Syst. de monitoring de pression des pneus obligatoires 2008

[STONE_COLD]

The U.S. National Highway Traffic Safety Administration says passenger cars will come with tire pressure monitoring systems starting next year.

Manufacturers will be required to install a system to detect when one or more of the vehicle's tires are 25 percent or more below the recommended inflation pressure.

The manufacturers' average cost per vehicle is estimated to be between $48.44 and $69.89, depending on the technology used.

Phase-in of the new regulation will begin Sept. 1, 2005. All new 4-wheeled vehicles weighing 10,000 pounds or less must be equipped with the monitoring system by the 2008 model year.

The federal agency said under-inflated tires can adversely affect fuel economy, lead to skidding and loss of control and hydroplaning on wet surfaces. It can also increase stopping distance and the likelihood of tire failures.

NHTSA estimates that about 120 lives a year will be saved when all new vehicles are equipped with the systems.

[Ricardo A]

bonne affaire ca...

[Minou]

Un pas de plus vers la voiture "idiot proof".

Ces morons qui ne vérifient jamais la pression et l'état de leurs pneus et qui pourront rouler impunément avec des pneus sous-gonflés de 25%, parce que la tite-lumière ne s'allume pas avant.

Et comme tout nouveau gadget ou sensor relié à de l'électronique, de l'eau, vibrations et du sel... Ça promet de coûter pas mal plus cher à réparer que le cost des compagnies pour les installer.

Non merci pour moi.

[STONE_COLD]

Et comme tout nouveau gadget ou sensor relié à de l'électronique, de l'eau, vibrations et du sel... Ça promet de coûter pas mal plus cher à réparer que le cost des compagnies pour les installer.

Non merci pour moi.

Qui va aller faire réparer ça :?: C'est comme les lumières de jour, personne ne répare ça quand ça fonctionne plus.

Au pire, t'as juste à tirer la plug sur le fusible pour pas que le monitor de pression te tape sur les nerfs.

[TR3CK]

Maintenant la question, es-ce que Transport Canada vont suivre? Ils devraient, ils ont toujours suivit les nouvelles norme du NHTSA :roll:

[STONE_COLD]

Maintenant la question, es-ce que Transport Canada vont suivre? Ils devraient, ils ont toujours suivit les nouvelles norme du NHTSA :roll:

Assurément :!: Les Canadiens suivent toujours les Américains (sauf pour la guerre en Irak :P ) et non l'inverse. :cry: Exemples: lumières de jour, bumper 8km/h.

[BedZ]

C'est un petit peu plus compliqué qu'un simple sensor de pression.

Pour calculer adéquatement la pression dans une zone fermée, ça prend:
-Un sensor de pression
-Un sensor de température
-Un petit ordinateur qui calcule la pression réelle en fonction de la température

Et voilà! Un pas de plus dans l'électronisation extrême!

Il existe sûrement déjà des micro-contrôleurs qui ont tout ceci intégré sur une même composante par contre.

[SUV-MEN]

Esprit qui faut avoir une vision étroite pour mettre un bidule de même dans les autos.

Ce bidule ne donnera pas de meilleur résultat car cette info doit passer par deux autres interfaces avant qu'on arrive à corriger la situation. Je parle ici des yeux et du cerveau des gens.

De toute évidence, cette information nécessitera une action humaine et c'est bien plus ça qui faisait que les gens se promenaient avec des pneus sous gonflés.

Bref, oui au Sensor si la pompe est intégrée (l'affichage n'est donc pas nécessaire). Non au Sensor tout seul.

Est-ce que ce Sensor va aussi prévenir dans le cas de sur-gonflage?

[mazzzda]

et comment le sensor fait pour prendre la pression, ca prend tu des roues spéciales pour y mettre le sensor??

[Juan-Carlos]

Les Jeeps Rubicon ont déjà un tel système, mais avec une pompe intégrée, je sais pas vraiment comment ca marche mais ca doit être un paquet de trouble...ca prend un conduit d'air qui passe dans le mag!??

[Francis F]

et comment le sensor fait pour prendre la pression, ca prend tu des roues spéciales pour y mettre le sensor??

Sur certains véhicules, il calcule l'élévation des pneus par rapport aux autres. C'est la seule façon que le voie sans qu'il y ait de sensor dans le pneu ou la valve.

[SUV-MEN]

Si ça peut vous aider (en anglais par exemple)

What's the Difference?
DIRECT VS. INDIRECT
Direct Systems...
attach a pressure sensor/transmitter to the vehicle's wheel inside the tire's air chamber. An in-car receiver warns the driver instantly if the pressure in any one tire falls below a predetermined level.

Indirect System...
use the vehicle's antilock braking system's wheel speed sensors to compare the rotational speed of one tire vs. the others. If one tire is low on pressure, it will roll at a different number of revolutions per mile than the other three tires, and alert the vehicle's onboard computer.



Direct Monitoring Systems

Direct tire pressure monitoring systems measure, identify and warn the driver of low pressure. Because direct systems have a sensor in each wheel, they tend to generate more accurate warnings and can alert the driver instantly if the pressure in any one tire falls below a predetermined level due to rapid air loss caused by a puncture. In addition, a gradual air loss over time will result in too little air pressure being detected. Many direct systems use dashboard displays that provide the ability to check current tire pressures from the driver's seat.

Direct systems attach a pressure sensor/transmitter to the vehicle's wheel inside the tire's air chamber. Most Original Equipment systems attach their air pressure sensor/ transmitter to a special tire valve that clamps through the wheel. Since snap-in rubber valves are used for most wheels that aren't monitored by a direct system, the presence of a metal clamp-in valve typically identifies the presence of a direct tire pressure monitoring system. The transmitter's signal is broadcast to the in-car receiver and the information is displayed to the driver.

Most aftermarket direct monitoring systems, such as the first and second-generation SmarTire systems offered by The Tire Rack attach the sensor/transmitter to the wheel with an adjustable metal strap. These sensors/transmitters and their straps only weigh a few ounces and allow virtually universal application on car and light truck wheels. Since standard snap-in rubber valves are still used for these applications, it is important that the owners of these systems let their tire installer know that the vehicle is equipped with a direct system banded to the wheel before they change the tires.

The Tire Rack has also been working with wheel manufacturers to develop aftermarket wheels that accommodate direct tire pressure monitoring sensors/transmitters along with their clamp-in valves. This will result in our ability to offer a wider selection of aftermarket alloy wheel styles that will accept Original Equipment direct system components.

Optional Factory Tire Pressure Monitoring Systems

Does your vehicle already have a tire pressure monitoring system? Here are the three most common direct tire pressure monitoring systems currently being offered as optional equipment on select U.S. vehicles.

BERU
Audi/Volkswagen
BMW
Land Rover
Mercedes-Benz
Porsche

SCHRADER
Ford
Chrysler
GM
Nissan/Infiniti

PACIFIC
Lexus
Standard on SC430

Because proper fitment of the sensor/transmitter to the wheel is so crucial, The Tire Rack has been working with wheel manufacturers to develop and supply aftermarket alloy wheels that properly accommodate direct tire pressure monitoring system sensors/transmitters.

Of all the Original Equipment direct systems, we have found that BERU and the vehicle manufacturers who use BERU components have been the most proactive of the Original Equipment manufacturers by ensuring that vehicle customer satisfaction is not diminished because of excessive cost or difficulties in finding replacement sensors.

The Tire Rack maintains an inventory of tire pressure sensor/transmitter/valve assemblies for every North American spec vehicle that uses BERU-manufactured components. These include many Audi, BMW, Mercedes-Benz, Porsche and Volkswagen vehicles. This allows us to offer replacement sensors/transmitters individually, as well as mounted tire, wheel and sensor/transmitter packages that are ready to bolt on for winter or track use. Other vehicle manufacturers using direct systems appear to have taken a short-term approach that might increase the cost to the consumer. The availability of their system's sensors is only through the vehicle dealers' parts department.

Indirect Monitoring Systems

In the interest of providing a lower cost Original Equipment system, indirect tire pressure monitoring systems were developed by vehicle manufacturers wishing to comply with the law while minimizing development time and cost. Indirect systems use the vehicle's antilock braking system's wheel speed sensors to compare the rotational speed of one tire vs. the other three positions on the vehicle. If one tire is low on pressure, its circumference changes enough to roll at a slightly different number of revolutions per mile than the other three tires. Reading the same signal used to modulate ABS systems, the vehicle manufacturers have programmed another function into the vehicle's onboard computer to warn the driver when a single tire is running at a reduced inflation pressure compared to the other three.

Unfortunately, indirect tire pressure monitoring systems have several shortcomings. Indirect systems won't tell the driver which tire is low on pressure, and won't warn the driver if all four tires are losing pressure at the same rate (as occurs during the fall and winter months when temperatures turn colder). Some indirect systems can't operate at highway speeds (above either 62 or 70 mph) or during extremes in ambient temperature. Additionally, our current experience with indirect systems indicates that they generate frequent false warnings. We have found that the false warnings occur when the vehicle is driven around a long curve that causes the outside tires to rotate faster then the inside tires, or when the tires spin on ice and snow-covered roads. In both of these cases, the false alarms would train the driver to disregard the tire pressure monitoring system's warnings, negating its purpose completely.

Concerns

While The Tire Rack applauds the emphasis on maintaining appropriate tire pressure and requiring a system that will warn the driver if low pressure is detected, we are concerned about the percentage of underinflation that the law permits before warning the driver. The driver of a passenger car that calls for 35 psi may not be warned about tire pressure loss until it drops to just 26 psi. Under the same circumstances, a driver of a light truck that calls for 80 psi won't be warned until just 60 psi remains. In both of these cases, significant load capacity has been sacrificed before the driver is warned. The only way to overcome this obstacle would be to fit significantly oversized tires to every new vehicle that could compensate for a 25% loss in tire pressure before becoming overloaded. Unfortunately, these larger tires will add to vehicle weight, generate more rolling resistance and increase the vehicle's aerodynamic drag. This would result in a loss of fuel economy and increased gasoline consumption in direct contrast to the government's Corporate Average Fuel Economy (CAFÉ) requirements for cars and light trucks.

Additionally, we are concerned that the drivers of vehicles equipped with tire pressure monitoring systems will become over-confident in the capabilities of their system and will be even less likely to confirm their vehicle's cold tire pressure at least once a month with a pressure gauge.

While the legislation is well-intended, we feel that direct tire pressure monitoring systems are the better means to warn the driver of low tire pressure before inconvenience becomes calamity.

[TR3CK]

Dans la section auto du jounal La Presse aujourd'hui, il y a un article qui en parle sans indiquer que cette norme est seulement pour les Etat-Unis, comme si c'etait aquit que le Canada allait suivre.

L'intention est bonne, mais il y a des choses qui m'inquete avec cette norme. Elle risque de causer beaucoup probleme et de maux de tete quand on voudra changer les roues (mettre des mags) ou mettre des rim pour des pneus d'hivers. Le systeme de moniteur de pression indirecte des pneus risque d'etre deregler, pas fonctionner correctement ou meme pas fonctionner du tout et on devra endurer un voyant lumineux sur le tableau de bord. Et avec une auto avec un systeme directe c'est encore pire, on pourra seulement mettre des rims/mags qui sont concu pour avoir ces sensors la.