US20060053876A1 - Active adaptation of control algorithms for a central tire inflation system - Google Patents
Active adaptation of control algorithms for a central tire inflation system Download PDFInfo
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- US20060053876A1 US20060053876A1 US10/512,531 US51253104A US2006053876A1 US 20060053876 A1 US20060053876 A1 US 20060053876A1 US 51253104 A US51253104 A US 51253104A US 2006053876 A1 US2006053876 A1 US 2006053876A1
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- Prior art keywords
- pressure
- conduit
- tire
- vehicle
- management system
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
- B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
- B60C23/00372—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by fluid diagrams
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
- B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
- B60C23/00309—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by the location of the components, e.g. valves, sealings, conduits or sensors
- B60C23/00318—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by the location of the components, e.g. valves, sealings, conduits or sensors on the wheels or the hubs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
- B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
- B60C23/00345—Details of the rotational joints
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
- B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
- B60C23/00354—Details of valves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
- B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
- B60C23/00363—Details of sealings
Abstract
A method for control of a tire pressure management system (or central tire inflation system) is provided which enables active adaptation of control variables in the system in response to variations in air line volume. The air line volume in a conduit between an air source and a vehicle tire is determined. Subsequently, one or more values for control variables are adjusted in response to the air line volume and various parameters associated with the system are determined in response to the adjusted values of the control variables.
Description
- 1. Field of the Invention
- This invention relates to vehicle tire pressure management systems and, in particular, to a system and method for adapting control algorithms in vehicle tire pressure management systems.
- 2. Discussion of Related Art
- Conventional tire pressure management systems, also known as central tire inflation systems (CTIS systems), on-board inflation systems and traction systems, are well known in the prior art. Generally, these systems employ a pneumatically controlled wheel valve that is affixed to each vehicle wheel assembly for controlling tire pressure in response to pressure signals from an air control circuit. The air control circuit is connected to each wheel valve via a rotary seal assembly associated with each wheel valve. Tire pressure is monitored by means of a sensor that is positioned in a conduit assembly in the air control circuit. When the wheel valve and certain control valves are opened, the pressure in the conduit equalizes to tire pressure which can then be sensed by the sensor. An electronic control unit reads electrical pressure signals generated by the sensor and appropriately controls the air control circuit in response thereto for inflating or deflating a selected tire.
- Although prior art tire pressure management systems have functioned well for their intended purpose, the systems have a significant drawback. The electronic control unit of the system executes a number of control algorithms in the form of software routines that are used to determine a variety of parameters (e.g., tire pressure, line leak rate, and valve position) used by the system. These parameters, however, are significantly affected by the volume in the conduit of the air control circuit-a volume that varies from vehicle to vehicle depending upon such factors as the length of the vehicle and the number of axles and wheels on the vehicle. To enable accurate determinations of the parameters, therefore, conventional tire pressure management systems have required manual calibration of control variables used by the electronic control unit in response to varying air volumes for different vehicles.
- The inventors herein have recognized a need for a tire pressure management system and a method for controlling such a system that will minimize and/or eliminate one or more of the above-identified deficiencies.
- The present invention provides a tire pressure management system for a vehicle and a method for controlling the system.
- A tire pressure management system for a vehicle in accordance with the present invention includes an air source and an air control circuit including a conduit disposed between the air source and a vehicle tire of the vehicle. The system further includes an electronic control unit configured to perform several functions: to determine a volume of the conduit; to adjust a value of a control variable responsive to the volume of the conduit; and to determine a value of a parameter of the tire pressure management system responsive to the value of the control variable. In accordance with some embodiments of the invention, the control variable may comprise a period of time or a pressure in the conduit. Further, in accordance with some embodiments of the invention, the parameter may comprise tire pressure, a leak rate in the conduit, or the position of a valve.
- A method for controlling a tire pressure management system of a vehicle in accordance with the present invention includes the step of determining a volume of a conduit disposed between an air source and a vehicle tire of the vehicle. The method further includes the steps of adjusting a value of a control variable responsive to the volume and determining a value of a parameter for the tire pressure management system responsive to the value of the control variable.
- A tire pressure management system and method for controlling a tire pressure management system in accordance with the present invention are advantageous. In particular, the inventive system and method enable active or dynamic adaptation of control variables used in tire pressure management systems to determine parameter values responsive to variations in air line volume. As a result, the system can be employed on a wide variety of vehicles without requiring expensive and time consuming manual calibration of the control algorithms.
- These and other advantages of this invention will become apparent to one skilled in the art from the following detailed description and the accompanying drawings illustrating features of this invention by way of example.
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FIG. 1 is a diagrammatic view illustrating a tire pressure management system for a vehicle in accordance with the present invention. -
FIG. 2 is a sectional view of a conventional vehicle wheel assembly. -
FIG. 3 is a block diagram illustrating several of the components of the system ofFIG. 1 . -
FIG. 4 is a block diagram illustrating a method for controlling a tire pressure management system in accordance with the present invention. - Referring now to the drawings wherein like reference numerals are used to identify identical components in the various views,
FIG. 1 illustrates a tirepressure management system 10 for a vehicle 12 (shown diagrammatically by a dotted line) in accordance with the present invention. In the illustrated embodiment,vehicle 12 comprises a tractor-trailer. It should be understood, however, that the inventive system may be used in connection with a wide variety of vehicles including automobiles. -
Vehicle 12 may include a plurality of axles including a steer axle represented bydotted line 14, a tandem axle assembly having drive axles represented bydotted lines dotted lines FIG. 2 , each axle ofvehicle 12, such asdrive axle 16, may includewheels 24 affixed towheel hubs 26 disposed at each outboard end of the axle and rotationally supported on the axle. Eachwheel 24 ofvehicle 12 may include one or moreinflatable tires 28 mounted thereon. - Referring again to
FIG. 1 , asystem 10 in accordance with the present invention will be described.System 10 is provided to monitor and control pressure within eachtire 28 ofvehicle 12.System 10 may includewheel valve assemblies 30, anair source 32, avacuum source 34, anair control circuit 36, one ormore load sensors 38, aspeed sensor 40, apressure sensor 42, anoperator control device 44, and an electronic control unit (ECU) 46. -
Wheel valve assemblies 30 are provided to control the flow of pressurized air into and out oftires 28. Avalve assembly 30 is mounted to each end of the eachaxle system 10 through arotary seal connection 48.Wheel valve assembly 30 is conventional in the art and may comprise the wheel valve assembly described and illustrated in either U.S. Pat. No. 5,253,687 or U.S. Pat. No. 6,250,327, the entire disclosures of which are incorporated herein by reference.Rotary seal assembly 48 is also conventional in the art and may comprise the rotary seal assembly described and illustrated in U.S. Pat. No. 5,174,839, the entire disclosure of which is incorporated herein by reference. Referring again toFIG. 2 ,wheel valve assembly 30 may include aninlet port 30 a coupled to a rotatable part 48 b ofrotary seal assembly 48, anoutlet port 30 b in fluid communication with the interior oftire 28, and anexhaust port 30 c (best shown inFIG. 1 ).Rotary seal assembly 48 may further include anon-rotatable port 48 a connected to aconduit 50 ofair control circuit 36.Valve assembly 30 may assume a closed position (illustrated inFIG. 1 ) when the air pressure atinlet port 30 a is substantially atmospheric, an open position connectinginlet port 30 a andoutlet port 30 b when the air pressure atinlet port 30 a is a positive pressure, and an exhaust position connectingoutlet port 30 b andexhaust port 30 c when the air pressure atinlet port 30 a is a negative pressure. -
Air source 32 provides positive pressurized air tosystem 10 andtires 28.Air source 32 is conventional in the art and may comprise a vehicle air brake pressure source including apump 52, anair dryer 54, and afirst air tank 56 connected via aconduit 58 to the brakesystem air tanks air control circuit 36 via abranch conduit 58 a.Check valves 64 prevent sudden loss of air pressure inbrake tanks pressure sensor 66 is used to monitor pressure withintank 56 and provides a pressure indicative signal toECU 46. -
Vacuum source 34 provides a negative pressure insystem 10 to decrease air pressure withintires 28 ofvehicle 12.Vacuum source 34 is also conventional in the art and may include avacuum generator 68 controlled through asolenoid valve 70. A low pressure zone is produced by passing air through a venturi like portion ofvacuum generator 68. Upon energization ofsolenoid valve 70 to an open position via a control signal fromECU 46, a vacuum or negative air pressure, relative to atmospheric pressure, is produced in aconduit 72 that has asmall orifice 74 disposed proximate the low pressure zone produced bygenerator 68.Conduit 72 is also connected to a one-way vent valve 76 to effect rapid venting of positive air pressure inconduit 72.Vent valve 76 includes avalving member 78 that is drawn to a closed position in response to negative air pressure inconduit 72 and is moved to an open position in response to positive pressure air inconduit 72. -
Air control circuit 36 is provided to direct the flow of pressurized air withinsystem 10 for use in controlling pressure withintires 28 ofvehicle 12.Control circuit 36 may include a pair ofpressure control valves axle distribution valves air control circuit 36 is used to control pressure in all of thetires 28 ofvehicle 12. It should be understood, however, thatcontrol circuit 36—along with other portions ofsystem 10—may be replicated so that, for example, onecontrol circuit 36 is used to control tire pressures in the tractor portion ofvehicle 12 and anothercontrol circuit 36 is used to control tire pressure in the trailer portion ofvehicle 12. -
Pressure control valve 80 directs positive pressurized air fromair source 32 totires 28 ofvehicle 12.Valve 80 may comprise a conventional two position-two way, solenoid controlled and pilot air operated valve.Valve 80 includes avalving member 90 that is spring biased to a closed position as illustrated inFIG. 1 . The valvingmember 90 is moved to an open position in response to energization of its solenoid via control signals fromECU 46.Valve 80 includes afirst port 80 a coupled to aconduit 92 leading toair source 32.Valve 80 includes asecond port 80 b coupled to anotherconduit 94 leading toaxle distribution valves -
Pressure control valve 82 vents controlcircuit 36.Valve 82 is conventional in the art and may also comprise a two position-two way, solenoid controlled and pilot air operated valve.Valve 82 includes avalving member 96 that is spring biased to an open position as illustrated inFIG. 1 . The valvingmember 96 is moved to a closed position in response to energization of its solenoid via control signals fromECU 46.Valve 82 includes afirst port 82 a coupled toconduit 72 leading toorifice 74.Valve 82 includes asecond port 82 b coupled toconduit 94 leading toaxle distribution valves -
Axle distribution valves tires 28 of one ormore axles vehicle 12.Valves Valves tires 28 ofaxles valves valving member FIG. 1 and which is moved to a closed position in response to energization of the associated solenoid via electrical signals fromECU 46. Each ofvalves first port conduit 94. Finally, each ofvalves second port 84 b, 86 b, 88 b, respectively, leading to acorresponding conduit vehicle 12. Althoughaxle distribution valves axle distribution valves axle distribution valves individual tires 28 ofvehicle 12. Further, although only threeaxle distribution valves vehicle 12 and to allow for greater individual control of thetires 28 ofvehicle 12. -
Load sensors 38 provide an indication as to the load on vehicle 12 (and, consequently, thetires 28 of vehicle 12) or the load on some portion of vehicle 12 (and, consequently,select tires 28 of vehicle 12).Load sensors 38 are conventional in the art and load sensing may be provided in a variety of known ways, including through analysis of pneumatic pressures in the suspension ofvehicle 12, analysis of powertrain parameters, the use of displacement transducers, or the implementation of load beams and strain gauges. Eachload sensor 38 may provide on or more load indicative signals toECU 46 indicative of the load bearing onvehicle 12 or a portion thereof. -
Speed sensor 40 is provided to measure the speed ofvehicle 12 in order to control deflection levels fortires 28.Sensor 40 is conventional in the art and provides a speed indicative signal toECU 46. -
Pressure sensor 42 is provided to sense pressure inconduit 94.Sensor 42 is conventional in the art. Althoughsensor 42 is disposed withinconduit 94 in the illustrated embodiment, it should be understood that the location of sensor may be varied withinair control circuit 36 without departing from the spirit of the present invention.Sensor 42 generates a signal indicative of the pressure withinconduit 94 and provides the signal toECU 46 for a purpose described in greater detail herein below. -
Operator control device 44 may be provided to allow the operator ofvehicle 12 to exert at least some level of control oversystem 10.Device 44 is conventional in the art and may include a plurality of input/output devices such as a keypad, a touch screen, switches or similar input devices and a display screen, a sound generator, lights or similar output devices. Thusdevice 44 includes means for an operator ofvehicle 12 to transmit control signals toECU 46 to adjust pressure levels within tires ofvehicle 12. - Referring to
FIG. 3 ,ECU 46 is provided to controlair control circuit 36.ECU 46 may comprise a programmable microprocessor or microcontroller or may comprise an application specific integrated circuit (ASIC).ECU 46 may include a central processing unit (CPU) 108, amemory 110, and an input/output interface 112. Throughinterface 112,ECU 46 may receive a plurality of input signals including signals generated bysensors operator control device 48. Also throughinterface 112,ECU 46 may generate a plurality of output signals including one or more signals used to controldevice 48 andvalves - Referring now to
FIG. 4 , one embodiment of a method for controlling tirepressure management system 12 in accordance with the present invention is illustrated. The method or algorithm may be implemented bysystem 12 whereinECU 46 is configured to perform several steps of the method by programming instructions or code (i.e., software). The instructions may be encoded on a computer storage medium such as a conventional diskette or CD-ROM and may be copied into thememory 110 ofECU 46 using conventional computing devices and methods. It should be understood thatFIG. 4 represents only one embodiment of the inventive method. Accordingly, the particular steps and substeps illustrated are not intended to be limiting in nature. The method may be implemented using steps and substeps that are different in substance and number from those illustrated inFIG. 4 . - The inventive method may begin with the
step 114 of verifying several preconditions to executing the remaining steps of the method. Inparticular step 114 may first include thesubstep 116 of determining whether the pressure in one or more oftires 28 exceeds a predetermined target pressure. Referring toFIG. 1 ,ECU 46 may generate control signals to opensupply valve 80 and one ofaxle distribution valves conduit 94 and one ofconduits tires 28.Sensor 42 provides a signal indicative of the pressure inconduit 94 toECU 46 andECU 46 may then compare the sensed pressure to the target tire pressure. If the sensed pressure is less than the target tire pressure, the routine ends. If the sensed pressure is greater than the target tire pressure, the routine continues. - Referring again to
FIG. 4 , step 114 may continue with thesubstep 118 of determining whethersystem 10 is engaged in tire pressurization or whethersystem 10 is engage in routine tire pressure monitoring. Ifsystem 10 is engaged in tire pressurization, the routine ends. Ifsystem 10 is engaged in tire pressure monitoring, the routine continues. - Step 114 may continue with the
substep 120 in which it is determined whether a line leak exists inair control circuit 36. Referring toFIG. 1 ,sensor 42 provides signals indicative of pressure inconduit 94 toECU 46 over a period oftime enabling ECU 46 to monitor drops in pressure.ECU 46 can then determine, in accordance with predetermined conditions, whether a line leak exists incontrol circuit 36. If a line leak does exist, the routine ends. If a line leak does not exist, the routine continues. - Referring again to
FIG. 4 , step 114 may finally include thesubstep 122 of determining whether the supply pressure is within a predetermined range. Referring toFIG. 1 ,sensors 66 and/or 42 may be used to indicate the available supply pressure.Sensors ECU 46 indicative of the pressure withintank 56 andconduit 94, respectively. If the supply pressure is outside of the predetermined range, the routine ends. If the supply pressure is within the predetermined range, the routine continues. - Referring again to
FIG. 4 , the inventive method may continue with thestep 124 of determining a volume of a conduit, such asconduit 94, disposed betweenair source 32 andtires 28 ofvehicle 12. Step 124 may includeseveral substeps substep 126, air is provided to theconduit 94 fromair source 32. Referring toFIG. 1 ,ECU 46 generates a control signal to opensupply valve 80 thereby allowing air intoconduit 94 fromconduit 58. Insubstep 128ECU 46 determines a time period for the pressure inconduit 94 to reach a predetermined air pressure. Step 128 may itself includeseveral substeps substep 130,pressure sensor 42 senses the pressure inconduit 94. Then, insubstep 132,ECU 46 compares the pressure to a predetermined pressure by ECU.Substeps conduit 94 equals the predetermined pressure. - The inventive method may continue with the
step 134 of adjusting a value of a control variable responsive to the volume ofconduit 94. A plurality of control variables used in determining parameter values associated withsystem 10 may be affected by changes in air line volume. One control variable may be referred to as “Hold Time” and comprises an estimated time period for the pressure inconduit 94 to become equal to the pressure in atire 28. Hold Time is used in determining pressure intire 28. As air line volume increases, Hold Time increases as well.ECU 46 may calculate Hold Time in accordance with the following formula:
wherein sply_press is the pressure of the air supplied fromsupply valve 32, vol_DetectTime is the time to fill the previously determined volume at a given pressure, Cfg_splyMinPress is a predetermined minimum supply pressure value and Cfg_tireHoldTimeSlope and Cfg_tireHoldTimeShift are predetermined constants. - Another control variable used in determining parameter values associated with
system 10 that is affected by air line volume may be referred to as “Line Leak Time.” Line Leak Time is a period of time following Hold Time in which a pressure drop inconduit 94 is monitored. Line Leak Time is used to determine the leak rate withinconduit 94. As air line volume varies, the pressure drop values that are indicative of various leak sizes vary.ECU 46 may calculate Line Leak Time in accordance with the following formula:
wherein sply_press is the pressure of the air supplied fromsupply valve 32, vol_DetectTime is the time to fill the previously determined volume at a given pressure, Cfg_splyMinPress is a predetermined minimum supply pressure value and Cfg_tireLineLeakTimeSlope and Cfg_tireLineLeakTimeShift are predetermined constants. - Another control variable used in determining parameter values associated with
system 10 that is affected by air line volume is the pressure in the conduits ofair control circuit 36 such asconduit 94. The pressure inconduit 94 can be used, for example, to determine the position of one of thewheel valve assemblies 30 so that it can be determined whether one of the valves is leaking air fromtires 28. Typically, a small supply of bleed air is provided toconduit 94 to account for small air line leaks. A rise in pressure inconduit 94 greater than the rise caused by the bleed air is indicative of an openwheel valve assembly 30. As air line volume varies, however, the rate of pressure rise in conduit resulting from the addition of bleed air varies.ECU 46 may calculate the proper pressure value for indicating a leak inwheel valve assembly 30 in accordance with the following formula:
wherein Cfg_splyMinPress is a predetermined minimum supply pressure value, sply_press is the pressure of the air supplied fromsupply valve 32, vol_DetectTime is the time to fill the previously determined volume at a given pressure, and Cfg_ckvlvLimitSlope and Cfg_ckvlvLimitShift are predetermined constants. - Step 134 may include
several substeps substep 136,ECU 46 may determine the value of a control variable responsive to the volume ofconduit 94 as described for several exemplary control variables hereinabove. Insubstep 138,ECU 46 may compare the value for the control variable to at least one predetermined threshold value for the control variable. Preferably,ECU 46 compares the control variable value to upper and lower threshold values. Control variable values outside of the range defined by the threshold values may be indicative of an error in a component ofsystem 10 or may subjectsystem 10 to undesirable actions. Accordingly, if the control variable value is outside of the range defined by the threshold values, the control variable value may be set equal to the nearest threshold value. - The inventive method may finally include the
step 140 of determining a value of a parameter forsystem 10 responsive to the adjusted value of a control variable. As mentioned hereinabove, exemplary system parameters may include pressure in tires 28 (which may be measured after Hold Time), line leak rate (which may be determined after Line Leak Time), and the position of a wheel valve assembly 30 (which may be determined responsive to the pressure in conduit 94). - A tire pressure management system and method for controlling such a system in accordance with the present invention provide significant advantages. The inventive system and method allow active, or dynamic, adaptation of control variables used in the system that are impacted by variations in air line volume. In this manner, the inventive system and method allow accurate determinations with respect to system parameters without requiring expensive and time consuming manual calibration of the system in response to changes in air line volume. The inventive system and method can therefore be used on a wide variety of vehicles without such manual calibration.
- While the invention has been shown and described with reference to one or more particular embodiments thereof, it will be understood by those of skill in the art that various changes and modifications can be made without departing from the spirit and scope of the invention.
Claims (20)
1. A tire pressure management system for a vehicle, comprising:
an air source;
an air control circuit including a conduit disposed between said air source and a vehicle tire of said vehicle; and,
an electronic control unit configured to determine a volume of said conduit, to adjust a value of a control variable responsive to said volume and to determine a value of a parameter of said tire pressure management system responsive to said value of said control variable.
2. The tire pressure management system of claim 1 , further comprising a pressure sensor disposed in said conduit, said pressure sensor providing a signal indicative of pressure in said conduit to said electronic control unit.
3. The tire pressure management system of claim 1 wherein said electronic control unit is further configured, in determining said volume in said conduit, to determine a time period for a pressure in said conduit to reach a predetermined pressure.
4. The tire pressure management system of claim 1 wherein said control variable comprises a time period.
5. The tire pressure management system of claim 4 wherein said time period comprises an estimated time period for a pressure in said conduit to become equal to a pressure in said tire.
6. The tire pressure management system of claim 1 wherein said control variable comprises a pressure in said conduit.
7. The tire pressure management system of claim 1 wherein said parameter comprises pressure in said tire.
8. The tire pressure management system of claim 1 wherein said parameter comprises a leak rate in said conduit.
9. The tire pressure management system of claim 1 wherein said parameter comprises a position of a wheel valve assembly.
10. A method for controlling a tire pressure management system of a vehicle, comprising the steps of:
determining a volume of a conduit disposed between an air source and a vehicle tire of said vehicle;
adjusting a value of a control variable responsive to said volume; and,
determining a value of a parameter for said tire pressure management system responsive to said value of said control variable.
11. The method of claim 10 wherein said determining step includes the substeps of:
providing air to said conduit from an air source;
determining a time period for said pressure in said conduit to reach a predetermined air pressure.
12. The method of claim 11 wherein said substep of determining a time period further includes the substeps of:
sensing said pressure within said conduit;
comparing said pressure to a predetermined pressure;
repeating said sensing and comparing steps until said pressure in said conduit equals said predetermined pressure.
13. The method of claim 10 wherein said adjusting step includes the substeps of:
determining said value of said control variable responsive to said volume; and,
comparing said value to at least one predetermined threshold value for said control variable.
14. The method of claim 10 wherein said control variable comprises a time period.
15. The method system of claim 14 wherein said time period comprises an estimated time period for a pressure in said conduit to become equal to a pressure in said tire.
16. The method of claim 10 wherein said control variable comprises a pressure in said conduit.
17. The method of claim 10 wherein said parameter comprises pressure in said tire.
18. The method of claim 10 wherein said parameter comprises a leak rate in said conduit.
19. The method of claim 10 wherein said parameter comprises a position of a wheel valve assembly.
20. A method for controlling a tire pressure management system of a vehicle, comprising the steps of:
determining a volume of a conduit disposed between an air source and a vehicle tire of said vehicle;
adjusting an estimated time period for a pressure in said conduit to become equal to a pressure in said tire; and,
determining a pressure in said tire responsive to said estimated time period.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US10/512,531 US20060053876A1 (en) | 2002-04-22 | 2003-04-21 | Active adaptation of control algorithms for a central tire inflation system |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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US10127179 | 2002-04-22 | ||
US10/127,179 US6758088B2 (en) | 2002-04-22 | 2002-04-22 | Active adaptation of control algorithms for a central tire inflation system |
US10/512,531 US20060053876A1 (en) | 2002-04-22 | 2003-04-21 | Active adaptation of control algorithms for a central tire inflation system |
PCT/US2003/012220 WO2003089259A1 (en) | 2002-04-22 | 2003-04-21 | Active adaptation of control algorithms for a central tire inflation system |
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US20060053876A1 true US20060053876A1 (en) | 2006-03-16 |
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US10/127,179 Expired - Lifetime US6758088B2 (en) | 2002-04-22 | 2002-04-22 | Active adaptation of control algorithms for a central tire inflation system |
US10/512,531 Abandoned US20060053876A1 (en) | 2002-04-22 | 2003-04-21 | Active adaptation of control algorithms for a central tire inflation system |
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US10/127,179 Expired - Lifetime US6758088B2 (en) | 2002-04-22 | 2002-04-22 | Active adaptation of control algorithms for a central tire inflation system |
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US (2) | US6758088B2 (en) |
EP (1) | EP1497145B1 (en) |
CN (1) | CN100335301C (en) |
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AU (1) | AU2003221729A1 (en) |
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CA (1) | CA2483029C (en) |
DE (1) | DE60317495T2 (en) |
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Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20080066533A1 (en) * | 2006-09-19 | 2008-03-20 | Beverly James A | Tire inflation method |
US20160375730A1 (en) * | 2013-12-06 | 2016-12-29 | Dana Heavy Vehicle Systems Group, Llc | Method of determining tire pressure |
US20180207999A1 (en) * | 2015-07-17 | 2018-07-26 | Jaguar Land Rover Limited | Central tyre inflation system |
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Cited By (9)
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US20080066533A1 (en) * | 2006-09-19 | 2008-03-20 | Beverly James A | Tire inflation method |
US7437920B2 (en) | 2006-09-19 | 2008-10-21 | Dana Heavy Vehicle Systems Group, Llc | Tire inflation method |
US10464379B2 (en) | 2010-11-19 | 2019-11-05 | Equalaire Systems, Inc. | Tire management system |
US20160375730A1 (en) * | 2013-12-06 | 2016-12-29 | Dana Heavy Vehicle Systems Group, Llc | Method of determining tire pressure |
US9694630B2 (en) * | 2013-12-06 | 2017-07-04 | Dana Heavy Vehicle Systems Group, Llc | Method of determining tire pressure |
US20180207999A1 (en) * | 2015-07-17 | 2018-07-26 | Jaguar Land Rover Limited | Central tyre inflation system |
WO2019014640A1 (en) * | 2017-07-14 | 2019-01-17 | Equalaire Systems, Inc. | Electronic control module for a tire inflation system |
US11505013B2 (en) | 2017-07-14 | 2022-11-22 | Pressure Systems International, Llc | Electronic control module for a tire inflation system |
US11872852B2 (en) | 2019-02-07 | 2024-01-16 | Pressure Systems International, Llc | Enhanced tire inflation system |
Also Published As
Publication number | Publication date |
---|---|
AU2003221729A1 (en) | 2003-11-03 |
MXPA04010406A (en) | 2005-02-17 |
EP1497145B1 (en) | 2007-11-14 |
US20030192372A1 (en) | 2003-10-16 |
CA2483029A1 (en) | 2003-10-30 |
CN100335301C (en) | 2007-09-05 |
BR0309381B1 (en) | 2012-04-17 |
CA2483029C (en) | 2013-01-29 |
DE60317495D1 (en) | 2007-12-27 |
WO2003089259A1 (en) | 2003-10-30 |
CN1646337A (en) | 2005-07-27 |
DE60317495T2 (en) | 2008-02-28 |
ATE378199T1 (en) | 2007-11-15 |
BR0309381A (en) | 2005-03-29 |
EP1497145A1 (en) | 2005-01-19 |
US6758088B2 (en) | 2004-07-06 |
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