lite 6Ch Learning System Schematic

6.1.3 DigiTyre Lite 4Ch Positioned System Schematic

6.1.4 DigiTyre Lite 2Ch Positioned System Schematic

6.2 DigiTyre MDE v2 Schematics

6.2.2 DigiTyre MDE v2 6Ch Learning System Schematic

6.2.3 DigiTyre MDE v2 4Ch Positioned System Schematic

6.2.4 DigiTyre MDE v2 2Ch Positioned System Schematic

6.3 Kompact MDE Schematics

7 Component Installation Guidelines

7.2 TPMS ECU

7.3 TPMS Antenna

7.4 TPMS LF Trigger

7.5 Trigger Antenna

7.6 ASC Valve Fitting Instructions

1. Torque Screwdriver RS Part No 547-379 (Set to 5.5Nm & 4.5Nm)

7.6.2 Valve Kit Parts (F1-02-0185-A)

7.6.5 Valve and Sensor Removal

7.7 O-Ring Valve Fitting Instructions