WO2009047765A2 - Method and system for automatic inflation of tires - Google Patents

Method and system for automatic inflation of tires Download PDF

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Publication number
WO2009047765A2
WO2009047765A2 PCT/IL2008/001344 IL2008001344W WO2009047765A2 WO 2009047765 A2 WO2009047765 A2 WO 2009047765A2 IL 2008001344 W IL2008001344 W IL 2008001344W WO 2009047765 A2 WO2009047765 A2 WO 2009047765A2
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WO
WIPO (PCT)
Prior art keywords
tire
tire valve
valve
providing
module
Prior art date
Application number
PCT/IL2008/001344
Other languages
French (fr)
Other versions
WO2009047765A3 (en
Inventor
Moshe Gewertz
Original Assignee
Moshe Gewertz
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Moshe Gewertz filed Critical Moshe Gewertz
Publication of WO2009047765A2 publication Critical patent/WO2009047765A2/en
Publication of WO2009047765A3 publication Critical patent/WO2009047765A3/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00Devices 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
    • B60C23/02Signalling devices actuated by tyre pressure
    • B60C23/04Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00Devices 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
    • B60C23/02Signalling devices actuated by tyre pressure
    • B60C23/04Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0479Communicating with external units being not part of the vehicle, e.g. tools for diagnostic, mobile phones, electronic keys or service stations
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60SSERVICING, CLEANING, REPAIRING, SUPPORTING, LIFTING, OR MANOEUVRING OF VEHICLES, NOT OTHERWISE PROVIDED FOR
    • B60S5/00Servicing, maintaining, repairing, or refitting of vehicles
    • B60S5/04Supplying air for tyre inflation
    • B60S5/043Supplying air for tyre inflation characterised by the inflation control means or the drive of the air pressure system
    • B60S5/046Supplying air for tyre inflation characterised by the inflation control means or the drive of the air pressure system using electrical or electronical means

Definitions

  • the present invention relates to a system and a method for the inflation of vehicle tires in a stationary drive-in facility, and more particularly, for the entirely automatic inflation of tires to a calculated inflation pressure, without manual touch with filling equipment, a tire or a wheel.
  • module is used hereinbelow with reference to a single unitary assembly or to a plurality of various assemblies operating in mutual association.
  • air pressure and air temperature are to be understood as air pressure level and air temperature level respectively.
  • Tire air treatment is to be understood as checking the pressure and if necessary, adjusting the air pressure in the pneumatic tires of a vehicle to a calculated pressure level.
  • the problem to be solved is the need to provide automatic means for the air treatment of tires. Automatic means exempt of the need for manual touch or contact with air pressure checking and filling equipment, with a tire, or with a wheel.
  • the solution is provided by implementing a system and a method for automatic tire air treatment for vehicles which enter and stop in a stationary drive- in tire inflation facility.
  • a vehicle enters the inflation facility When a vehicle enters the inflation facility, first the presence of the vehicle, stopped in appropriate disposition is detected and reported to a control module. Then, data related at least to the tires of the vehicle is derived and transmitted at least to the control module. Thereafter, the tire valve position of the tire valve of each wheel is found, and a tire valve access module is commanded by the control module to couple thereto in pneumatic communication. Air released from the tire valve enables to derive tire air data, to check the air data, and to forward the derived air data to the control module. Thereafter, the control module may calculate a correct tire inflation pressure and command treatment of the tire if found necessary. When the inflation process is completed for all the tires of the vehicle, inflation equipment is released from the tire valves and the vehicle is allowed to leave the tire service station.
  • the tire inflation facility is an automatic system, possibly having a plurality of modules that are all coupled to and commanded by a control module.
  • the automatic system is configured to acquire recommended tire inflation data from a stopped vehicle as well as the position of the tire valves.
  • a tire valve access module is commanded to couple to a tire valve to check and derive tire-air data from the air in the tire.
  • a computer program run by the control module is fed with parameters including the recommended tire inflation data and the tire-air data, to output calculated tire air pressure inflation data.
  • a tire air treatment module is operated by the control module to inflate or deflate a tire if necessary. After completion of the tire air treatment for all the tires, the access module is decoupled and the vehicle may proceed.
  • the method comprises: a. providing station modules including a control module coupled to and configured for managing, commanding and controlling operation of the station modules, b. acquiring at least a recommended tire air pressure, c. acquiring at least position data of a tire valve of a tire, d. acquiring at least actual tire air pressure within the tire, e. calculating correct tire air pressure and comparing calculated tire air pressure with the actual tire air pressure, and f. adjusting actual tire air pressure when found to be different from the correct calculated tire air pressure, whereby the automatic tire air treatment is exempt of manual touch with air filling equipment, a tire or a wheel.
  • the control module may be operated for: receiving position data of a tire valve from the tire valve finding module, commanding translation of a mobile tire valve access module to a wheel- facing position, commanding the tire valve access module to access a tire valve and couple therewith to establish pneumatic communication between the air in the interior of the tire, and the compressed air supply, and for commanding operation of the tire air treatment.
  • the control module may be operated for: receiving position data of a tire valve from the tire valve finding module, commanding a static tire valve access module to access a tire valve and couple therewith to establish pneumatic communication between the air in the interior of the tire, and the compressed air supply, and for commanding operation of the tire air treatment.
  • Fig. 1 is a block diagram illustrating the method and system
  • Fig. 2 is an exemplary flow chart
  • Figs. 3a to 3c show chocked wheels
  • Figs. 4a, 4b and 5 illustrate detection mechanisms
  • Fig. 6 is a cross section of a robotic unit
  • Figs. 7a and 7b show a wheel with a dedicated purpose hubcap
  • Figs. 8, 9, 10a, 10b, and 11 present tire valve search mechanisms
  • Figs. 12a and 12b show engagement of a tire valve extension
  • Figs. 13a to 13c, 14, 15a, 15b, and 16 depict further tire valve search mechanisms
  • Fig. 17 shows a pneumatic network
  • Fig. 18 is a diagram of the control module
  • Figs. 19a and 19b depict tire valve extension details.
  • Fig. 1 is a block diagram of a possible embodiment of a stationary drive-in tire inflation facility 101 showing a vehicle V having wheels W with tires 25 , and tire valves 29.
  • the tire inflation facility 101 is assumed to have a conventional compressed air supply 117 for use by the automatic tire inflation system, which may include various modules.
  • the automatic system may have a control module 105, a station sensor module 103, a tire valve finding module 107, and a tire valve access module 109.
  • Each module out of the station modules may be configured as a single unitary assembly or as a plurality of assemblies operating in mutual association.
  • the control module 105 includes a processor-driven and memory-supported device able to receive and store input data, to run computer programs, to control and command operation of the automatic system, and is linked in communication with the various modules.
  • the control module may be operated in various control configurations, such as centralized control, distributed control, and hybrid control.
  • the control module 105 may have electronic portion 105E and a pneumatic portion 105P, not shown in Fig 1.
  • the station sensor module 103 has sensors for acquiring and measuring various data, for example vehicle V presence, pressure and temperature, and is coupled at least to the control module 105.
  • the tire valve finding module 107 is configured to find the location of a tire valve 29 on a tire 25, and of wheels W if desired.
  • the tire valve access module 109 may physically access a tire valve 29 after reception of tire valve position data forwarded by the tire valve finding module 107.
  • the tire valve access module 109 may include an end effector 111, a tire valve chuck 113, and an air treatment module 115, to establish pneumatic communication of the air in the interior of the tire 25 with the compressed air supply 117.
  • tires 25 When reference is made hereinbelow to tires 25, to tires in general, or to wheels W, this is meant to refer to the tires mounted on, and to the wheels W on which the vehicle V is riding. It is noted that the tire inflation facility may be operated in any vehicle servicing facility, which means not only in maintenance and servicing facilities, service stations, and fuel stations, but practically anywhere vehicles have access to.
  • the various modules of the automatic system operate in association to derive recommended tire inflation data, couple to the tire valves 29, to check the actual inflation level of the tires 25, to calculate correct tire inflation data, and if necessary, to adjust the inflation pressure to the calculated correct tire air pressure.
  • the vehicle has to remain stopped in appropriate disposition and has to be detected as such.
  • the recommended tire air data for the tires 25 have to be acquired.
  • pneumatic communication with the air in the interior of a tire 25 must be provided for tire air treatment by the access module 109.
  • the detection of a stopped vehicle V parking in appropriate disposition may be achieved by many mans, ranging from chocking, closing of an electric circuit, and remote sensing, all well known to those skilled in the art.
  • Such stop-and position-detection of the vehicle V may be handled by the station sensor module
  • an interrogation signal may be sent thereto by a device, say a transponder, disposed in the station module 103, to be answered by a response signal, emitted for example by another device, possibly a transponder.
  • the response signal includes the requested data, additional data, or a code permitting retrieval of the tire air data out of an accessible database stored in a memory of the system.
  • the code is entered by the manufacturer and may be amended by professionals when required.
  • the driver D may be invited to send the requested data by operating a transmitter disposed in the vehicle V.
  • the driver D may respond to the invitation to provide the necessary tire air data simply by reciting that data.
  • An appropriate device may then digitize the acquired data.
  • Wireless transmission equipment such as an emitter, a responder, or a transponder for communication of data to the automatic tire inflation facility 101 may be added to a vehicle V in retrofit, if not originally installed therein.
  • Additional received data may include tire data, ambient air data, compressed air supply data, the number of wheels W, load actually applied on each wheel, as well as further tire and vehicle data. Other data relevant as parameters for computation of the calculated correct tire air pressure may also be acquired. Obviously, received data may be communicated to the control module 105 or to one or a plurality of modules.
  • TPMS Tire Pressure Monitoring System
  • RTPMS Remote Tire Pressure Monitoring System
  • a TPMS usually has data-emitting sensors mounted on each tire 25 that transmit air temperature and air pressure measured in the interior of the tire. Such data- emitting sensors may also be configured to transmit tire data, including recommended tire inflation data.
  • the station sensor module 103 may be appropriately equipped to interrogate a detected vehicle V and to capture tire data emitted by data-emitting sensors, belonging to the TPMS or other similar systems, such as actual tire air pressure and tire air temperature for example.
  • Pneumatic communication with the air in the interior of a tire 25 may be achieved by removal of the tire cap from the tire valve 29, to allow unhindered access thereto by the tire valve access module 109.
  • a commonly available tire valve extension may be removably coupled to the tire valve.
  • tire valve 29 and “tire valve extension 30" are used interchangeably hereinbelow with reference to tire air treatment, since the system may operate with both.
  • the various modules are inter-linked for the communication of data and commands to one another and to the control module 105.
  • the various modules of the automatic system 101 may all be disposed under the management, command and control of the control module 105, which is possibly a centralized control device.
  • the centralized control module 105 may be replaced and configured to operate in distributed control mode, or in hybrid control mode.
  • the station sensor 103 which is included in the station modules, may detect the appropriate stopped position of the vehicle V and transmit that information to the control module 105.
  • the station sensor module 103 may operate a plurality of sensors to derive at least the recommended tire air pressure.
  • the station sensor module 103 may derive further sets of data, such as ambient atmospheric pressure and temperature, pressure and temperature of the air in the compressed air supply 117, vehicle wheel load, presence of a vehicle, and supplementary tire data. Further data may be derived by the station sensor module 103, mostly as input parameters for a computer program operated to output calculated correct air pressure.
  • control module 105 may initiate the operation of the tire valve finding module 107 to establish the position of the tire valves 29 or of the extension valves.
  • the derived position data are communicated at least to the control module 105, or directly to the tire valve access module 109.
  • the station modules may include at least one tire valve finding module 107 configured for deriving at least position data of a tire valve 29.
  • the tire valve finding module 107 may be configured to first detect and find the wheel W, and then focus thereon to find the tire valve 29 on the tire 25.
  • ray-emitting devices such as devices operating IR, laser, or other beams of radiation
  • disposed to the side of the vehicle V may find and report the position of the wheels W.
  • ray-emitting devices disposed on one side of the vehicle V such as IR-emitters, operating in association with IR-receivers disposed on the opposite side of the vehicle, are also able to find the disposition of the wheels W.
  • Many additional devices may be operated to find the wheels W, such as ultrasound or optical devices for example.
  • machine computer vision also called computerized vision, may directly find the location of the tire valves 29.
  • Commercial non-contact, wheel inspection systems are available from Bytewise Measurement Systems of 1150 Brookston Central Parkway, in Columbus, GA, USA.
  • the control module 105 operates the tire valve access module 109, which includes the end effector 111 and a tire valve chuck 113 and an air treatment module 115, to couple with the tire valve 29.
  • the tire valve access module 109 included in the station modules, may be configured as a robotic unit 6 that is either fixed statically or mobile in translation.
  • a wheel W When a wheel W is disposed in a predetermined position, such as in a groove for example, it may be practical to emplace the robotic unit 6 next to the groove, preferably opposite the center of the wheel. However, when the wheel W is allowed to be stopped within a delimited distance range, it might be advantageous to provide a mobile robotic unit 6 able to translate toward and approach until adjacent and opposite the wheel. For example, when the four tires 25 of a vehicle V have to be serviced simultaneously, two front tires may reside within a groove. Therefore, one static robotic unit 6 on each side of the vehicle V may treat the two front tires 25, while two more mobile robotic units are configured to travel, one on each side of the vehicle, up to the rear wheels. Alternatively, two mobile robotic units 6 may operate on two front tires 25 first, and thereafter, on two rear tires. Evidently, four or more mobile robotic units 6 are also practical to treat four tires 25 simultaneously.
  • the end effectors 111 are operated once the robotic unit 109 is adjacent and opposite the wheel W. After receiving tire valve position data, the robotic unit 6, or the control module 105, command the end effector 111 to engage and couple to the tire valve 29, or to a tire valve extension 30.
  • the station modules may thus include at least one tire valve access module 109 including an end effector 111, which is appropriately configured to facilitate engagement and coupling with one of both the tire valve extension and the tire valve 29. For proper coupling, fluid communication between the interior of the tire 25 and the compressed air from the compressed air supply 117 has to be sealed-off from the ambient atmosphere.
  • the tire valve chuck 113 has an inflatable torus seal 59 or sleeve seal 59 that may be inflated by compressed air obtained from the compressed air supply 117.
  • the torus seal 59 of the tire valve chuck 113 is configured to clamp in tight hermetical fit over the externally protruding portion of the tire valve 29, or over the tire valve extension 30 coupled thereto.
  • the ambient atmosphere is sealed-off from the pneumatic communication coupling between the compressed air supply 117 and the air in the interior of a tire 25.
  • the effective operation of the tire valve chuck 113 is an indispensable and essential condition for operation of the automatic system 101 and of the tire air treatment.
  • the air treatment module 115 is also coupled in pneumatic communication with the compressed air supply 117. However, the air pressure inflating the torus seal 59 of the tire valve chuck 113 is always higher than the air pressure for the inflation of a tire 25.
  • the air treatment module 115 may be controlled, say by the control module 105 or by the end effector 111, to become operative only after verification of the effective sealing-off operation of the tire valve chuck 113.
  • the air treatment module 115 which may be included in the station modules, is configured amongst others, for deriving tire-interior air data, such as at least air pressure and preferably also temperature, for communication at least to the control module 105.
  • the air treatment module 115 may be configured to control air outlet and air inlet, respectively out from and into the interior of a tire 25, in association with the compressed air supply 117, under command of the control module 105.
  • the air treatment module 115 may thus retrieve and introduce air into the interior of the tire 25.
  • the control module 105 may have an electronic unit for control of operation of a pneumatic unit or pneumatic network, not shown in Fig. 1.
  • the pneumatic network is dedicated to the control of the compressed air supplied to the tire valve access module 109 and is coupled thereto as well as to the compressed air supply 117 and to the air treatment module 115.
  • the control module 105 may include a processor, not shown in Fig. 1 , which is coupled to a processor readable memory, and which is configured for running at least one computer program stored on a processor readable medium. The at least one computer program stored in the readable memory is operated for calculating correct tire air pressure.
  • the control module 105 also controls and commands tire air treatment including tire air check and adjustment if necessary.
  • the initial actual air pressure in each one of the two tires 25 mounted in parallel on opposite sides of the vehicle V is measured, and a mean pressure is calculated and stored in memory as a first value.
  • a mean pressure is calculated and stored in memory as a first value.
  • mutual pneumatic communication is established between both parallel tires 25 to equalize the air pressure, which equalized air pressure value is also measured and saved in memory as a second value.
  • the difference between the first and the second value is calculated.
  • continuation of operation of the automatic system 101 is allowed only on condition that the calculated difference is less then a predetermined threshold, which means that the torus seal 59 of the tire valve chuck 113 seals effectively.
  • the air treatment module 115 may become operative after verification of the proper operation of the tire valve chuck 113.
  • station modules that include at least one tire valve access module 109 having an end effector 111 configured for coupling to a tire valve 29.
  • the end effector may have both a tire valve chuck 113 and an air treatment module 115, and both may be coupled in pneumatic communication with the compressed air supply 117.
  • the tire valve chuck 113 may have an inflatable seal 59 which is configured for sealing-off atmospheric air from the pneumatic communication established between the air in the tire 25 and the compressed air supply 117.
  • the air treatment module 115 may be configured for checking and for adjusting tire air pressure. In operation, a vehicle V enters the tire inflation facility 101 for tire air treatment and stops in appropriate position.
  • the station sensor module 103 detects the presence of the vehicle V, and derives data including tire air data, and if desired vehicle data, and additional information. Then, the tire valve finding module 107 is operated to find the position of the tire valves 29, and the tire valve access module 109 is guided to access and couple in pneumatic communication to the tire valves.
  • the air treatment module 115 derives tire air data such as tire air pressure and tire air temperature out of the tire 25, via the tire valve 29.
  • tire air data such as tire air pressure and tire air temperature out of the tire 25, via the tire valve 29.
  • advantage is taken from a TPMS system, or similar devices, if available.
  • the control module 105 may then receive the actual tire air data, and additional data such as ambient air data, as input for the calculation of a correct air pressure for the tires 25.
  • the station modules may include a station sensor module 103 configured to receive at least tire air pressure data, but preferably also tire air temperature transmitted by sensors disposed within a tire 25 or on a tire valve 29. It is to the air treatment module 115 to check if the treated tire 25 is correctly inflated, and if so to decouple the tire valve access module 109 from the tire. In the contrary, the air treatment module 115 provides tire pressure adjustments, either by deflating or inflating the tire 25. After tire air treatment is completed for all the wheels W of the vehicle V, the tire valve access module 109 is uncoupled, a tire treatment report may be delivered, and the vehicle may depart.
  • Fig. 2 illustrates an example of a possible implementation of a simplified sequence of control, as commanded by a computer program on each tire 25 and tire valve 29, which sequence may include the following exemplary steps that are described in broad terms only.
  • the computer program may be run by the control module 105, or by any other module.
  • Fig. 2 may refer for example, to a tire or preferably to two tires 25 disposed in parallel, one tire on each opposite side of the vehicle V.
  • step 201 When the control module computer program is started in step 201, it is implied that the control module 105 is turned on, although not shown in Fig. 2. Arrest of the vehicle V, such as by chocking of the wheels W, by a gate, or by other means, is not described for the sake of keeping the description simple. Control passes from step 201 to step 203, where the station sensor module
  • step 205 which checks to detect the presence of a vehicle V in the tire service station 101.
  • step 205 the search for detection of a vehicle V continues until the presence of a vehicle is detected. Thereafter, control flows to step 207.
  • step 207 the station sensor module 103 sends an interrogation signal to the vehicle V and receives vehicle data in return, including at least the recommended tire air pressure, or a reference code for access to the tire air pressure, as described hereinabove.
  • step 209 the tire valve finding module 107 is operated to find the position of the tire valve 29, which operation may proceed independently on each side of the vehicle V.
  • the wheels W may be found first, and thereafter only, the tire valve 29 of each wheel W.
  • the derived position data of each tire valve 29 is communicated at least to the control module 105.
  • step 211 the tire valve access module 109 is initiated to access a tire valve
  • step 211 control passes to step 213.
  • step 213 the tire valve chuck 113 is commanded to clamp on the tire valve 29, by inflating a seal with compressed air provided by the compressed air supply 117. Once clamped, a check is conducted to ascertain a desired level of sealing, or of what is accepted as being hermetic sealing. The sealing check verifies that the level of hermetical sealing is maintained below a predetermined maximal permitted level of leak.
  • step 215 the air treatment module 115 is operated to first release air from the tire 25 and after a short delay, to measure the pressure and temperature of the released air. This operation is carried out on two parallel tires 25, one on each opposite side of the vehicle V, as described hereinabove.
  • Step 217 checks, for the present example, whether the just treated couple of wheels W is the last couple of wheels of the vehicle V to be treated. If not so, then control returns to step 209 to repeat the same tire treatment operation for a next couple of wheels W disposed on opposite sides of the vehicle V. Otherwise control flows to step 219. Obviously, this step is not necessary when one tire valve access module 109 is provided for each wheel W.
  • step 219 a tire air treatment report is provided to the driver D together with permission to exit the tire inflation facility 101. If necessary, vehicle-arrest means preventing exit of the vehicle V out of the tire inflation facility 101 are removed. Thereafter control returns to step 205 for treatment of another vehicle V. Implementation details of the automatic system 101 are now described hereinbelow with reference to drawings.
  • Fig. 3 a shows one embodiment of a means for chocking the front wheels 2 for the duration of the tire air treatment.
  • the groove 5 may be shallow, just sufficiently deep to provide the driver D with feedback regarding proper arrest and disposition of the wheels W. It is assumed that the presence of the vehicle has been detected a priori, by means well known in the art. Such means may include crossing of a detection ray a load pad, a pneumatic or electric mat, all disposed perpendicular to the path of the vehicle V, as well as an optic or computer vision detection system, and the like.
  • a pair of mobile robotic units 6 may treat the rear wheels 3 simultaneously with the static robotic units being used for the treatment of the front wheels 2. Since the exact disposition of the rear wheels 3 is unknown, the mobile robotic units 6 may be translated towards the rear wheels, say on tracks disposed on the floor of the inflation station
  • Fig. 3c shows one possible embodiment exemplifying one way of taking advantage of the groove 5 to derive the load on a wheel W, allowing to weigh successive pairs of wheels.
  • Wheel load may become an input parameter for the computer program providing calculated correct air pressure.
  • One sufficiently rigid support section 7 for each wheel W may be coupled via a mechanical connection element 8 to a load cell 9 disposed on the bottom of a now locally deepened groove portion 10.
  • a load cell 9 disposed on the bottom of a now locally deepened groove portion 10.
  • other means such as a load pads, may provide a practical alternative.
  • Figs. 4a to 4b illustrate means for detecting the wheels W and the tire valves 29 of a vehicle properly arrested in the inflation station 101.
  • Fig. 4a shows a vehicle V arrested in front of a closed but openable barrier 94, notifying the driver D to stay arrested.
  • Two arrays of devices namely 40 and 41 are disposed on and for operation in parallel to the floor 4, one device on each side and parallel to the length of the vehicle V.
  • the array 40 includes IR radiation sources 40 and the array 41 includes IR radiation receivers 41 appropriately disposed to capture the emissions of the array 40, operative above the floor 4 but under the body of the vehicle V.
  • the tires 25 obstruct the passage of the beams of radiation, thereby indicating the emplacement of the wheels W.
  • the emplacement of the wheels W is communicated, to the tire valve access modules 109, to the control module 105, or to any other module, by wired or wireless means not shown in the Figs. Fig. 4b depicts two wheels W and a portion of the vehicle V having tracks 47 disposed each one in parallel to the devices 40 and 41, but farther away from the vehicle so as to not interfere with the pattern of radiation.
  • a tire valve access module 109, disposed on each side of the vehicle V, is configured to receive the emplacement data of the wheels W, and is implemented as a mobile robotic unit 6, possibly including the tire valve finding module 107.
  • the emplacement data may also be communicated to the control module 105 or to any other module.
  • the mobile robotic units 6 are translatable on the tracks 47, for each one to controllably reach a position opposite one wheel W, for coupling to and treating two wheels at a time, in succession. When tire air treatment is done, the robotic units 6 may disconnect from the wheels W and the vehicle V may be driven away.
  • Fig. 5 illustrates other exemplary means for detecting the wheels W and the tire valves 29 of a vehicle V arrested in front of a closed barrier 94 in a tire inflation station 101.
  • Fig. 5 the arrays of IR devices, respectively 40 and 41 have been replaced by optical devices, such as laser beam area scanning devices 66, or machine vision apparatus, such as computerized vision devices 66, or imaging devices, configured to derive the coordinates of the location of the wheels W.
  • optical devices such as laser beam area scanning devices 66, or machine vision apparatus, such as computerized vision devices 66, or imaging devices, configured to derive the coordinates of the location of the wheels W.
  • one or more laser scanners 66 may be disposed to scan each opposite side of the vehicle V and using commercially available pattern recognition computer programs, may even detect the exact location and orientation coordinates of the tire valves 29.
  • the tire valve finding module 107 may detect the position of the tire valve 29, or of the tire valve extension 30, by use of technology selected alone and in combination from the group consisting of computerized vision, optical devices, IR devices, RF detection, acoustic devices, and induction technology operated devices.
  • Fig. 6 shows an exemplary embodiment of a robotic unit 6 able to receive wheel center and tire valve position data, and being configured to couple an end effector 111 to a tire valve 29. If desired, the robotic unit 6 may also be configured to locate the tire valve 29.
  • Fig. 6 shows a wheel W and a portion of the body 18 of the vehicle V. Adjacent to the wheel W, a mobile robotic unit 6 using rollers for translation, is disposed on tracks 47.
  • the control module 105 communicates with the robotic unit 6 by links 16 that cross through the housing 17.
  • the housing 17 envelopes and shields the robotic unit 6 from the ambient weather and from physical damage. To find the center of a wheel W, the robotic unit 6 is first translated toward the wheel, and is stopped when coming in contact with the wheel.
  • Translation of the mobile robotic unit 6 toward and away from the wheel is provided by a piston 22, applying motion onto a frame 19, which is disposed on horizontal tracks 15 oriented perpendicular to the wheel W.
  • the frame 19 is the skeleton supporting all the components of the robotic unit 6.
  • An electromechanical probe 11, possibly supporting a contact sensor 12, is coupled to the frame 19 and translates horizontally therewith in the direction of the wheel W and back. Contact of the contact sensor 12 with a tire 25 stops the horizontal translation of the robotic unit 6 relative to the wheel W.
  • the frame 19 also supports a body 20, which holds a vertical track 21 on which a center-of- wheel search mechanism 13 may translate vertically.
  • a radial arm 36 coupled to the search mechanism 13 and rotatable about a horizontal axis X is configured for rotation in a plane parallel to a wheel W.
  • the inflation gun 14 is coupled in pneumatic communication with the compressed air supply 117 for inflation of tires 25.
  • the link 16 includes a data communication link 16a and pneumatic communication link 16b.
  • the data communication link 16a provides command and control of the robotic unit 6, or robot 6, whereas the pneumatic communication link 16b provides compressed air flow for the tire air treatment process and for inflation of the tire valve chuck 113.
  • the robotic unit 6 is operated after a tire valve 29 is located and after at least recommended tire inflation pressure, and preferably also after reception of tire air temperature.
  • Fig. 7a and 7b are respectively, a front and a side cross-section of a wheel W having a dedicated purpose hubcap 28 covering the wheel hub 27 in replacement of the original hubcap.
  • Two pins protrude out of the exterior face of the dedicated hubcap 28.
  • the center pin 31 is about 20 millimeters long and has a diameter of some 7 millimeters.
  • a second shorter and smaller side pin 32 is about 15 millimeters long and has about the same diameter as the center pin 31.
  • Fig. 8 shows an embodiment, in cross-section, of one possible tire valve search and finding mechanism 24 assembled perpendicular to the horizontal axis of rotation X of the center-of- wheel search mechanism 13 shown in Fig. 6.
  • the tire valve finding mechanism 24 with a frame 48 is shown to support an array of detection devices 34, such as IR radiation sources 40 disposed opposite to IR receivers 41.
  • Fig. 9 is a front view of the tire- valve finding mechanism 24 shown in Fig. 8, but better showing the valve search IR array.
  • the valve search IR array 34 is depicted as having the shape of an open rectangular box or frame 48, but a round shape or any other practical geometrical shape is also acceptable.
  • the IR devices of the frame 48 namely sources 40 and receivers 41, are disposed on opposite rims, and in two directions perpendicular to each other, thereby creating a planar rectangular mesh of radiation. Radiation patterns are symbolically represented as arrows in Fig. 9.
  • Fig. 10a depicts a cross section of the tire-valve search IR array 34 showing only one source 40 and one receiver 41, disposed opposite the center of the wheel W, which supports the dedicated hubcap 28 with the center pin 31 and the side pin 32.
  • Fig. 10b the tire- valve finding mechanism 24 is shown as being engaged over the center pin 31 and the side pin 32, which now cross the mesh of plane perpendicular radiation established by the IR sources 40 and receivers 41.
  • the tire-valve finding mechanism 24 is rotated by the center-of-wheel search mechanism 13. Thereby, the coordinates of both pins 31 and 32 are derived, and calculation of the line joining both pins yields the line on which the tire valve 29 is to be found.
  • Fig. 11 depicts an embodiment of a portion of the robotic unit 6 the aim of which is to position the center-of- wheel search mechanism 13 in front and opposite to the center of the wheel W, under guidance of data available in the control module 105.
  • the center-of- wheel search mechanism 13 and the inflation gun 14 are supported by a head 54, which is coupled to a translator 55.
  • a horizontal track 51 allows translation of the head 54 relative to the translator 55 towards and away from the wheel W, which is not shown in Fig. 11.
  • the translator 55 is configured for vertical translation along a vertical member 57 of the frame 52 of the robotic unit 6.
  • the center-of- wheel search mechanism 13 and the inflation gun 14 are coupled to the head 54 thereby enabling the inflation gun 14 to engage and couple the tire valve 29.
  • An end switch 53 coupled to the extremity of the inflation gun 14 informs the control module 105 when coupling to the tire valve 29 is achieved, and that the tire air treatment may proceed.
  • the center-of- wheel search mechanism 13 is translated toward the hub of the wheel W at an estimated height above the floor 4.
  • the first pin crossing the plane of perpendicular radiation established by the tire-valve finding mechanism 34 is the center pin 31, which is longer than the side pin 32.
  • the coordinates of the center of the wheel W are derived and may be communicated to the control module 105.
  • Further translation of the tire-valve finding mechanism 34 toward the hub of the wheel W causes the shorter side pin 32 to cross the plane mesh of perpendicular radiation established by the tire-valve finding mechanism 34, whereby the coordinates of the side pin 32 are acquired and also communicated to the control module 105.
  • the control module 105 calculates the orientation of the straight line passing through the two pins, respectively 31 and 32, which line also passes through the tire valve 29. Furthermore, since the specific data relative to the vehicle V and the wheels W are available in the control module 105, the distance from the center of the wheel W to the valve 29 is also known, thereby allowing the control module 105 to provide the exact coordinates of the tire valve 29.
  • Figs. 12a and 12b illustrate operation, respectively before and after engagement and coupling, of the extremity of an end effector 111 that is an inflation gun 14, with a tire valve extension 30 that is coupled to a tire valve 29. For the ease of description it is assumed that control is provided by the control module 105.
  • the inflation gun 14 is shown to be hollow and have an upstream open entrance 62, followed successively downstream by the tire valve chuck 113 implemented as a torus-shaped seal 59, and by a concentric gun pin 60 having a free extremity terminated by an air temperature sensor 6OT.
  • a temperature cable 61 couple to the air temperature sensor 6OT to the control module 105, and communicates thereto derived air temperature values.
  • the open entrance 62 has a conical inlet spout 58 to facilitate engagement and guidance of the male tire valve extension 30 into the hollow inflation gun 14 and through the torus seal 59, which is coupled in pneumatic communication with the compressed air supply 117, not shown in Fig. 12a.
  • the gun pin 60 is disposed concentrically to permit engagement with and opening of the inflation valve 29, or of the valve extension 30.
  • Fig. 12b shows details of the inflation gun 14 and of the tire valve extension
  • the gun pin 60 is supported by an end switch 53, which is coupled to the control module 105 via an end switch cable 56.
  • the end switch 53 may inform the control module 105 to arrest insertion of the air gun 14 over the extension valve 30 and to couple the inflation gun 14 in pneumatic communication with the compressed air supply 117, which is not shown in Fig. 12b.
  • compressed air inflates the torus seal 59 to a pressure higher then necessary to inflate a tire 25, which is not shown in Fig. 12b.
  • the tire valve extension 30 has a concentric valve extension pin 68, which when depressed by the gun pin 60, establishes pneumatic communication between the air in the interior of a tire 25 and the inflation gun 14.
  • the inflation of the torus seal 59 creates an air chamber 65 in the inflation gun 14, which chamber 65 is coupled via an air conduit 63 to the compressed air supply 117.
  • valve 29, or of the valve extension 30 engagement thereover of the inflation gun 14 may be initiated.
  • the inflation gun 14 translates toward the valve extension 30, first met by the conical inlet spout 58, which eases insertion and cares for proper alignment, until correct mutual coupling is achieved.
  • Correct coupling causes the valve extension pin 68 to first depress the inflation gun pin 60 and thereafter the end switch 53, which end switch operation informs the control module 105 that both the inflation gun 14 and the valve extension 30 are properly connected.
  • Figs. 13a to 13c illustrate another exemplary embodiment, of a tire valve search mechanism 24, enabling derivation of the position of the tire inflation valve 29 without first having to find the center of the wheel W, and including a tire inflation gun.
  • Fig. 13a depicts a front elevation of a wheel W having a tire inflation valve 29, with or without an extension valve 30, as well as a robotic unit frame 19 pertaining to a robotic unit 6, and supporting the structure of the embodiment.
  • a vertical translation guide 95 is supported by the robotic unit frame 19 and a translator 55 is configured for vertical translation on the vertical translation guide 95.
  • An upper horizontal guide 96 and a lower horizontal guide 98, both longer than the diameter of a wheel W, supporting an inflation gun 14 configured for translation thereon, are coupled to the translator 55.
  • the embodiment of the described tire valve search mechanism 24 thus allows motion of the inflation gun 14 to translate both vertically and horizontally in a plane parallel to the side of the wheel W.
  • Fig. 13b is a partial side elevation of Fig. 13a, wherefrom a second arm 100 is deleted, shows the inflation gun translator 35 provided to translate the inflation gun 14 towards and away from the tire valve extension 30.
  • Fig. 13c is a top elevation of Fig. 13a showing a first arm 99 and a second arm 100 supporting a detection device, respectively, an IR radiation source 40 and an IR receiver 41, disposed vertically and mutually opposite to each other.
  • the translator 55 is translated vertically, say under command of the control module 105, along and parallel to the plane of the wheel W, until the beam of radiation established by the radiation devices 40 and 41 is crossed.
  • the height of the translator 55 above the floor 4 provides the exact height of the, say, extension valve 30.
  • the inflation gun translator 35 may translate the inflation gun 14 in the direction of the tire valve extension 30 and back, by use of a piston, an electric engine or other appropriate means.
  • Fig. 14 shows a spring loaded electromechanical sensor 49 coupled to the inflation gun 14, which is configured to locate a tire valve 29 upon contact therewith.
  • the embodiment of the tire valve search mechanism 24 depicted in Figs. 13a to 13c and 14 but without IR detection devices, may be operated after acquisition of the vehicle and tire data, or at least of recommended tire inflation pressure, by the control module 105.
  • the robotic unit 6 Under command of the control module 105, the robotic unit 6 is translated towards the wheels W, and is stopped when the contact sensor 12, shown in Fig. 6, contacts the wheel.
  • the translator 55 now descends vertically down, starting from a height above the floor 4 higher than a wheel W, or from a maximal possible height for the treated tire 25, as derived height retrieved from memory, or as loaded in the control module 105.
  • the descent of the translator 55 is stopped and the inflation gun 14 starts to translate horizontally on the lower horizontal guide 98 to scan the surface of the wheel W.
  • the electromechanical sensor 49 makes contact with the tire valve extension 30, the horizontal translation stops and the inflation gun 14 translates in the direction of the tire valve extension 30 to couple thereto.
  • Figs. 15a and 15b show, respectively, a side and a top elevation of yet another embodiment of a tire valve search mechanism 24, for finding the tire valve 29 by use of IR detection devices, under control of say the control module 105. It is also possible to acquire the coordinates of the tire valve 29, and to couple an inflation gun 14 thereto.
  • Fig. 15a shows a vertical track 21, which is coupled to the body 20 of a robotic unit 6, not shown.
  • the body is configured to translate horizontally toward and away from the wheel W.
  • An electric motor 23, providing rotation, is coupled to the vertical track 21 and to the valve search array 34. Thereby, vertical translation along the vertical track 21 and rotation by the electric motor 23 are provided to the valve search array 34.
  • the tire valve search mechanism 24 has the shape of brace having a longitudinal leg 44, parallel to the plane of the wheel W, supporting two short brace arms 44B perpendicular thereto.
  • a combination unit 38 is mounted for translation along the longitudinal leg 44 of the valve search array 34.
  • the free extremity of the first brace arm 44B supports an IR source 40 disposed opposite the free extremity of the second brace arm 44B supporting an IR receiver 41, as already described hereinabove.
  • the combination unit 38 also carries an electro-mechanical probe 11 that is translatable toward and away from the wheel W, together with a detector 45.
  • the detector 45 carries a two-pronged fork 37 which supports an IR radiation source 40 and an IR receiver 41 that are both disposed perpendicular to the longitudinal leg 44 and mutually opposite to each other.
  • the body 20 is translated toward the wheel W until stopped when the probe 11 contacts the wheel.
  • the tire valve search mechanism 24 is controllably rotated by the electric motor 23 until the valve extension 30 crosses the beam emitted by the source 40, which is disposed on a brace arm 44B, and the rotation is stopped.
  • the detector 45 is translated along the leg 44 until the valve extension 30 crosses the beam emitted by the source 40 disposed on the two-pronged fork 37, and then arrested. Thereby, the disposition of the valve extension 30 is acquired and may be saved.
  • Fig. 16 shows another embodiment of a rotational mechanism aimed to find the position of the inflation valve 29 or of the valve extension 30, and treat the tire 25, which embodiment is similar to the embodiment described in Fig. 15a, with the distinction of using a tester 42 that is based on technology selected from mechanical vision, computerized vision technology, optical devices, IR devices, RF detection, acoustic devices, and induction technology operated device, instead of using the valve search mechanism 24, to find the position of the inflation valve 29 or the valve extension 30.
  • a tester 42 that is based on technology selected from mechanical vision, computerized vision technology, optical devices, IR devices, RF detection, acoustic devices, and induction technology operated device, instead of using the valve search mechanism 24, to find the position of the inflation valve 29 or the valve extension 30.
  • the body 20 of a robotic unit 6, not shown is translatable toward and away from the wheel W.
  • An electric motor 23, providing rotation, is coupled to the vertical track 21.
  • the rotatable arm 36 may thus be translated toward and away from the wheel W and also rotated about a horizontal axis X.
  • the tester 42 scans the periphery of the wheel W when the arm 36 is rotated to find the location of the tire valve 29.
  • a computerized vision apparatus images the wheel W and detects the tire valve 29 without the need for translation or rotation.
  • a translator 36 may translate the inflation gun 14 and couple onto the tire valve.
  • Fig. 17 shows an exemplary embodiment of a pneumatic network 120 intermediate and coupling the compressed air facility 117, supplying compressed air to the automatic system 101, in pneumatic communication with the tire valve access modules 109 and with the control module 105, not shown in Fig, 17.
  • Fig. 17 refers to an automatic tire inflation facility 101 having four tire valve access modules 109, or robotic units 6, thus with four separate inflation guns 14, for simultaneous treatment of four wheels W: two front wheels 2 and two rear wheels 3
  • the pneumatic network 120 may be configured to accommodate any desired number of tire valve access modules 109.
  • the compressed air supply 117 is shown within dashed lines as an air compressor 73 coupled to a compressed air tank 74 having a pressure regulator 71 which is not shown, and a temperature gauge 39.
  • the temperature of the compressed that is derived by the temperature gauge 39 is possibly communicated to, for example, the control module 105 as an input parameter for the computer program providing calculated air pressure as output.
  • Compressed air from the compressed air supply 117 divides in two separate flows.
  • a first flow passes through a differential pressure regulator 43 and reduces the pressure of the supplied air over a general inflation valve 76, to enable a constant pressure difference between the air supplied to the torus seals 59 and the air supplied for the inflation of the tires 25.
  • Higher air pressure to the torus seals 59 is necessary for preventing air leaks from the pneumatic communication between the inflation guns 14 to the tire valves 29.
  • a second flow is coupled through a two-way seals control valve 75 either via solenoid valves 84 to 87 the torus seals 59 disposed in the inflation guns 14, or to the ambient atmosphere to release pressure from the torus seals 59 when tire air treatment is concluded.
  • the general inflation valve 76 supplies compressed air for the inflation of the tires 25, over a two-way valve 78 via the solenoid valves 80 to 83, or uses the two-way valve 78 to release air to the atmosphere.
  • the two-way valve 78 is used for ventilation after completion of tire inflation. After coupling of the inflation guns 14 on the tire valves 29 but before the beginning of inflation, the valves 80 to 83 open briefly in sequence for a predetermined length of time.
  • the two-way valve 78 will thereafter open and provide ventilation to the atmosphere during the brief opening and closure period, to each one of the valves 80 to 83, and next open in the direction of the general inflation valve 76 to allow the pressure transducer 77 to derive the air pressure in the interior of each one of the tires 25. Derived pressure measurements are communicated to the control module 105.
  • a first safety valve 79 is regulated to the maximal pressure the pneumatic network may safely sustain.
  • the second safety valve 46 has a variable maximal pressure controlled by the control module 105. Control is performed in a manner so that the maximum air pressure threshold is kept lower than the maximum inflation pressure allowed in a tire, but higher than a specific inflation pressure, to preserve the integrity of the tires.
  • the pneumatic network 120 further has air filters and standard air dryers which are not shown in Fig. 17.
  • Fig. 18 is a diagram illustrating a possible embodiment of the control module 105.
  • the control module 105 may include two portions: one electronic portion 105E and one pneumatic portion 105P.
  • the pneumatic portion 105P of the control module 105 may include the pneumatic network 120 with all the electro- pneumatic components, valves and regulators, including solenoid valves, and the differential pressure regulator 43.
  • the electronic portion 105E may include the processor and computer components required for the command and control of the automatic inflation system such as the computer memory, electronic circuits and components. If desired, the electronic portion 105E may also include: electrical circuits to supply electrical current to the solenoid valves of the pneumatic portion 105P, an RF receiver 92 to receive the vehicle and tire data from the transponder mounted on the vehicle V or the transmitter operated by the driver D.
  • the pneumatic portion 105P may be coupled in pneumatic communication to the air tank 74 for the supply of compressed air, and flexible pneumatic pipes 16b may couple the pneumatic portion 105P to the inflation guns 14 to provide the flow of compressed air for the inflation of the tires 25 of the vehicle V.
  • the electronic portion 105E may be coupled to all the switches and sensors of the station sensor module 103, the temperature sensor in the inflation guns 14, and the temperature gauge in the air tank 74, an ambient air temperature gauge and barometric pressure gauge, and the pressure transducer 77, all of which are used for the command and control of the system to enable performance of the tire air treatment to the correct calculated pressure for the specific vehicle V and the specific tires 25.
  • Electrical power supply cables 93 may also be coupled to the electronic portion 105E and therefrom via electric and data communication links 16a to the other components of the system, or power supply cables may further be coupled to the electrical components of the system directly from the electricity mains.
  • the electronic portion 105E may also be coupled to the barrier 94, to open and close the barrier according to the progress of the tire air treatment process.
  • a loudspeaker 91 and a display screen 90 may also be coupled to the electronic portion 105E, to provide the driver D with necessary information during the inflation process.
  • a printer, not shown in Fig. 18 may also be coupled to the electronic portion 105E, to print a tire air treatment report for delivery to the driver D.
  • Fig. 19a shows a wheel W with a tire having a tire valve 29 to which a tire valve extension 30 is coupled.
  • the tire 25 may be inflated via the tire valve extension 30 which protrudes an extent out and away from the plane defined by the external side walls of the wheel W. It is shown that at least the tire valve extension 30 protrudes by a distance t out of the plane of the wheel W.
  • Fig. 19b depicts an enhancement for improving hermetical sealing between the tire valve extension 30 and the torus seal 59 of the inflation gun 14.
  • the torus seal 59 is not shown in Fig. 19.
  • a plurality of parallel valve grooves VG is disposed on an exterior portion of the tire valve extension 30.
  • the conical spout inlet 58 is configured with appropriate radii r appropriately to facilitate engagement, proper orientation, and coupling with the tire valve extension 30 or with the tire valve 29.

Abstract

A method for implementing a tire inflation facility (101) having a compressed air supply (117) for providing an automatic tire air treatment system including checking and adjusting of tire air pressure in a tire (25) of each wheel (W) mounted on an appropriately configured vehicle (V) driven by a driver (D) into and stopped in the tire inflation facility. The method steps first acquire data such as recommended tire air pressure, position data of a tire valve (29) of a tire, and actual tire air pressure within the tire. Then, a computer program calculates correct tire air pressure, compares that with acquired data, and if necessary, adjusts the tire air pressure. The automatic tire air treatment is exempt of manual touch with air filling equipment, a tire or a wheel.

Description

METHOD AND SYSTEM FOR AUTOMATIC INFLATION OF TIRES
Technical Field
The present invention relates to a system and a method for the inflation of vehicle tires in a stationary drive-in facility, and more particularly, for the entirely automatic inflation of tires to a calculated inflation pressure, without manual touch with filling equipment, a tire or a wheel.
The term module is used hereinbelow with reference to a single unitary assembly or to a plurality of various assemblies operating in mutual association. The terms air pressure and air temperature are to be understood as air pressure level and air temperature level respectively.
"Tire air treatment" is to be understood as checking the pressure and if necessary, adjusting the air pressure in the pneumatic tires of a vehicle to a calculated pressure level. Background Art
It is well known that the air pressure in the tires of a vehicle is of crucial importance for the safety and proper handling of the driven vehicle, and affects the lifespan of the tires and the vehicle's fuel consumption. Nevertheless, many drivers refrain from checking and adjusting the air pressure in the tires, because of the required physical effort, mostly involving soiling of the hands.
One suggested solution recites pressure control technique for vehicles having an onboard inflation system. For example, US Patent No. 6,561,017 to Claussen et al. recites a method "of inflating vehicle tires that minimizes the amount of time needed for same. The method may be achieved with known tire pressure management systems, such as the exemplary tire pressure management system...", and "tire pressure management systems typically have central tire inflation systems (CTI systems), also known as on-board inflation systems and traction systems."
U.S patent application No. 20050102073 to Ingram et al. recites: "the invention is a tire management system, comprised of a tire inflation and deflation system positioned onboard said vehicle and operationally controlled by an onboard microprocessor-based control unit or by a remote centralized control- unit."
Vehicles with controlled onboard inflation systems are available but not common. However, stationary facilities for the treatment of various types of tires mounted on different vehicles, without human touch with filling equipment, a tire or a wheel, are non-existent. Therefore, there is a need to provide a system and a method that performs automatic treatment, thus checking and adjusting of the pressure within the tires of various types of vehicles while completely avoiding the need of human touch with filling equipment, a tire or a wheel. Disclosure of Invention
The problem to be solved is the need to provide automatic means for the air treatment of tires. Automatic means exempt of the need for manual touch or contact with air pressure checking and filling equipment, with a tire, or with a wheel. The solution is provided by implementing a system and a method for automatic tire air treatment for vehicles which enter and stop in a stationary drive- in tire inflation facility.
When a vehicle enters the inflation facility, first the presence of the vehicle, stopped in appropriate disposition is detected and reported to a control module. Then, data related at least to the tires of the vehicle is derived and transmitted at least to the control module. Thereafter, the tire valve position of the tire valve of each wheel is found, and a tire valve access module is commanded by the control module to couple thereto in pneumatic communication. Air released from the tire valve enables to derive tire air data, to check the air data, and to forward the derived air data to the control module. Thereafter, the control module may calculate a correct tire inflation pressure and command treatment of the tire if found necessary. When the inflation process is completed for all the tires of the vehicle, inflation equipment is released from the tire valves and the vehicle is allowed to leave the tire service station. The tire inflation facility is an automatic system, possibly having a plurality of modules that are all coupled to and commanded by a control module. The automatic system is configured to acquire recommended tire inflation data from a stopped vehicle as well as the position of the tire valves. Next, a tire valve access module is commanded to couple to a tire valve to check and derive tire-air data from the air in the tire.
A computer program run by the control module, is fed with parameters including the recommended tire inflation data and the tire-air data, to output calculated tire air pressure inflation data. In turn, a tire air treatment module is operated by the control module to inflate or deflate a tire if necessary. After completion of the tire air treatment for all the tires, the access module is decoupled and the vehicle may proceed.
In other words, It is an object of the present invention to provide a method for implementing a tire inflation facility having a compressed air supply for providing an automatic tire air treatment including checking and adjusting of a tire air pressure in a tire of each wheel W mounted on an appropriately configured vehicle driven by a driver into and stopped in the tire inflation facility. The method comprises: a. providing station modules including a control module coupled to and configured for managing, commanding and controlling operation of the station modules, b. acquiring at least a recommended tire air pressure, c. acquiring at least position data of a tire valve of a tire, d. acquiring at least actual tire air pressure within the tire, e. calculating correct tire air pressure and comparing calculated tire air pressure with the actual tire air pressure, and f. adjusting actual tire air pressure when found to be different from the correct calculated tire air pressure, whereby the automatic tire air treatment is exempt of manual touch with air filling equipment, a tire or a wheel.
It is a further object of the present invention to provide the station modules with a tire valve finding module and a tire valve access module configured for coupling to a tire valve of a tire, or to a tire valve extension. The control module may be operated for: receiving position data of a tire valve from the tire valve finding module, commanding translation of a mobile tire valve access module to a wheel- facing position, commanding the tire valve access module to access a tire valve and couple therewith to establish pneumatic communication between the air in the interior of the tire, and the compressed air supply, and for commanding operation of the tire air treatment.
It is yet a further object of the present invention to provide the station modules with a tire valve finding module and a tire valve access module configured for coupling to a tire valve of a tire, or to a tire valve extension. The control module may be operated for: receiving position data of a tire valve from the tire valve finding module, commanding a static tire valve access module to access a tire valve and couple therewith to establish pneumatic communication between the air in the interior of the tire, and the compressed air supply, and for commanding operation of the tire air treatment.
It is still a further object of the present invention to present a system providing automatic tire air treatment of the tires of a vehicle V. Brief Description of Drawings
The figures are generally not shown to scale and are only meant to be exemplary and not necessarily limiting. In the figures, identical structures, elements, or parts that appear in more than one figure are preferably labeled with a same or similar number in all the figures in which they appear, in which: Fig. 1 is a block diagram illustrating the method and system, Fig. 2 is an exemplary flow chart, Figs. 3a to 3c show chocked wheels, Figs. 4a, 4b and 5 illustrate detection mechanisms, Fig. 6 is a cross section of a robotic unit,
Figs. 7a and 7b show a wheel with a dedicated purpose hubcap, Figs. 8, 9, 10a, 10b, and 11 present tire valve search mechanisms, Figs. 12a and 12b show engagement of a tire valve extension, Figs. 13a to 13c, 14, 15a, 15b, and 16 depict further tire valve search mechanisms,
Fig. 17 shows a pneumatic network, Fig. 18 is a diagram of the control module, and Figs. 19a and 19b depict tire valve extension details. Modes for Carrying Out the Invention Fig. 1 is a block diagram of a possible embodiment of a stationary drive-in tire inflation facility 101 showing a vehicle V having wheels W with tires 25 , and tire valves 29.
The tire inflation facility 101 is assumed to have a conventional compressed air supply 117 for use by the automatic tire inflation system, which may include various modules. For example, the automatic system may have a control module 105, a station sensor module 103, a tire valve finding module 107, and a tire valve access module 109. Each module out of the station modules may be configured as a single unitary assembly or as a plurality of assemblies operating in mutual association. The control module 105 includes a processor-driven and memory-supported device able to receive and store input data, to run computer programs, to control and command operation of the automatic system, and is linked in communication with the various modules. The control module may be operated in various control configurations, such as centralized control, distributed control, and hybrid control. Communication links are wired, wireless, or a combination of both. The control module 105 may have electronic portion 105E and a pneumatic portion 105P, not shown in Fig 1. The station sensor module 103 has sensors for acquiring and measuring various data, for example vehicle V presence, pressure and temperature, and is coupled at least to the control module 105.
The tire valve finding module 107 is configured to find the location of a tire valve 29 on a tire 25, and of wheels W if desired.
Finally, the tire valve access module 109 may physically access a tire valve 29 after reception of tire valve position data forwarded by the tire valve finding module 107. The tire valve access module 109 may include an end effector 111, a tire valve chuck 113, and an air treatment module 115, to establish pneumatic communication of the air in the interior of the tire 25 with the compressed air supply 117.
When reference is made hereinbelow to tires 25, to tires in general, or to wheels W, this is meant to refer to the tires mounted on, and to the wheels W on which the vehicle V is riding. It is noted that the tire inflation facility may be operated in any vehicle servicing facility, which means not only in maintenance and servicing facilities, service stations, and fuel stations, but practically anywhere vehicles have access to.
The various modules of the automatic system operate in association to derive recommended tire inflation data, couple to the tire valves 29, to check the actual inflation level of the tires 25, to calculate correct tire inflation data, and if necessary, to adjust the inflation pressure to the calculated correct tire air pressure.
There are at least three prerequisites for the operation of the automatic system. First, the vehicle has to remain stopped in appropriate disposition and has to be detected as such. Second, the recommended tire air data for the tires 25 have to be acquired. Third, pneumatic communication with the air in the interior of a tire 25 must be provided for tire air treatment by the access module 109.
The detection of a stopped vehicle V parking in appropriate disposition may be achieved by many mans, ranging from chocking, closing of an electric circuit, and remote sensing, all well known to those skilled in the art. Such stop-and position-detection of the vehicle V may be handled by the station sensor module
103 or by any other module, and be transferred to the control module 105. At least one wheel of the vehicle may be chocked during tire air treatment. The acquisition of the recommended tire air data required for the inflation of the tires 25 may be obtained in various ways. For example, when a vehicle V is detected as being appropriately stopped, an interrogation signal may be sent thereto by a device, say a transponder, disposed in the station module 103, to be answered by a response signal, emitted for example by another device, possibly a transponder. The response signal includes the requested data, additional data, or a code permitting retrieval of the tire air data out of an accessible database stored in a memory of the system. The code is entered by the manufacturer and may be amended by professionals when required.
Alternatively, the driver D may be invited to send the requested data by operating a transmitter disposed in the vehicle V. Optionally, the driver D may respond to the invitation to provide the necessary tire air data simply by reciting that data. An appropriate device may then digitize the acquired data. Wireless transmission equipment, such as an emitter, a responder, or a transponder for communication of data to the automatic tire inflation facility 101 may be added to a vehicle V in retrofit, if not originally installed therein.
Additional received data may include tire data, ambient air data, compressed air supply data, the number of wheels W, load actually applied on each wheel, as well as further tire and vehicle data. Other data relevant as parameters for computation of the calculated correct tire air pressure may also be acquired. Obviously, received data may be communicated to the control module 105 or to one or a plurality of modules.
Still another way to acquire tire data is to take advantage of a Tire Pressure Monitoring System, or TPMS, when available onboard the vehicle V. TPMS is also referred to as RTPMS, or Remote Tire Pressure Monitoring System. A TPMS usually has data-emitting sensors mounted on each tire 25 that transmit air temperature and air pressure measured in the interior of the tire. Such data- emitting sensors may also be configured to transmit tire data, including recommended tire inflation data. The station sensor module 103 may be appropriately equipped to interrogate a detected vehicle V and to capture tire data emitted by data-emitting sensors, belonging to the TPMS or other similar systems, such as actual tire air pressure and tire air temperature for example.
Pneumatic communication with the air in the interior of a tire 25 may be achieved by removal of the tire cap from the tire valve 29, to allow unhindered access thereto by the tire valve access module 109. Preferably, to prevent accumulation of dirt on the open-ended tire valve 29, and to ease detection by the tire valve finding module 107, a commonly available tire valve extension, may be removably coupled to the tire valve. The terms "tire valve 29" and "tire valve extension 30" are used interchangeably hereinbelow with reference to tire air treatment, since the system may operate with both.
In Fig. 1, the various modules are inter-linked for the communication of data and commands to one another and to the control module 105. The various modules of the automatic system 101 may all be disposed under the management, command and control of the control module 105, which is possibly a centralized control device. Although not shown in the Figs., the centralized control module 105 may be replaced and configured to operate in distributed control mode, or in hybrid control mode.
The station sensor 103, which is included in the station modules, may detect the appropriate stopped position of the vehicle V and transmit that information to the control module 105. The station sensor module 103 may operate a plurality of sensors to derive at least the recommended tire air pressure. The station sensor module 103 may derive further sets of data, such as ambient atmospheric pressure and temperature, pressure and temperature of the air in the compressed air supply 117, vehicle wheel load, presence of a vehicle, and supplementary tire data. Further data may be derived by the station sensor module 103, mostly as input parameters for a computer program operated to output calculated correct air pressure.
In turn, the control module 105 may initiate the operation of the tire valve finding module 107 to establish the position of the tire valves 29 or of the extension valves. The derived position data are communicated at least to the control module 105, or directly to the tire valve access module 109. In other words, the station modules may include at least one tire valve finding module 107 configured for deriving at least position data of a tire valve 29.
The tire valve finding module 107 may be configured to first detect and find the wheel W, and then focus thereon to find the tire valve 29 on the tire 25. For example, ray-emitting devices, such as devices operating IR, laser, or other beams of radiation, disposed to the side of the vehicle V may find and report the position of the wheels W. Optionally, ray-emitting devices disposed on one side of the vehicle V, such as IR-emitters, operating in association with IR-receivers disposed on the opposite side of the vehicle, are also able to find the disposition of the wheels W. Many additional devices may be operated to find the wheels W, such as ultrasound or optical devices for example. However, machine computer vision, also called computerized vision, may directly find the location of the tire valves 29. Commercial non-contact, wheel inspection systems are available from Bytewise Measurement Systems of 1150 Brookston Central Parkway, in Columbus, GA, USA.
Sequentially to the tire valve finding module 107, the control module 105 operates the tire valve access module 109, which includes the end effector 111 and a tire valve chuck 113 and an air treatment module 115, to couple with the tire valve 29. The tire valve access module 109, included in the station modules, may be configured as a robotic unit 6 that is either fixed statically or mobile in translation.
Next, there is need to access a tire valve 29, or a tire valve extension 30. When a wheel W is disposed in a predetermined position, such as in a groove for example, it may be practical to emplace the robotic unit 6 next to the groove, preferably opposite the center of the wheel. However, when the wheel W is allowed to be stopped within a delimited distance range, it might be advantageous to provide a mobile robotic unit 6 able to translate toward and approach until adjacent and opposite the wheel. For example, when the four tires 25 of a vehicle V have to be serviced simultaneously, two front tires may reside within a groove. Therefore, one static robotic unit 6 on each side of the vehicle V may treat the two front tires 25, while two more mobile robotic units are configured to travel, one on each side of the vehicle, up to the rear wheels. Alternatively, two mobile robotic units 6 may operate on two front tires 25 first, and thereafter, on two rear tires. Evidently, four or more mobile robotic units 6 are also practical to treat four tires 25 simultaneously.
The end effectors 111 are operated once the robotic unit 109 is adjacent and opposite the wheel W. After receiving tire valve position data, the robotic unit 6, or the control module 105, command the end effector 111 to engage and couple to the tire valve 29, or to a tire valve extension 30. The station modules may thus include at least one tire valve access module 109 including an end effector 111, which is appropriately configured to facilitate engagement and coupling with one of both the tire valve extension and the tire valve 29. For proper coupling, fluid communication between the interior of the tire 25 and the compressed air from the compressed air supply 117 has to be sealed-off from the ambient atmosphere.
The tire valve chuck 113 has an inflatable torus seal 59 or sleeve seal 59 that may be inflated by compressed air obtained from the compressed air supply 117. When inflated, the torus seal 59 of the tire valve chuck 113 is configured to clamp in tight hermetical fit over the externally protruding portion of the tire valve 29, or over the tire valve extension 30 coupled thereto. Hence, the ambient atmosphere is sealed-off from the pneumatic communication coupling between the compressed air supply 117 and the air in the interior of a tire 25. The effective operation of the tire valve chuck 113 is an indispensable and essential condition for operation of the automatic system 101 and of the tire air treatment.
The air treatment module 115 is also coupled in pneumatic communication with the compressed air supply 117. However, the air pressure inflating the torus seal 59 of the tire valve chuck 113 is always higher than the air pressure for the inflation of a tire 25.
The air treatment module 115 may be controlled, say by the control module 105 or by the end effector 111, to become operative only after verification of the effective sealing-off operation of the tire valve chuck 113.
The air treatment module 115, which may be included in the station modules, is configured amongst others, for deriving tire-interior air data, such as at least air pressure and preferably also temperature, for communication at least to the control module 105. In addition, the air treatment module 115 may be configured to control air outlet and air inlet, respectively out from and into the interior of a tire 25, in association with the compressed air supply 117, under command of the control module 105. The air treatment module 115 may thus retrieve and introduce air into the interior of the tire 25. More precisely, the control module 105 may have an electronic unit for control of operation of a pneumatic unit or pneumatic network, not shown in Fig. 1. One may also consider the control module 105 to have, but not shown in Fig. 1, an electronic portion 105E and a pneumatic portion 105P. The pneumatic network is dedicated to the control of the compressed air supplied to the tire valve access module 109 and is coupled thereto as well as to the compressed air supply 117 and to the air treatment module 115.
To ease a more detailed description of the operation of both the tire valve chuck 113 and of the air treatment module 115, it is assumed that both operate under control of the control module 105. The control module 105 may include a processor, not shown in Fig. 1 , which is coupled to a processor readable memory, and which is configured for running at least one computer program stored on a processor readable medium. The at least one computer program stored in the readable memory is operated for calculating correct tire air pressure. The control module 105 also controls and commands tire air treatment including tire air check and adjustment if necessary. Once the tire valve chuck 113 is operated, a verification procedure is carried out to check the effectiveness of the torus seal 59 of the tire valve chuck 113. That check tests for leaks of air to the atmosphere. First, the initial actual air pressure in each one of the two tires 25 mounted in parallel on opposite sides of the vehicle V is measured, and a mean pressure is calculated and stored in memory as a first value. Then, mutual pneumatic communication is established between both parallel tires 25 to equalize the air pressure, which equalized air pressure value is also measured and saved in memory as a second value. Next, the difference between the first and the second value is calculated. Finally, continuation of operation of the automatic system 101 is allowed only on condition that the calculated difference is less then a predetermined threshold, which means that the torus seal 59 of the tire valve chuck 113 seals effectively.
The air treatment module 115 may become operative after verification of the proper operation of the tire valve chuck 113.
It is thus possible to have station modules that include at least one tire valve access module 109 having an end effector 111 configured for coupling to a tire valve 29. The end effector may have both a tire valve chuck 113 and an air treatment module 115, and both may be coupled in pneumatic communication with the compressed air supply 117. The tire valve chuck 113 may have an inflatable seal 59 which is configured for sealing-off atmospheric air from the pneumatic communication established between the air in the tire 25 and the compressed air supply 117. The air treatment module 115 may be configured for checking and for adjusting tire air pressure. In operation, a vehicle V enters the tire inflation facility 101 for tire air treatment and stops in appropriate position. The station sensor module 103 detects the presence of the vehicle V, and derives data including tire air data, and if desired vehicle data, and additional information. Then, the tire valve finding module 107 is operated to find the position of the tire valves 29, and the tire valve access module 109 is guided to access and couple in pneumatic communication to the tire valves.
After verification of the proper operation of the tire valve chuck 113, the air treatment module 115 derives tire air data such as tire air pressure and tire air temperature out of the tire 25, via the tire valve 29. Alternatively, advantage is taken from a TPMS system, or similar devices, if available. The control module 105 may then receive the actual tire air data, and additional data such as ambient air data, as input for the calculation of a correct air pressure for the tires 25.
In other words, the station modules may include a station sensor module 103 configured to receive at least tire air pressure data, but preferably also tire air temperature transmitted by sensors disposed within a tire 25 or on a tire valve 29. It is to the air treatment module 115 to check if the treated tire 25 is correctly inflated, and if so to decouple the tire valve access module 109 from the tire. In the contrary, the air treatment module 115 provides tire pressure adjustments, either by deflating or inflating the tire 25. After tire air treatment is completed for all the wheels W of the vehicle V, the tire valve access module 109 is uncoupled, a tire treatment report may be delivered, and the vehicle may depart. The station module 103 may transmit an interrogation signal to the vehicle V, which may have a transponder configured to respond to the interrogation signal by returning at least recommended tire air pressure, and possibly a reference code allowing retrieval of the at least recommended tire air pressure out of an accessible data base.
Fig. 2 illustrates an example of a possible implementation of a simplified sequence of control, as commanded by a computer program on each tire 25 and tire valve 29, which sequence may include the following exemplary steps that are described in broad terms only. The computer program may be run by the control module 105, or by any other module. Fig. 2 may refer for example, to a tire or preferably to two tires 25 disposed in parallel, one tire on each opposite side of the vehicle V.
When the control module computer program is started in step 201, it is implied that the control module 105 is turned on, although not shown in Fig. 2. Arrest of the vehicle V, such as by chocking of the wheels W, by a gate, or by other means, is not described for the sake of keeping the description simple. Control passes from step 201 to step 203, where the station sensor module
103 is operated, followed by step 205, which checks to detect the presence of a vehicle V in the tire service station 101.
In step 205, the search for detection of a vehicle V continues until the presence of a vehicle is detected. Thereafter, control flows to step 207. In step 207 the station sensor module 103 sends an interrogation signal to the vehicle V and receives vehicle data in return, including at least the recommended tire air pressure, or a reference code for access to the tire air pressure, as described hereinabove.
Although not shown in Fig. 2, should at least recommended tire air pressure not be obtained after a few repetitive attempts, then the tire air treatment is aborted. Aborting, which is not shown in Fig. 2, means treating the other yet untreated tire(s) 25 of the vehicle V, and possibly reporting results of the tire air treatment of each tire 25 to the driver D, and allowing the vehicle to be driven away. Else, when confirmation of receipt of at least the recommended tire air pressure is acknowledged, control passes to step 209.
In step 209 the tire valve finding module 107 is operated to find the position of the tire valve 29, which operation may proceed independently on each side of the vehicle V. Optionally, the wheels W may be found first, and thereafter only, the tire valve 29 of each wheel W. The derived position data of each tire valve 29 is communicated at least to the control module 105.
Even though not shown in Fig. 2, should a tire valve 29 not be found, or position data of a tire valve not be communicated after a few repetitive attempts, then the tire air treatment is aborted. However, once tire valve position data is available, control proceeds to step 211.
In step 211 the tire valve access module 109 is initiated to access a tire valve
29 according to the position data received from step 209. Then, the end effector 111 is guided to engage and couple onto a tire valve 29. Should that operation not succeed for one tire 25, then the tire air treatment is aborted, even though not shown in Fig. 2. From step 211, control passes to step 213.
In step 213 the tire valve chuck 113 is commanded to clamp on the tire valve 29, by inflating a seal with compressed air provided by the compressed air supply 117. Once clamped, a check is conducted to ascertain a desired level of sealing, or of what is accepted as being hermetic sealing. The sealing check verifies that the level of hermetical sealing is maintained below a predetermined maximal permitted level of leak.
Although not shown in Fig. 2, should a tire valve chuck 113 be reported as not sealing hermetically after a few repetitive attempts, then the tire air treatment is aborted. Else, when hermetic sealing of the tire valve chuck is confirmed, the air treatment module 115 is commanded to enter in operation in step 215.
In step 215 the air treatment module 115 is operated to first release air from the tire 25 and after a short delay, to measure the pressure and temperature of the released air. This operation is carried out on two parallel tires 25, one on each opposite side of the vehicle V, as described hereinabove.
Although not shown in Fig. 2, should the lapse of time necessary for tire air pressure adjustment of even one tire be found to exceed a predetermined calculated length of time, then the tire air treatment is aborted. However, when tire air pressure check and adjustment is successfully accomplished, the end effector 111, including the tire valve chuck 113, may be released from the wheel W and control passes to step 217.
Step 217 checks, for the present example, whether the just treated couple of wheels W is the last couple of wheels of the vehicle V to be treated. If not so, then control returns to step 209 to repeat the same tire treatment operation for a next couple of wheels W disposed on opposite sides of the vehicle V. Otherwise control flows to step 219. Obviously, this step is not necessary when one tire valve access module 109 is provided for each wheel W.
In step 219 a tire air treatment report is provided to the driver D together with permission to exit the tire inflation facility 101. If necessary, vehicle-arrest means preventing exit of the vehicle V out of the tire inflation facility 101 are removed. Thereafter control returns to step 205 for treatment of another vehicle V. Implementation details of the automatic system 101 are now described hereinbelow with reference to drawings.
Fig. 3 a shows one embodiment of a means for chocking the front wheels 2 for the duration of the tire air treatment. The groove 5 may be shallow, just sufficiently deep to provide the driver D with feedback regarding proper arrest and disposition of the wheels W. It is assumed that the presence of the vehicle has been detected a priori, by means well known in the art. Such means may include crossing of a detection ray a load pad, a pneumatic or electric mat, all disposed perpendicular to the path of the vehicle V, as well as an optic or computer vision detection system, and the like.
In Fig. 3a, a groove 5 is disposed in the floor 4 of the tire inflation facility 101, perpendicular to the path of motion of the vehicle V, showing the arrested and chocked front wheels 2 of the vehicle having sunk inside the groove 5. Thereby, the exact disposition of the front wheels 2 and of the center of those wheels, relative to the longitudinal direction of the vehicle V, are readily acquired. The rear wheels 3, or any further wheels still disposed on the floor 4 may be engaged in the groove 5 successively after completion of the tire air treatment of a previous pair of tires.
Since the groove 5 marks the disposition of the front wheels 2, it is possible to appropriately emplace one static tire valve access module 109, or robotic unit
6, opposite each front wheel. At most, the end effector 111 will have to extend to reach the tire valve 29. Even though not shown in Fig. 3a, a pair of mobile robotic units 6 may treat the rear wheels 3 simultaneously with the static robotic units being used for the treatment of the front wheels 2. Since the exact disposition of the rear wheels 3 is unknown, the mobile robotic units 6 may be translated towards the rear wheels, say on tracks disposed on the floor of the inflation station
101.
Fig. 3b shows the same embodiment groove 5 as Fig. 3a but having a pair of rear wheels 3 engaged therein. When air tire treatment is concluded for all the wheels W, the driver D may receive a tire treatment report and a notification that driving away is permitted.
Fig. 3c shows one possible embodiment exemplifying one way of taking advantage of the groove 5 to derive the load on a wheel W, allowing to weigh successive pairs of wheels. Wheel load may become an input parameter for the computer program providing calculated correct air pressure.
One sufficiently rigid support section 7 for each wheel W, shown as cross- section 7 in Fig. 3 c, may be coupled via a mechanical connection element 8 to a load cell 9 disposed on the bottom of a now locally deepened groove portion 10. Evidently, other means such as a load pads, may provide a practical alternative.
Instead of chocking a pair of wheels in a groove 5, but not shown in the Figs., it is practical to dispose two fixedly-retained parallel rigid rods or pipes onto the floor 4 of the inflation station 101 perpendicular to the path of the incoming vehicles V. The short distance separating the two parallel pipes is sufficient to receive a wheel W therebetween, thereby chocking the wheel and operating as a groove 5.
Alternatively, virtual chocking may be provided by two indications applied onto the floor 4, such as painted parallel lines, to indicate to the driver D where to stop. Actually, notifications addressed to the driver D, such as commands to stop, to keep the vehicle arrested, or granting permission to drive away, may be shown, say on a display screen, and/or be provided verbally, say via a loudspeaker. Optionally, a barrier or gate may also provide clear indications to the driver D: a closed barrier and an open barrier signify respectively to remain arrested, or to drive away.
Figs. 4a to 4b illustrate means for detecting the wheels W and the tire valves 29 of a vehicle properly arrested in the inflation station 101.
Fig. 4a shows a vehicle V arrested in front of a closed but openable barrier 94, notifying the driver D to stay arrested. Two arrays of devices, namely 40 and 41 are disposed on and for operation in parallel to the floor 4, one device on each side and parallel to the length of the vehicle V. For example, the array 40 includes IR radiation sources 40 and the array 41 includes IR radiation receivers 41 appropriately disposed to capture the emissions of the array 40, operative above the floor 4 but under the body of the vehicle V. Obviously, the tires 25 obstruct the passage of the beams of radiation, thereby indicating the emplacement of the wheels W. The emplacement of the wheels W is communicated, to the tire valve access modules 109, to the control module 105, or to any other module, by wired or wireless means not shown in the Figs. Fig. 4b depicts two wheels W and a portion of the vehicle V having tracks 47 disposed each one in parallel to the devices 40 and 41, but farther away from the vehicle so as to not interfere with the pattern of radiation. A tire valve access module 109, disposed on each side of the vehicle V, is configured to receive the emplacement data of the wheels W, and is implemented as a mobile robotic unit 6, possibly including the tire valve finding module 107. The emplacement data may also be communicated to the control module 105 or to any other module.
The mobile robotic units 6 are translatable on the tracks 47, for each one to controllably reach a position opposite one wheel W, for coupling to and treating two wheels at a time, in succession. When tire air treatment is done, the robotic units 6 may disconnect from the wheels W and the vehicle V may be driven away.
Fig. 5 illustrates other exemplary means for detecting the wheels W and the tire valves 29 of a vehicle V arrested in front of a closed barrier 94 in a tire inflation station 101.
In Fig. 5 the arrays of IR devices, respectively 40 and 41 have been replaced by optical devices, such as laser beam area scanning devices 66, or machine vision apparatus, such as computerized vision devices 66, or imaging devices, configured to derive the coordinates of the location of the wheels W. For example, one or more laser scanners 66 may be disposed to scan each opposite side of the vehicle V and using commercially available pattern recognition computer programs, may even detect the exact location and orientation coordinates of the tire valves 29.
One may thus provide the station modules to include at least one tire valve finding module 107 configured for deriving at least position data of a tire valve of a tire 25. The tire valve finding module 107 may detect the position of the tire valve 29, or of the tire valve extension 30, by use of technology selected alone and in combination from the group consisting of computerized vision, optical devices, IR devices, RF detection, acoustic devices, and induction technology operated devices.
As described hereinabove, the position coordinates may be transmitted at least to the control module 105, or to the robotic units 6.
Fig. 6 shows an exemplary embodiment of a robotic unit 6 able to receive wheel center and tire valve position data, and being configured to couple an end effector 111 to a tire valve 29. If desired, the robotic unit 6 may also be configured to locate the tire valve 29.
Fig. 6 shows a wheel W and a portion of the body 18 of the vehicle V. Adjacent to the wheel W, a mobile robotic unit 6 using rollers for translation, is disposed on tracks 47. The control module 105 communicates with the robotic unit 6 by links 16 that cross through the housing 17. The housing 17 envelopes and shields the robotic unit 6 from the ambient weather and from physical damage. To find the center of a wheel W, the robotic unit 6 is first translated toward the wheel, and is stopped when coming in contact with the wheel.
Translation of the mobile robotic unit 6 toward and away from the wheel is provided by a piston 22, applying motion onto a frame 19, which is disposed on horizontal tracks 15 oriented perpendicular to the wheel W. The frame 19 is the skeleton supporting all the components of the robotic unit 6. An electromechanical probe 11, possibly supporting a contact sensor 12, is coupled to the frame 19 and translates horizontally therewith in the direction of the wheel W and back. Contact of the contact sensor 12 with a tire 25 stops the horizontal translation of the robotic unit 6 relative to the wheel W. The frame 19 also supports a body 20, which holds a vertical track 21 on which a center-of- wheel search mechanism 13 may translate vertically. In turn, a radial arm 36 coupled to the search mechanism 13 and rotatable about a horizontal axis X, is configured for rotation in a plane parallel to a wheel W.
Rotation is stopped when the arm 36 is disposed in the direction of the tire valve 29, which is not shown in Fig. 6.
An inflation gun translator 35, not shown, providing horizontal translation is coupled to the radial arm 36 and carries an inflation gun 14, but may also carry a tire valve access module or and end effector 111. The inflation gun translator 35 is for example as piston or an adequate electric motor that translates the inflation gun 14 in the direction of the tire valve 29, which is not shown in Fig. 6. Thereby the wheel W is first approached horizontally, by translation of the piston 22. Thereafter the center of wheel search mechanism 13 is translated vertically along the vertical track 21 to stop opposite the center of the wheel W. Then, the center of wheel search mechanism 13 rotates about the horizontal axis, until the arm 36 is disposed in the angular direction of the tire valve 29. Next, the radial arm 36 translates the inflation gun translator 35 into a position in front of the tire valve 29. Finally, the inflation gun translator 35 translates the inflation gun 14 horizontally in the direction of the tire valve 29 to couple thereto.
The inflation gun 14 is coupled in pneumatic communication with the compressed air supply 117 for inflation of tires 25.
The link 16 includes a data communication link 16a and pneumatic communication link 16b. The data communication link 16a provides command and control of the robotic unit 6, or robot 6, whereas the pneumatic communication link 16b provides compressed air flow for the tire air treatment process and for inflation of the tire valve chuck 113.
The robotic unit 6 is operated after a tire valve 29 is located and after at least recommended tire inflation pressure, and preferably also after reception of tire air temperature.
Figs. 7a to 11 depict one exemplary embodiment for finding the coordinates of a tire valve 29.
Fig. 7a and 7b are respectively, a front and a side cross-section of a wheel W having a dedicated purpose hubcap 28 covering the wheel hub 27 in replacement of the original hubcap. Two pins protrude out of the exterior face of the dedicated hubcap 28. One center pin 31, disposed at the center of the hubcap 28, thus the center of the wheel W, is the longer out of the two pins. The center pin 31 is about 20 millimeters long and has a diameter of some 7 millimeters. A second shorter and smaller side pin 32 is about 15 millimeters long and has about the same diameter as the center pin 31.
The dedicated hubcap 28 is assembled on the hub 27 of the wheel W in an orientation that aligns the center pin 31, the side pin 32 and the tire valve 29. This provision is intended to facilitate the detection and location of the tire valve 29. Fig. 8 shows an embodiment, in cross-section, of one possible tire valve search and finding mechanism 24 assembled perpendicular to the horizontal axis of rotation X of the center-of- wheel search mechanism 13 shown in Fig. 6. The tire valve finding mechanism 24 with a frame 48, is shown to support an array of detection devices 34, such as IR radiation sources 40 disposed opposite to IR receivers 41. Fig. 9 is a front view of the tire- valve finding mechanism 24 shown in Fig. 8, but better showing the valve search IR array. The valve search IR array 34 is depicted as having the shape of an open rectangular box or frame 48, but a round shape or any other practical geometrical shape is also acceptable. The IR devices of the frame 48, namely sources 40 and receivers 41, are disposed on opposite rims, and in two directions perpendicular to each other, thereby creating a planar rectangular mesh of radiation. Radiation patterns are symbolically represented as arrows in Fig. 9.
Any object crossing the perpendicular mesh of radiation is detected and related to two specific IR emitter sources 40, thereby providing relative reference coordinates for the tire valve 29. This is one reason why tire valve extension 30, shown in Figs. 7a and 7b are preferred, since they extend out of the plane defined by the external side walls of a tire 25. Thereby it is not only detection and location of the tire valve 29 by the tire valve finding module 107 that is facilitated, but so is coupling of the end effector 111 to the tire valve 29 also facilitated. Fig. 10a depicts a cross section of the tire-valve search IR array 34 showing only one source 40 and one receiver 41, disposed opposite the center of the wheel W, which supports the dedicated hubcap 28 with the center pin 31 and the side pin 32.
In Fig. 10b the tire- valve finding mechanism 24 is shown as being engaged over the center pin 31 and the side pin 32, which now cross the mesh of plane perpendicular radiation established by the IR sources 40 and receivers 41. The tire-valve finding mechanism 24 is rotated by the center-of-wheel search mechanism 13. Thereby, the coordinates of both pins 31 and 32 are derived, and calculation of the line joining both pins yields the line on which the tire valve 29 is to be found.
Fig. 11 depicts an embodiment of a portion of the robotic unit 6 the aim of which is to position the center-of- wheel search mechanism 13 in front and opposite to the center of the wheel W, under guidance of data available in the control module 105.
The center-of- wheel search mechanism 13 and the inflation gun 14 are supported by a head 54, which is coupled to a translator 55. A horizontal track 51 allows translation of the head 54 relative to the translator 55 towards and away from the wheel W, which is not shown in Fig. 11. The translator 55 is configured for vertical translation along a vertical member 57 of the frame 52 of the robotic unit 6.
The center-of- wheel search mechanism 13 and the inflation gun 14 are coupled to the head 54 thereby enabling the inflation gun 14 to engage and couple the tire valve 29. An end switch 53 coupled to the extremity of the inflation gun 14 informs the control module 105 when coupling to the tire valve 29 is achieved, and that the tire air treatment may proceed.
Once the control module 105 has obtained the required data, the center-of- wheel search mechanism 13 is translated toward the hub of the wheel W at an estimated height above the floor 4. The first pin crossing the plane of perpendicular radiation established by the tire-valve finding mechanism 34 is the center pin 31, which is longer than the side pin 32. Hence, the coordinates of the center of the wheel W are derived and may be communicated to the control module 105. Further translation of the tire-valve finding mechanism 34 toward the hub of the wheel W causes the shorter side pin 32 to cross the plane mesh of perpendicular radiation established by the tire-valve finding mechanism 34, whereby the coordinates of the side pin 32 are acquired and also communicated to the control module 105. In turn, the control module 105 calculates the orientation of the straight line passing through the two pins, respectively 31 and 32, which line also passes through the tire valve 29. Furthermore, since the specific data relative to the vehicle V and the wheels W are available in the control module 105, the distance from the center of the wheel W to the valve 29 is also known, thereby allowing the control module 105 to provide the exact coordinates of the tire valve 29. Figs. 12a and 12b illustrate operation, respectively before and after engagement and coupling, of the extremity of an end effector 111 that is an inflation gun 14, with a tire valve extension 30 that is coupled to a tire valve 29. For the ease of description it is assumed that control is provided by the control module 105.
In Fig. 12a, the inflation gun 14 is shown to be hollow and have an upstream open entrance 62, followed successively downstream by the tire valve chuck 113 implemented as a torus-shaped seal 59, and by a concentric gun pin 60 having a free extremity terminated by an air temperature sensor 6OT. A temperature cable 61 couple to the air temperature sensor 6OT to the control module 105, and communicates thereto derived air temperature values.
The open entrance 62 has a conical inlet spout 58 to facilitate engagement and guidance of the male tire valve extension 30 into the hollow inflation gun 14 and through the torus seal 59, which is coupled in pneumatic communication with the compressed air supply 117, not shown in Fig. 12a. The gun pin 60 is disposed concentrically to permit engagement with and opening of the inflation valve 29, or of the valve extension 30. Fig. 12b shows details of the inflation gun 14 and of the tire valve extension
30 when mutually engaged and coupled to each other. In the inflation gun 14, the gun pin 60 is supported by an end switch 53, which is coupled to the control module 105 via an end switch cable 56. When depressed, the end switch 53 may inform the control module 105 to arrest insertion of the air gun 14 over the extension valve 30 and to couple the inflation gun 14 in pneumatic communication with the compressed air supply 117, which is not shown in Fig. 12b. First, compressed air inflates the torus seal 59 to a pressure higher then necessary to inflate a tire 25, which is not shown in Fig. 12b.
Opposite to the gun pin 60, the tire valve extension 30 has a concentric valve extension pin 68, which when depressed by the gun pin 60, establishes pneumatic communication between the air in the interior of a tire 25 and the inflation gun 14.
The inflation of the torus seal 59 creates an air chamber 65 in the inflation gun 14, which chamber 65 is coupled via an air conduit 63 to the compressed air supply 117. After derivation of the position, valve 29, or of the valve extension 30, engagement thereover of the inflation gun 14 may be initiated. When engagement is initiated, the inflation gun 14 translates toward the valve extension 30, first met by the conical inlet spout 58, which eases insertion and cares for proper alignment, until correct mutual coupling is achieved. Correct coupling causes the valve extension pin 68 to first depress the inflation gun pin 60 and thereafter the end switch 53, which end switch operation informs the control module 105 that both the inflation gun 14 and the valve extension 30 are properly connected. In response thereto, the control module 105 stops translation of the inflation gun 14 towards the extension valve 30 and establishes pneumatic communication with the compressed air supply 117, whereby the torus seal 59 is inflated. Since the valve extension pin 68 is depressed, there is provided pneumatic communication, sealed-off from the ambient atmosphere, between the interior of the tire 25 and the inflation gun 14. It is thus now possible to measure both pressure and temperature of the air from within a tire 25 and to forward that information to the command module 105, for use as input parameters for the calculation of the correct tire air pressure. Figs. 13a to 13c illustrate another exemplary embodiment, of a tire valve search mechanism 24, enabling derivation of the position of the tire inflation valve 29 without first having to find the center of the wheel W, and including a tire inflation gun.
Fig. 13a depicts a front elevation of a wheel W having a tire inflation valve 29, with or without an extension valve 30, as well as a robotic unit frame 19 pertaining to a robotic unit 6, and supporting the structure of the embodiment. A vertical translation guide 95 is supported by the robotic unit frame 19 and a translator 55 is configured for vertical translation on the vertical translation guide 95. An upper horizontal guide 96 and a lower horizontal guide 98, both longer than the diameter of a wheel W, supporting an inflation gun 14 configured for translation thereon, are coupled to the translator 55. The embodiment of the described tire valve search mechanism 24 thus allows motion of the inflation gun 14 to translate both vertically and horizontally in a plane parallel to the side of the wheel W. Fig. 13b is a partial side elevation of Fig. 13a, wherefrom a second arm 100 is deleted, shows the inflation gun translator 35 provided to translate the inflation gun 14 towards and away from the tire valve extension 30.
Fig. 13c is a top elevation of Fig. 13a showing a first arm 99 and a second arm 100 supporting a detection device, respectively, an IR radiation source 40 and an IR receiver 41, disposed vertically and mutually opposite to each other.
To find and derive the position of a tire valve 29, or of an extension valve 30, the translator 55 is translated vertically, say under command of the control module 105, along and parallel to the plane of the wheel W, until the beam of radiation established by the radiation devices 40 and 41 is crossed. The height of the translator 55 above the floor 4 provides the exact height of the, say, extension valve 30. Next, the inflation gun translator 35 may translate the inflation gun 14 in the direction of the tire valve extension 30 and back, by use of a piston, an electric engine or other appropriate means. Fig. 14 shows a spring loaded electromechanical sensor 49 coupled to the inflation gun 14, which is configured to locate a tire valve 29 upon contact therewith.
The embodiment of the tire valve search mechanism 24 depicted in Figs. 13a to 13c and 14 but without IR detection devices, may be operated after acquisition of the vehicle and tire data, or at least of recommended tire inflation pressure, by the control module 105. Under command of the control module 105, the robotic unit 6 is translated towards the wheels W, and is stopped when the contact sensor 12, shown in Fig. 6, contacts the wheel. The translator 55 now descends vertically down, starting from a height above the floor 4 higher than a wheel W, or from a maximal possible height for the treated tire 25, as derived height retrieved from memory, or as loaded in the control module 105. When the linear beam of radiation established by the radiation devices 40 and 41 is crossed, the descent of the translator 55 is stopped and the inflation gun 14 starts to translate horizontally on the lower horizontal guide 98 to scan the surface of the wheel W. When the electromechanical sensor 49 makes contact with the tire valve extension 30, the horizontal translation stops and the inflation gun 14 translates in the direction of the tire valve extension 30 to couple thereto.
Figs. 15a and 15b show, respectively, a side and a top elevation of yet another embodiment of a tire valve search mechanism 24, for finding the tire valve 29 by use of IR detection devices, under control of say the control module 105. It is also possible to acquire the coordinates of the tire valve 29, and to couple an inflation gun 14 thereto.
Fig. 15a shows a vertical track 21, which is coupled to the body 20 of a robotic unit 6, not shown. The body is configured to translate horizontally toward and away from the wheel W. An electric motor 23, providing rotation, is coupled to the vertical track 21 and to the valve search array 34. Thereby, vertical translation along the vertical track 21 and rotation by the electric motor 23 are provided to the valve search array 34. The tire valve search mechanism 24 has the shape of brace having a longitudinal leg 44, parallel to the plane of the wheel W, supporting two short brace arms 44B perpendicular thereto. A combination unit 38 is mounted for translation along the longitudinal leg 44 of the valve search array 34. In addition, the free extremity of the first brace arm 44B supports an IR source 40 disposed opposite the free extremity of the second brace arm 44B supporting an IR receiver 41, as already described hereinabove. Furthermore, the combination unit 38 also carries an electro-mechanical probe 11 that is translatable toward and away from the wheel W, together with a detector 45. As shown in Fig. 15b, the detector 45 carries a two-pronged fork 37 which supports an IR radiation source 40 and an IR receiver 41 that are both disposed perpendicular to the longitudinal leg 44 and mutually opposite to each other.
To find the position of the tire valve 29 or of the valve extension 30, the body 20 is translated toward the wheel W until stopped when the probe 11 contacts the wheel. Then, the tire valve search mechanism 24 is controllably rotated by the electric motor 23 until the valve extension 30 crosses the beam emitted by the source 40, which is disposed on a brace arm 44B, and the rotation is stopped. Next, the detector 45 is translated along the leg 44 until the valve extension 30 crosses the beam emitted by the source 40 disposed on the two-pronged fork 37, and then arrested. Thereby, the disposition of the valve extension 30 is acquired and may be saved.
Fig. 16 shows another embodiment of a rotational mechanism aimed to find the position of the inflation valve 29 or of the valve extension 30, and treat the tire 25, which embodiment is similar to the embodiment described in Fig. 15a, with the distinction of using a tester 42 that is based on technology selected from mechanical vision, computerized vision technology, optical devices, IR devices, RF detection, acoustic devices, and induction technology operated device, instead of using the valve search mechanism 24, to find the position of the inflation valve 29 or the valve extension 30.
As described hereinabove, the body 20 of a robotic unit 6, not shown, is translatable toward and away from the wheel W. An electric motor 23, providing rotation, is coupled to the vertical track 21. The rotatable arm 36 may thus be translated toward and away from the wheel W and also rotated about a horizontal axis X. The tester 42 scans the periphery of the wheel W when the arm 36 is rotated to find the location of the tire valve 29. Optionally, a computerized vision apparatus images the wheel W and detects the tire valve 29 without the need for translation or rotation.
Once the tire valve 29 is found, a translator 36 may translate the inflation gun 14 and couple onto the tire valve.
Fig. 17 shows an exemplary embodiment of a pneumatic network 120 intermediate and coupling the compressed air facility 117, supplying compressed air to the automatic system 101, in pneumatic communication with the tire valve access modules 109 and with the control module 105, not shown in Fig, 17. Fig. 17 refers to an automatic tire inflation facility 101 having four tire valve access modules 109, or robotic units 6, thus with four separate inflation guns 14, for simultaneous treatment of four wheels W: two front wheels 2 and two rear wheels 3 The pneumatic network 120 may be configured to accommodate any desired number of tire valve access modules 109.
In Fig. 17, the compressed air supply 117 is shown within dashed lines as an air compressor 73 coupled to a compressed air tank 74 having a pressure regulator 71 which is not shown, and a temperature gauge 39. The temperature of the compressed that is derived by the temperature gauge 39 is possibly communicated to, for example, the control module 105 as an input parameter for the computer program providing calculated air pressure as output.
Compressed air from the compressed air supply 117 divides in two separate flows. A first flow passes through a differential pressure regulator 43 and reduces the pressure of the supplied air over a general inflation valve 76, to enable a constant pressure difference between the air supplied to the torus seals 59 and the air supplied for the inflation of the tires 25. Higher air pressure to the torus seals 59 is necessary for preventing air leaks from the pneumatic communication between the inflation guns 14 to the tire valves 29.
A second flow is coupled through a two-way seals control valve 75 either via solenoid valves 84 to 87 the torus seals 59 disposed in the inflation guns 14, or to the ambient atmosphere to release pressure from the torus seals 59 when tire air treatment is concluded. The general inflation valve 76 supplies compressed air for the inflation of the tires 25, over a two-way valve 78 via the solenoid valves 80 to 83, or uses the two-way valve 78 to release air to the atmosphere. The two-way valve 78 is used for ventilation after completion of tire inflation. After coupling of the inflation guns 14 on the tire valves 29 but before the beginning of inflation, the valves 80 to 83 open briefly in sequence for a predetermined length of time. The two-way valve 78 will thereafter open and provide ventilation to the atmosphere during the brief opening and closure period, to each one of the valves 80 to 83, and next open in the direction of the general inflation valve 76 to allow the pressure transducer 77 to derive the air pressure in the interior of each one of the tires 25. Derived pressure measurements are communicated to the control module 105.
Protection against over pressure of the pneumatic network 120 is provided by two safety valves. A first safety valve 79 is regulated to the maximal pressure the pneumatic network may safely sustain. The second safety valve 46 has a variable maximal pressure controlled by the control module 105. Control is performed in a manner so that the maximum air pressure threshold is kept lower than the maximum inflation pressure allowed in a tire, but higher than a specific inflation pressure, to preserve the integrity of the tires. The pneumatic network 120 further has air filters and standard air dryers which are not shown in Fig. 17. Fig. 18 is a diagram illustrating a possible embodiment of the control module 105. The control module 105 may include two portions: one electronic portion 105E and one pneumatic portion 105P. The pneumatic portion 105P of the control module 105 may include the pneumatic network 120 with all the electro- pneumatic components, valves and regulators, including solenoid valves, and the differential pressure regulator 43. The electronic portion 105E may include the processor and computer components required for the command and control of the automatic inflation system such as the computer memory, electronic circuits and components. If desired, the electronic portion 105E may also include: electrical circuits to supply electrical current to the solenoid valves of the pneumatic portion 105P, an RF receiver 92 to receive the vehicle and tire data from the transponder mounted on the vehicle V or the transmitter operated by the driver D.
The pneumatic portion 105P may be coupled in pneumatic communication to the air tank 74 for the supply of compressed air, and flexible pneumatic pipes 16b may couple the pneumatic portion 105P to the inflation guns 14 to provide the flow of compressed air for the inflation of the tires 25 of the vehicle V.
Furthermore, the electronic portion 105E may be coupled to all the switches and sensors of the station sensor module 103, the temperature sensor in the inflation guns 14, and the temperature gauge in the air tank 74, an ambient air temperature gauge and barometric pressure gauge, and the pressure transducer 77, all of which are used for the command and control of the system to enable performance of the tire air treatment to the correct calculated pressure for the specific vehicle V and the specific tires 25. Electrical power supply cables 93 may also be coupled to the electronic portion 105E and therefrom via electric and data communication links 16a to the other components of the system, or power supply cables may further be coupled to the electrical components of the system directly from the electricity mains. The electronic portion 105E may also be coupled to the barrier 94, to open and close the barrier according to the progress of the tire air treatment process. A loudspeaker 91 and a display screen 90 may also be coupled to the electronic portion 105E, to provide the driver D with necessary information during the inflation process. A printer, not shown in Fig. 18 may also be coupled to the electronic portion 105E, to print a tire air treatment report for delivery to the driver D.
Fig. 19a shows a wheel W with a tire having a tire valve 29 to which a tire valve extension 30 is coupled. The tire 25 may be inflated via the tire valve extension 30 which protrudes an extent out and away from the plane defined by the external side walls of the wheel W. It is shown that at least the tire valve extension 30 protrudes by a distance t out of the plane of the wheel W. Fig. 19b depicts an enhancement for improving hermetical sealing between the tire valve extension 30 and the torus seal 59 of the inflation gun 14. The torus seal 59 is not shown in Fig. 19. For seal enhancement purposes, a plurality of parallel valve grooves VG is disposed on an exterior portion of the tire valve extension 30. Furthermore, the conical spout inlet 58 is configured with appropriate radii r appropriately to facilitate engagement, proper orientation, and coupling with the tire valve extension 30 or with the tire valve 29. Industrial Applicability
The system and the method described hereinabove are applicable at least in the vehicle servicing industry.
It will be appreciated by persons skilled in the art, that the present claimed invention is not limited to what has been particularly shown and described hereinabove. Rather, the scope of the present invention is defined by the appended claims and includes both combinations and subcombinations of the various features described hereinabove as well as variations and modifications thereof which would occur to persons skilled in the art upon reading the foregoing description.
List of items
Figure imgf000027_0001
Figure imgf000028_0001
Figure imgf000029_0001

Claims

1. A method for implementing a tire inflation facility (101) having a compressed air supply (117) for providing an automatic tire air treatment
5 including checking and adjusting of a tire air pressure in a tire (25) of each wheel (W) mounted on an appropriately configured vehicle (V) driven by a driver (D) into and stopped in the tire inflation facility, the method being characterized by comprising the steps of: a. providing station modules including a control module (105) coupled to ando configured for managing, commanding and controlling operation of the station modules, b. acquiring at least a recommended tire air pressure, c. acquiring at least position data of a tire valve (29) of a tire, d. acquiring at least actual tire air pressure within the tire, 5 e. calculating correct tire air pressure and comparing calculated tire air pressure with the actual tire air pressure, and f. adjusting actual tire air pressure when found to be different from the correct calculated tire air pressure, whereby the automatic tire air treatment is exempt of manual touch with air filling o equipment, a tire or a wheel.
2. The method according to claim 1, further comprising: configuring each module out of the station modules as an assembly selected from the group consisting of a single unitary assembly and a plurality of assemblies operating in mutual association. 5
3. The method according to claim 1, further comprising: operating the control module in a control configuration selected from the group consisting of centralized control, distributed control, and hybrid control.
4. The method according to claim 1, further comprising: providing the station modules to include a station sensor module (103)0 configured to derive at least the recommended tire air pressure.
5. The method according to claim 1, further comprising: providing the station modules to include a station sensor module configured to derive at least one set of data selected alone and in combination from the group consisting of vehicle wheel load, atmospheric pressure, atmospheric temperature,5 pressure of the compressed air supply, temperature of the compressed air supply, presence of a vehicle, and tire data.
6. The method according to claim 1, further comprising: providing the station modules to include a station sensor module configured to receive at least tire air pressure data, transmitted by sensors disposed within the tire or on a tire valve (29).
7. The method according to claim 1, further comprising: providing the station modules to include a station sensor module configured to receive at least air temperature data, which is transmitted by sensors disposed within the tire or on a tire valve.
8. The method according to claim 1, further comprising: providing the station modules to include at least one tire valve finding module (107) configured for deriving at least position data of the tire valve.
9. The method according to claim 1 , further comprising: providing the station modules to include at least one tire valve access module (109) coupled in pneumatic communication with the compressed air supply (117), and configuring the at least one tire valve access module for accessing a tire valve and for coupling therewith to establish pneumatic communication of the air in the interior of the tire with the compressed air supply.
10. The method according to claim 1, further comprising: providing the station modules to include at least one tire valve access module
(109) having an end effector (111) configured for coupling to a tire valve or to a tire valve extension, the end effector having both a tire valve chuck (113) and an air treatment module (115), and both are coupled in pneumatic communication with the compressed air supply (117), providing the tire valve chuck with an inflatable seal (59) which is configured for sealing-off atmospheric air from the pneumatic communication established between the air in the tire and the compressed air supply, and configuring the air treatment module for checking and for adjusting tire air pressure.
11. The method according to claim 1 , further comprising: providing the station modules to include an air treatment module configured for: deriving at least air pressure from the interior of a tire, and for retrieving and introducing air into the interior of the tire.
12. The method according to claim 1, further comprising: providing the station modules to include an air treatment module configured for deriving temperature of the air within the tire.
13. The method according to claim 1, further comprising: providing the control module to include a processor coupled to a processor readable memory, and configured for running computer programs stored on a processor readable medium, and operating at least one computer program stored in the readable memory for calculating correct tire air pressure.
14. The method according to claim 1, further comprising: chocking at least one wheel of the vehicle during tire air treatment.
15. The method according to claim 1, further comprising: providing the station modules to include a station sensor module configured to transmit an interrogation signal to the vehicle, and providing the vehicle with a transponder configured to respond to the interrogation signal by returning either one of both at least recommended tire air pressure, and a reference code allowing retrieval of the at least recommended tire air pressure out of an accessible data base.
16. The method according to claim 1, further comprising: providing the station modules to include a station sensor module configured for requesting the driver of the vehicle having data transmission means, to respond by transmitting required data, and including in the required data at least one of both: the recommended tire air pressure, or a reference code allowing retrieval of the recommended tire air pressure out of an accessible data base.
17. The method according to claim 1, further comprising: providing the station modules to include at least one tire valve access module that is either static or mobile.
18. The method according to claim 1, further comprising: providing the station modules to include an output device configured to deliver a tire air treatment report.
19. The method according to claim 1, further comprising: providing the station modules to include at least one tire valve access module
(109) having a tire valve chuck (113) with an inflatable seal, and supplying a higher air pressure for inflation of the inflatable seal relative to air pressure supplied for inflation of a tire.
20. The method according to claim 1, further comprising: providing the station modules to include at least one tire valve access module
(109) having a tire valve chuck (113), configuring tire air treatment to include verification of effective sealing of the tire valve chuck, comprising: measuring actual air pressure in each tire out of two parallel tires mounted on opposite sides of the vehicle, establishing pneumatic communication between each one of the two tires until air pressure equalization, measuring equalized air pressure, calculating an air pressure difference between a mean of the measured actual air pressures and the measured equalized air pressure, and confirming effective sealing of the tire valve chuck for an air pressure difference which is less then a predetermined threshold.
21. The method according to claim 1 , further comprising: providing a reversibly removable tire valve extension (30) for coupling to the tire valve, and providing the station modules to include at least one tire valve access module (109) configured for coupling to one of both a tire valve extension and a tire valve.
22. The method according to claim 1, further comprising: providing the tire with a tire valve having a tire valve extension, providing the station modules to include at least one tire valve access module
(109) including an end effector (111), and configuring the end effector appropriately to facilitate engagement and coupling with one of both the tire valve extension and the tire valve.
23. The method according to claim, further comprising: providing the station modules to include at least one tire valve access module (109) having a tire valve chuck (113), coupling a reversibly removable tire valve extension (30) to the tire valve which has an exterior portion onto which the tire valve chuck operates, and enhancing hermetic sealing of the tire valve chuck on the tire valve extension by disposing a plurality of parallel valve grooves VG on the exterior portion of the tire valve extension.
24. The method according to claim 1, further comprising: providing the station modules to include at least one tire valve finding module (107) configured for deriving at least position data for each tire valve of a tire, and operating the tire valve finding module to first detects the position of a wheel and thereafter search and find the tire valve on the tire.
25. The method according to claim 1, further comprising: providing the station modules to include at least one tire valve finding module (107) configured for deriving at least position data of a tire valve of a tire, and operating the tire valve finding module to detect the position of the tire valve by use of technology selected alone and in combination from the group consisting of computerized vision, optical devices, IR devices, RF detection, acoustic devices, and induction technology operated devices.
26. The method according to claim 1, further comprising: providing the station modules to include a tire valve finding module and a tire valve access module configured for coupling to a tire valve of a tire, and operating the control module for: receiving position data of a tire valve from the tire valve finding module, commanding translation of a mobile tire valve access module to a wheel- facing position, commanding the tire valve access module to access a tire valve and couple therewith to establish pneumatic communication between the air in the interior of the tire, and the compressed air supply, and commanding operation of the tire air treatment.
27. The method according to claim 1, further comprising: providing the station modules to include a tire valve finding module and a tire valve access module configured for coupling to a tire valve of a tire, and operating the control module for: receiving position data of a tire valve from the tire valve finding module, commanding a static tire valve access module to access a tire valve and couple therewith to establish pneumatic communication between the air in the interior of the tire, and the compressed air supply, and commanding operation of the tire air treatment.
28. The method according to claim 1, further comprising: operating the tire inflation facility in a vehicle servicing facility.
29. A system providing automatic tire air treatment of the tires of a vehicle according to the steps of any of the claims 1 to 28.
PCT/IL2008/001344 2007-10-10 2008-10-12 Method and system for automatic inflation of tires WO2009047765A2 (en)

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