WO2020035101A1

WO2020035101A1 - Tyre pressure regulating apparatus and method for the operation thereof

Info

Publication number: WO2020035101A1
Application number: PCT/DE2019/100351
Authority: WO
Inventors: Kristian Luge; Andreas Wenzel; Frank Beneke; Sebastian HARTWIG
Original assignee: Kristian Luge
Priority date: 2018-08-15
Filing date: 2019-04-16
Publication date: 2020-02-20
Also published as: DE202019102183U1

Abstract

The invention relates to a tyre pressure regulating apparatus for land vehicles with pneumatic tyres, in particular for agricultural vehicles such as for example tractors and road vehicles such as for example automobiles, and a method for the operation thereof. The problem of the present invention of specifying a tyre pressure regulating apparatus for land vehicles with pneumatic tyres that avoids the disadvantages of the prior art is solved by virtue of the sensors detecting the deformation of the tyres (2), the slip, the vibrations and the movement data of the vehicle (1) and further environment and vehicle values, these sensor values being included in the ascertainment of intended pressure values and there being a proactive tyre pressure adaptation.

Description

Tire pressure control system and method for its operation

The invention relates to a tire pressure control system for land vehicles with pneumatic tires according to the preamble of the first claim, in particular for agricultural vehicles, such as tractors, and for road vehicles, such as passenger cars, and a method for their operation according to the preamble of the seventh claim.

Tire pressure control systems are known for land vehicles with pneumatic tires, in particular in the agricultural sector, which set a new target air pressure in the system on the instruction of the driver who specifies a new tire air pressure. Furthermore, according to the state of the art, a certain preconfigured air pressure, which was previously defined manually for the road or field, can be called up directly via a memory key. Then this manual storage value is transferred to the air pressure system as above and this adjusts the air pressure according to this fixed specification. Furthermore, according to the state of the art, this manual storage value can be set via GPS referencing or via speed detection. This in turn triggers the fixed setting of the air pressure according to the manual air pressure specification mentioned in the case of "road travel" or "field travel". Manual overriding of the value by the driver is also possible.

The air pressure in car tires is only monitored with state-of-the-art technical solutions and tire pressure control systems are not available. According to the EU regulation (No. 661/2009), all cars, off-road vehicles and mobile homes - these are vehicles of the M1 / M1G classes - must have a tire pressure monitoring system on board if they are newly registered from November 1, 2014.

DE 10 2004 029 736 A1 teaches a tire pressure adjustment system for adjusting the pressure of a tire mounted on a vehicle. A pressure source assigned to the vehicle and at least one connecting line are provided, with which the pressure source is connected to a Tire is connectable. The tire can be mounted on a rim. A dividing means is provided within the space formed by the tire and the rim, with which this space can be divided into two chambers.

To reduce the time period for a change in the tire pressure, it is proposed that a limiting means is provided with which a volume expansion of a chamber can be limited to a predeterminable maximum volume, and that only the pressure in one of the two chambers increases in order to change the pressure of a tire is changing.

DE 42 32 240 A1 discloses a method for filling a pneumatic tire of a vehicle with the correct inflation pressure with a pneumatic tire inflation pressure monitoring device in the vehicle, in which at least the actual pressure of the inflation pressure of the associated pneumatic tire to a central monitoring unit is assigned to the individual pneumatic tires of the vehicle The central monitoring unit transmits and compares this with the corresponding inflation pressure target pressure, which takes into account, for example, the air temperature in the vehicle tire and the load condition of the vehicle, to determine the respective inflation pressure condition that is too high, too low or indicates the correct inflation pressure carried portable filling device at least the target pressure of the individual vehicle tires for storage. Furthermore, the portable filling device for correcting and adjusting the air pressure of a pneumatic tire is brought into the vicinity of the relevant wheel by the operator and connected to the pneumatic valve for establishing a pressure connection with the pneumatic tire. Finally, the current actual inflation pressure is automatically adapted to the target inflation pressure of the vehicle tire in question, which is stored in the portable inflation device.

DE 102 37 699 A1 discloses a method and a device for electronic tire pressure monitoring, comprising wheel electronics, by means of which the actual pressure and actual temperature in a vehicle tire can be determined, a central control unit, a display unit for Representation of the actual pressures standardized to a reference temperature with predefinable target pressures and a filling display for displaying information for filling a vehicle tire as a function of the recorded actual pressures, the set target pressures at the reference temperature being set to target pressures at the current one The actual temperature of the vehicle tires can be converted by the control unit and can be shown on a filling display.

DE 199 41 962 C2 discloses a method and a device for processing information on vehicle states and environmental information by means of a control unit and a display unit, the control unit being able to access vehicle status data and environmental information from various control units and sensors.

For this purpose, the device comprises a control unit, an input unit and a display unit, the control unit being able to access the data from vehicle state sensors and control units. The data processed by the control unit can then be displayed on the display unit, the control unit structuring the functionally subdivided the recorded vehicle status data, as a result of which the motor vehicle driver can easily and systematically obtain information about the individual vehicle statuses or environmental conditions.

The control unit compares the recorded actual values with specified target pressures or receives this data directly from an associated control unit. If the control device then detects a critical vehicle state, this is highlighted optically and / or in the form of a pictogram, so that the motor vehicle driver can quickly and easily visually detect this critical vehicle position.

The information to be processed can be divided into three groups, namely the vehicle status, travel data, and

Traffic information.

In the vehicle status, the fill levels of the operating fluids, the tire pressures and the functionality states of vehicle lights are recorded and displayed, and the detected critical vehicle conditions can be saved for documentation, in particular for diagnostic purposes in a service workshop. DE 10 2009 017 572 A1 teaches a tire pressure monitoring system for a vehicle with at least one gas-filled tire of the vehicle, which has a pressure measuring device for measuring the actual pressure in the tire. An actual pressure signal corresponding to the actual pressure can be fed from the pressure measuring device to a control unit. The control unit has a memory in which a target pressure can be stored, the control unit being able to compare the actual pressure with the target pressure. If the actual pressure and the target pressure match or closely match, the control unit can generate a signal and can send it to a signal generator for triggering a message.

DE 10 2009 051 403 A1 discloses a tire pressure monitoring system for controlling the compressed air loading of at least one air-sprung tire of a motor vehicle via a central compressed air-carrying working line of a control valve which can be controlled electrically by a control unit and is connected to a compressed air source on the supply pressure side, the control unit determining the control valve in accordance with a sensor technology

Pressure requirement activated in the tire, a throttle being inserted into the working line for sensor-technical determination of the pressure requirement, the pressure being branched off at a first point in the flow direction before and at a second point in the flow direction after the throttle by the pressure difference across the throttle on both sides supply mechanical pressure compensator unit, which, in cooperation with an electrical switch unit, reports an electrical binary ventilation signal if the pressure compensator unit detects a significant positive or negative pressure difference across the throttle.

DE 10 2009 011 284 A1 discloses a profile-changing tire, in particular for passenger cars and trucks, in which a running ring is firmly attached to a supporting base tire by vulcanization. The outside of the race is provided with tread lugs. Chambers are embedded in the inside of the race. The chambers form a large number of membrane cylinders with the ring grooves of the base tire. All diaphragm cylinders are hydraulically loaded. The hydraulic pressure is applied by a hydraulic pump in the vehicle. The pressure line leads to the tread change tire via a rotary feed via the wheel axle and rim. When the membrane cylinders are activated, the height of the tread lugs is increased. Depending on the version, the profile changes from a dry to a wet profile or from a summer to a winter profile.

The disadvantage of all these technical solutions is that the target pressure for each tire is given as a blanket, without taking into account all influences that are effective in the respective operating situation or their effects on the individual tires and the vehicle as a whole. These influences include:

- Weight of the vehicle as the sum of the nominal vehicle weight, load and load,

- tire type, temperature and shape,

- Soil properties such as floor material, floor covering, moisture

- topological conditions such as terrain inclination in the direction of travel and across it,

- environmental conditions such as air and soil temperature,

- The vehicle speed and the slip as the speed difference between tire rotation and driving over the ground (slipping) and

- The current vibration behavior of the vehicle.

Only a consideration of all influences or their effects and an automatic adjustment of the tire air pressure ensure that the tire air pressure has an optimal value for the current situation for each tire at all times.

Also known from DE 10 2007 047 234 A1, a control device for an electric parking brake for controlling an electric actuator for actuating the parking brake is provided, comprising a slope determination unit for determining the slope of a road surface based on at least one change in the vehicle speed, and a braking force setting unit. The braking force setting unit sets, according to an inclination of the road surface determined by the inclination determination unit, the braking force of the parking brake to an inclination braking force that is larger than the braking force for a flat surface that is set when the vehicle stops on a flat surface. In addition, the braking force setting unit sets the braking force to the inclination braking force if, after an inclination braking force braking state has been deactivated, the vehicle stops again without exceeding a predetermined vehicle speed.

Also known from DE 10 2004 032 730 A1 is a method for determining the longitudinal tire stiffness for use in a longitudinal dynamics or driving stability control system of a motor vehicle, the one on a driven or braked vehicle wheel or the one on a driven or braked vehicle. Axis determined adhesion is set in relation to the drive or brake slip on this wheel or on this axis. In order to eliminate any interference resulting from a longitudinal inclination of the roadway or from an inclination of the vehicle body essentially around the vehicle transverse axis, in the case of a permanent determination of the tire longitudinal stiffness, the inclination of the roadway or the vehicle body is also permanently determined or in the case of a determination of the tire longitudinal stiffness, a determination of the tire longitudinal stiffness is only ruled out even if the boundary conditions are permitted, even if the inclination of the roadway or the vehicle body exceeds a certain threshold. The respective inclination can be determined via an inclination sensor installed in the vehicle or by means of a longitudinal acceleration sensor taking into account the longitudinal vehicle acceleration derived from the present wheel speeds or from a total balance of forces of the forces acting on the vehicle in the longitudinal direction. The disadvantage of these technical solutions is that although they detect and evaluate effective influences on the individual tires and the vehicle as a whole in the respective operating situation, they do not adapt the tire pressure.

Conventional automatic tire pressure control according to the prior art are known for example from DE 20 2010 008 453 Ul, DE 20 2011 000 352 Ul, DE 20 2011 051 737 Ul. However, they only describe the supply of compressed air in the tires to produce a predetermined air pressure in the tire.

It is known that working machines (tractors, tractors) reduce the air pressure in the tires, for example in agriculture when driving in the field, in order to produce a larger contact surface of the tire on the ground by deforming the tire. Due to the larger contact surface, the slip between the tire and the ground is set to an optimal value and the soil compaction is reduced. At the same time, there are limits to the reduction in tire air pressure and the associated deformation of the tire, because the greater the deformation of the tire, the greater the risk of a defect in the tire. If the deformation is too strong, the tire can be pushed inwards by the rim, causing the air to escape from the inside. The tire can also slip off the rim.

This problem is not considered in the prior art for tire pressure control systems.

It is known that when the air pressure in a tire is reduced, the slip between the rim and the tire begins or increases because the contact pressure of the tire on the rim edge decreases. If the slip becomes too great, the tightness of the transition from tire to rim can be impaired, causing the tire to lose too much air. In addition, the abrasion on the tire due to the loss of material can cause damage to the tire.

This problem is not taken into account in the technical solutions according to the prior art for tire pressure control systems. It is also known that working machines (tractors, tractors), for example in agriculture with carried implements (plow, cultivator, etc.) start to vibrate when driving quickly. Any combination of a mass, such as a working machine with or without a working device, and an elastic element, such as air-filled tires, tends to vibrate. In particular when driving on the road and tire pressure is too low, resonances can occur, which can lead, for example, to a tractor "rocking" with an implement carried on the three-point linkage. Then there is a risk that the implement will hit the road or the steering ability of the tractor will be restricted because the grip of the front wheels increases and decreases periodically.

This problem is not taken into account in the technical solutions according to the prior art for tire pressure control systems.

It is also known that conventional tire pressure control systems take a relatively long time to produce the target pressure in a tire. Times of 10 minutes for an increase in tire pressure from 0.7 bar to 2 bar are not unusual for all four wheels of a large tractor. However, these times can be problematic in operation if quick changes are necessary. When moving from a level to a slope, higher pressure may be required immediately so that the tires can absorb the lateral forces and do not slip off the rim. According to the prior art, the driver would have to stop to wait for the tire pressure to be adjusted, which takes a lot of time. Or he would have to manually adjust the pressure beforehand every time, which is complex and uncomfortable.

It is also known that when driving fast on a flat track, increased tire air pressure leads to reduced fuel consumption, even if you have to put up with higher tire wear in the middle of the tread. On the other hand, it can it makes sense for cars to reduce the tire air pressure on soft or loose ground, such as a meadow or sand, in order to be able to cross the terrain at all. According to the prior art, the driver has to adjust the pressure manually, which is complex and uncomfortable.

It is also known that the power of the drive can be transferred to the ground with the best efficiency without optimal ballasting, without at the same time putting unnecessary strain on the ground and accepting other negative effects such as higher fuel consumption. According to the state of the art, the driver has to visually assess whether the ballasting has to be adjusted if necessary. The optimal ballasting is related to the tire pressure.

This problem is not taken into account in the technical solutions according to the prior art for tire pressure control systems. It is also known that if the adjustment of the

Tire pressure, the speed of the vehicle must be reduced or it must be stopped completely in order to avoid tire problems, unnecessary strain on the ground and other negative effects such as higher fuel consumption. According to the state of the art, the driver must constantly monitor this danger himself and the

Adjust the speed of the vehicle based on your own experience.

The permissible maximum driving speed is related to the tire pressure.

It is also known that working machines (tractors, tractors), for example in agriculture when driving in the field, do not displace the ground under the wheels evenly in all directions, but build up a bulge in front of the wheel, which is known as the bulldozzing effect. Overcoming the bead in front of the Bicycles cost a lot of energy and cause up to ten percent of fuel costs. How strongly this effect occurs depends largely on the shape of the tire and thus on the tire pressure.

Air, also in relation to terms such as pneumatic tires, air-filled tires, etc., is also any other gas in the sense of this invention that can be used to inflate tires.

Unless otherwise stated, the terms target pressure and actual pressure always refer to the tire pressure inside the tire.

The object of the present invention is a tire pressure control system for driven and non-driven

Specify land vehicles with pneumatic tires, which avoids the aforementioned disadvantages of the prior art. Land vehicles can be all passenger cars and trucks, in particular agricultural vehicles, for example tractors and tractors, trucks and trailers.

In particular, functions for optimizing the tire pressure are to be provided in order to, among other things, depend on the situation

• improved traction,

• an optimized footprint and thus the lowest possible ground pressure,

• lower fuel consumption,

• an improved load capacity,

• reduced rolling resistance,

• improved driving and stability,

• less tire wear

to reach.

This object is achieved by a tire pressure control system for land vehicles with pneumatic tires according to claim 1. in particular its characteristic features and by methods for operating this tire pressure control system according to claim 7. Advantageous embodiments are shown in the subclaims. The essence of this tire pressure control system according to the invention is that it determines and sets the desired pressure values that are optimized in a control unit by means of further sensors and incorporating the sensor values detected by the sensors beyond the state of the art

According to the prior art, a tire pressure control system is assumed which comprises at least one pressure sensor for detecting the pressure in at least one tire of the vehicle as the actual pressure and at least one tire pressure controller, the tire pressure controller using the control of controllable compressed air valves for increasing and decreasing the tire pressure in the tire of the vehicle is used. The tire pressure controller determines control signals for the compressed air valves from the supplied actual pressure sensor value and a predetermined value for the target pressure with the aim of minimizing the pressure difference between the actual and target pressure by increasing or decreasing the tire pressure. To increase the pressure in a tire, for example, the air from a compressed air supply, usually a compressor with or without a pressure storage container, can be pressed into the tire via a controlled compressed air valve. To reduce the pressure, the air can be released from the tire into the environment via a controlled compressed air valve.

The devices of tire pressure regulators, controlled compressed air valves, tire valves and compressed air supply and the methods for their operation are known from the prior art and are not the subject of the invention.

The control unit can take over control functions of the tire pressure regulator, in particular the comparison of the actual and target pressure and the Determination of control instructions for the compressed air valves. The control unit can also control the compressed air valves directly.

According to the invention, it is possible to regulate the pressure in only one or more or all of the tires. Pressure regulation is carried out for all tires for optimal operation.

For the situation-dependent optimization of the tire pressure, it is necessary to record the situation in which the vehicle is located. If possible, it is sensible to determine the effects of influences on the vehicle, because this will capture all the causes of a certain effect. Lateral deformation of the tire, i.e. inclination of the tire flanks, can be caused by an inclination of the ground, a slope, a side load from the implement or other influences. At the same time, however, recording additional influences and data as environmental and vehicle properties, i.e. also causal influences on the vehicle, such as the inclination of the floor, can provide additional information that can be helpful for determining an optimal target pressure.

At least one further sensor is used for the tire pressure control system according to the invention. At least one further sensor can be used as a tire deformation sensor in order to detect the deformation of at least one tire. The deformation can be detected by a sensor in the tire and / or outside the tire. The sensor can be designed as a status sensor for detecting the height of the tire. For example, the condition sensor can be designed as a distance sensor which is attached to the rim and detects the distance between the rim base and the inside of the tread of the tire. The sensor can also be designed as a side condition sensor for detecting the inclination of the tire side. For example, the side condition sensor can be designed as a distance sensor, which is attached to the rim, preferably on the rim edge, and detects the distance to the inside of the tire side.

The sensor can also be designed as a flex sensor, or as a group of bend sensors, which are located on the inside on the surface or embedded in the tire material of the tread and / or on the flank (s). The at least one bending sensor enables the shape and the deformation of the tire to be detected. A bending sensor on or in the tread particularly detects the curvature of the tire when the tire pressure is too low. A bending sensor on or in the side of the tire detects the deformation caused by the tire flexing and the inclination of the side of the tire.

A group of bend sensors can also be used as a graded bend sensor. Bending sensors of different lengths in different lengths, for example 5, 10, 15, 20 and 25 centimeters long, are used in parallel close to each other. Each bending sensor supplies only one value for the bending angle and is therefore not very meaningful for the detailed detection of the shape of the tire or its tread or flanks. By bringing together several sensors as a stepped bending sensor, several bending angles can be recorded for a detailed detection of the shape of the tire.

An offset arrangement of bending sensors can also be used, which is particularly advantageous for detecting the shape of the tread. Each arrangement of the sensors is encompassed by the invention in a group of bending sensors which enable detection of the shape or the deformation of the tire.

The bending sensors are arranged in and on the tread, preferably in the rolling direction, and in and on the flanks, preferably radially to the wheel axis. The bending sensors in and on the flanks can extend into the tread. Bend sensors can also be arranged in and on the tread crosswise to the rolling direction. The tire experiences the maximum deformation on the contact surface on the ground. This maximum deformation provides the sensor value that is used to determine the target pressure. If one measuring point is used for each sensor, the maximum deformation is determined once for each wheel revolution. With large bikes, the distance covered can be several meters.

For example, with a wheel diameter d = 2 m, the circumference is equal to the distance u = Pi * d = 6.48 m. If several measuring points are used per sensor, which are arranged around the axis of the wheel, the number of recordings of the maximum deformation per wheel revolution increases accordingly.

A minimum of one condition sensor on the center of the rim and one flank condition sensor on the outer rim should be used for each wheel.

The use of several condition sensors and side condition sensors per wheel is possible. The sensor values of the condition sensor and of the edge condition sensor are then used in each case, which indicate the maximum deformation.

It is advantageous to use bending sensors on or in the treads and / or sidewalls of the tires for a detailed detection of the shape or deformation of the tires. The more sensors are used, the more accurate the detection.

In a ring around the contact surface, the tire exhibits the greatest deformation, particularly when the tire pressure is low. There, on the one hand, the more or less flat contact surface merges into the cylinder surface of the tire tread. On the other hand, the flank there is strongly curved because the height of the tire is reduced due to the compression of the tire due to the load of the vehicle. The sensors, advantageously bending sensors, absorb these deformations. With these sensor values, the size and shape of the contact area or the contact area of the tire with the ground can be determined. The bulldozzing effect can also be recorded. It shows itself in a dent in the tread of the tire in the area where the tread touches the ground in the direction of travel. The bulldozzing effect at a certain point on the tread is overcome when this point has reached the more or less flat contact surface. The depth and area of the indentation of the tread determines the extent of the bulldozzing effect.

The invention encompasses any detection of the deformation of tires. These include, for example, the use of distance sensors outside the tire, detection of the deformation by sensors in the material of the tire and detection by the image evaluation of an image acquisition system such as a camera as a sensor. According to the invention, it is possible to detect the deformation of only one or more or all of the tires. For optimal operation, sensors record the deformation of all tires.

At least one further sensor can be used as a tire slip sensor in order to detect the slip of at least one tire. The slip to be taken into account occurs in two places on a vehicle: between the rim and the tire and between the tire and the ground.

Slip is understood to mean the difference in speeds, including rotational speeds, or distances traveled between two mechanical elements that are not connected to one another in a completely force-locking manner.

According to the invention, only the slip of driven wheels in the rolling direction is taken into account.

First, the slip between the rim and the tire must be recorded. It should be minimal and is normally zero when the tire pressure corresponds to the specified normal pressure and the tire is firmly on the rim. If the tire pressure drops, the pressure of the tire on the rim also decreases and the tire can slip on the rim, so have slip. This slip can be detected by a sensor that detects the relative movement between the tire and the rim. For example, the sensor can be an optical motion sensor located on the rim edge, as is known from optical computer mice, which is aligned with the tire flank.

Although a sensor for detecting the slip between rim and tire on a wheel should be sufficient in every application, the invention also includes the use of several sensors per wheel.

The invention encompasses any detection of the slip between the rim and the tire. These include, for example, the use of optical and other sensors in and outside the tire, detection of the slip by sensors in the material of the tire or the rim and detection by the image evaluation of an image acquisition system such as a camera as a sensor.

According to the invention, it is possible to detect the slip between the rim and the tire of only one or more or all of the wheels. For optimal operation, sensors record the slip of all wheels.

Secondly, the slip between the tire and the ground must be recorded. It should assume an optimal value. This optimum value is close to zero when driving on firm, grippy ground like a road. For a tractor on soft arable soil using an implement, the optimal slip can be, for example, 12%, i.e. the tire tread covers 12% more distance than the distance traveled on the ground is long because the tire slides over the ground and / or this moves under the tread.

The optimal slip will never be kept exactly because the soil conditions are not completely homogeneous. An optimal value range can therefore be assumed, for example 11% to 13%. It depends on the type of tire and the operating conditions. To detect this slip, it is advisable to record the speed of the vehicle over the ground and the speed of the tread of the tire and to determine the difference as a value for the slip from this.

The speed of the vehicle over the ground can be recorded using a satellite navigation system and / or a terrestrial navigation system, for example using tachymeter technology.

The speed of the tread of the tire can be determined, for example, by detecting the speed of rotation or the revolutions per unit of time or the speed of the rim and multiplying it by the predetermined wheel diameter. The slip between the rim and the tire is neglected because the tire pressure control system keeps it at a negligible value.

Thus, a system comprising at least one sensor for detecting the rotational speed of the rim of the wheel and a sensor for detecting the vehicle speed relative to the ground can be present as a sensor for detecting the slip between the rim or tire and the ground, the slip from the control unit Sensor values and the predetermined wheel diameter is determined as the relative speed between the speed of the wheel tread and the vehicle speed.

The invention encompasses every detection of the slip between the tire and the ground. These include, for example, the use of optical and other sensors outside the tire, detection of slip by sensors in the material of the tire or rim, the use of ultrasound Doppler effect sensors and detection by the image evaluation of an image acquisition system such as a camera as a sensor. According to the invention, it is possible to detect the slip between the tire and the ground of only one or more or all of the wheels. For optimal operation, sensors record the slip of all wheels. At least one further sensor or an existing sensor can be used as the vibration sensor in order to detect the vibration of the vehicle on the at least one wheel.

It is sufficient to determine the vibration by evaluating the change in time of the tire height, which has already been detected, by the condition sensors. It is also possible to use a vibration sensor, for example an acceleration sensor.

The invention encompasses any detection of the oscillation. These include, for example, the use of optical and other sensors on the vehicle as well as inside and outside of tires and detection through the image evaluation of an image acquisition system such as a camera as a sensor.

According to the invention, it is possible to detect the vibration of the vehicle by means of the sensors in only one or more or all of the wheels or on the vehicle. For optimal operation, sensors should be used in all wheels or at least one vibration sensor directly on the vehicle. At least one further or an existing sensor can be used as a position sensor in order to record the vehicle position, speed and direction of travel as movement data. The movement data enable in particular the anticipatory adjustment of the target pressure when driving on a route again. They can be recorded by a satellite navigation system and / or a terrestrial navigation system, for example using tachymeter technology. Systems that are already in the vehicle can also be used. Every acquisition of movement data is encompassed by the invention. At least one additional sensor or an existing sensor can be used as an environmental and vehicle property sensor in order to record environmental and vehicle properties as sensor values. These sensor values enable the determination of the target pressure to be further optimized. You can

- the air temperature,

- the inner tire temperature of at least one wheel,

- the compressor pressure of the tire pressure regulator,

- inclination, acceleration and yaw sensor values,

- Soil quality and structure,

- tensile and weight loads on working machines caused by implements such as plows, harrows, cultivators,

- axle loads and

- fuel consumption

include.

The invention encompasses any detection of environmental and vehicle properties.

All sensed sensor values are fed to the control unit. This determines the target pressure for one, several or all wheels of the vehicle, the sensor values influencing the determination of the target pressure for each wheel. The setpoint pressure is fed to the at least one tire pressure regulator, which effects the adjustment of the tire pressure. The control unit can take over functions of the tire pressure regulator and, for example, compare the actual and target pressures and use them to provide control signals for the compressed air valves in order to guide air into the tires or to deflate them.

The basic task of the tires is to transmit drive power to the ground. It enables the work or transport performance. For every work task there is an optimal vehicle speed for an optimal efficiency of the implement use under the respective environmental conditions. For example, it can be 10 km / h when plowing, 20 km / h when mowing and 30 km / h when spraying. Because completing the work task with high efficiency basic task is, maintaining the working speed is the real goal of control. The slip between the tire and the ground should be in the optimal range in order to achieve an optimally high level of efficiency for the transmission of the driving force to the ground. Furthermore, the ballasting should be as low as possible, so as not to move an unnecessarily large amount of weight and not to unnecessarily burden the floor.

This is where the functions of the control unit come in:

If the value of the slip between the tire and the ground is too large, i.e. outside the optimal range,

- first the pressure in the tires is reduced as long as the deformation of each tire is not greater than the limit value for the maximum deformation,

- then issued a recommendation for an increase in ballast and

- Lastly, the speed of the vehicle is reduced by means of a recommendation or control function, with the work output falling.

If the value of the slip between the tire and the ground is too low, i.e. outside the optimal range,

- first increase the speed of the vehicle by recommendation or control function up to the optimal working speed, whereby the work performance increases,

- then issued a recommendation for a reduction in ballast and

- Lastly, the pressure in the tires increases as long as the deformation of each tire is not less than the limit value for the minimum deformation.

If the value of the slip is in the optimal range, but the deformation of a tire is less than the limit value for the minimum deformation, a recommendation for a reduction in the ballast is issued. Because changing the aliasing is complex, in practice during operation, such as plowing, changing the tire pressure and adjusting the vehicle speed will be the primary reactions to non-optimal slip.

The slip between the rim and the tire is always kept to a minimum, for example less than 0.01 percent, and can therefore be neglected.

The control unit can output information. these can

- Information about the tires such as pressure, deformation and slip,

- Information about the vehicle such as movement data, vibrations and operating conditions,

- Operating status and status information

- warnings when approaching, reaching and overwriting limit values,

- Recommendations for example for an adaptation of the vehicle speed and ballasting as well

Signals and control commands for forwarding to other systems in the vehicle, for example control commands to a cruise control for adjusting the speed,

include.

For the output of information, the control unit can be connected to at least one output device, which can also be an input and output device.

The invention encompasses any output, such as by means of a control unit, a computer, smartphone or data carrier, via wired or wireless transmission, automatically output or queried manually. For optimal operation, information is output via a control unit that is positioned in the immediate vicinity of the driver.

In addition to the sensor values, the control unit requires further information or parameters to determine the target pressures. these can - Information about the tires such as size, dimensions, type, profile and limit values for the tire pressure and for the deformation,

- Information about the vehicle and its possible limit values such as the maximum driving speed with and without the implement being used,

- Information about the operating conditions such as road or work travel,

include. Other information or parameters can be taken into account for determining the target pressures. It may thus be possible for the driver to specify the target pressure as an absolute value, as a result of which the value determined by the control unit is overridden. Furthermore, it may be possible for the driver to be able to change the target value determined by the control unit by increasing or reducing it, for example step by step by 0.5 bar. For the input of information, the control unit can be connected to at least one input device, which can also be an input and output device.

Parameters can be entered into the control unit during installation or during operation of the vehicle.

The invention encompasses any input, such as by means of a control unit, a computer, smartphone or data carrier, via wired or wireless transmission or data interface, carried out automatically or manually. For optimal operation, information is entered via a control unit that is positioned in the immediate vicinity of the driver.

The invention also includes the combination of various input options, for example by means of an operating unit and a computer via a data interface.

The input and / or output device, for example a control unit, can be integrated in the control device. If a control panel is used, it includes input and / or output modules. The use of a control panel, which is usually permanently installed in the vehicle instead of a smartphone, tablet or other computer that can also be used, has the advantage that the control panel is robust, always available, easy to use and optimized for the task and not by other software can be influenced or disturbed.

The invention includes any type of input modules in the control panel, such as sliders, buttons, rocker and toggle switches and touch screens. Easy and intuitive sliders and buttons are used for optimal operation.

The invention encompasses any type of output modules in the control panel, such as lamps, LEDs, OLEDs, light segment displays and screens. Easy and intuitive LED displays are used for optimal operation and a screen is used for detailed output. All sensors are connected to the control unit. Thus, the control unit has all the sensor values detected by the sensors for determining the target pressure values.

The control unit can constantly adjust the target pressure or only if limit values, in particular those of optimal value ranges, are exceeded.

Additional information and parameters are entered during installation or operation. They are also available to the control unit. These include in particular

- for each bike

o the normal pressure according to the manufacturer's instructions,

o the optimum value range for the deformation of the tire, o the optimal value range for the slip between the rim and the ground,

o the limit value for the maximum slip between rim and tire, o the maximum control deviation as the maximum permissible difference between the target and actual pressure for the tire pressure, o the maximum response time as the maximum time for reaching the target pressure after a change in the target pressure,

- the limit value for the maximum vibration amplitude for the vibration of the vehicle,

- The tolerances for the detection of a new route.

The parameters can be fixed for the entire operating time or continuously adjusted taking sensor values into account. For example, the limit values for the maximum deformation of the tire are dependent on the vehicle speed, because a tire may be deformed less at high speed than when driving slowly. Likewise, for example, the maximum control deviation and the maximum response time in the area of low tire air pressure, for example below 1 bar, should be less than in the area of high tire air pressure, for example above 2 bar. Furthermore, the maximum control deviation and the maximum response time can mutually influence one another, for example by reducing the maximum response time in the case of a large control deviation.

During operation, the tire pressure control system continuously determines the optimal target pressure for the tire pressure of at least one wheel. The initial value is the normal pressure according to the manufacturer's instructions. The control and regulation procedures described below can be used individually or in combination. The target pressure is increased when the deformation of the tire is greater than the limit value for the maximum deformation. If, for example, the deformation is determined by the sensor values of the condition sensor and the side condition sensor, which are designed as distance sensors, the minimum values for the distance between the rim well and the inside of the tread and for the distance between the rim or rim edge and the inside of the tire flank are used as limit values for the Deformation set. Falling below these minimum distance values indicates that the maximum tire deformation has been exceeded and triggers an increase in tire pressure. If the deformation is determined by bending sensors, the values for the bending angles are used instead of the values for the distances between the distance sensors.

The setpoint pressure is reduced if the slip between the rim and the floor is greater than the maximum value of an associated optimum value range, and is increased if the slip between the rim and the floor is smaller than the minimum value of the associated optimal value range. The target pressure is increased if the slip between the rim and the tire is greater than the limit value for the maximum slip between the rim and the tire.

The setpoint pressure is increased when the vehicle's vibration exceeds a limit value for the maximum vibration amplitude on at least one wheel. The deflection of the wheel axles, which can be detected as the maximum change in the values of the condition sensors on the contact surface of the tires within a measurement period of, for example, 10 seconds, is recorded as the vibration amplitude. The value of the wheel with the maximum deflection determines the vibration amplitude of the vehicle.

If the deformation is determined by bending sensors, the values for the bending angles are used instead of the values for the distances between the distance sensors.

Establishing the target pressure of the tire pressure takes time in each case because the volume of air that is pressed into or released from the tire per unit of time is limited by physical and technical conditions. This will lead to situations in the operation of the tire pressure control system in which the control unit exceeds the limit the maximum control deviation is determined beyond a maximum response time. In order to prevent this from happening again on the same route within predetermined tolerances, the following method is used, in which the control unit

- continuously saves the vehicle position, speed and direction of travel as movement data,

- the time is continuously determined as the response time, which passes from the determination of a new target pressure for the tire pressure until it is reached in the tire,

- If a specified limit value for the maximum response time is exceeded, the movement data is used to determine the stored vehicle position, from which the tire pressure must be adjusted in advance when driving on this route again, in order to avoid exceeding the limit value for the maximum control deviation, and for this vehicle position the associated movement data is marked in the memory and / or stored separately together with the control deviation, and

- When driving again on a route for which marked and / or separately stored movement data is available, the tire pressure is adjusted in advance from the stored vehicle position in order to avoid exceeding the limit value for the maximum control deviation by the control unit for each tire using the stored control deviation determines a target pressure and controls the at least one tire pressure regulator with this target pressure.

The control unit can determine information for the driver, provide it by means of at least one input and / or output unit, or influence the vehicle directly. The display of information can

- because overall status of the system,

- the target and actual pressure of each wheel,

- compliance with, reaching or exceeding limit values

- Recommendations for adapting the travel speed and - Recommendations for adapting the aliasing

by means of - Lights, for example with a green light for "Status normal", a yellow light for "Status near limit values" and a red light for "Status limit values exceeded!",

- mechanical displays, for example pointer elements,

- Alphanumeric displays, for example luminous digits, and / or

- graphic displays

include. In particular, the control unit can issue a recommendation for a reduction in the travel speed by means of an output unit, if

- the limit values for the maximum deformation of at least one tire

and or

- the limit values for the maximum slip between the rim and the ground of at least one tire

and or

- The limit value for the maximum vibration amplitude and / or

- the limit values for the maximum control deviation and / or

- the maximum response time

be crossed, be exceeded, be passed.

Furthermore, the control unit can issue a recommendation for an increase in the ballasting by means of an output unit if the value for the slip between the rim and the floor is greater than the maximum value of the range of the optimal slip with simultaneous maximum tire deformation. The higher ballasting increases the pressure of the tire on the ground and reduces slippage.

Furthermore, the control unit can issue a recommendation for a reduction in the ballasting by means of an output unit if the value for the slip between the rim and the ground is smaller than the minimum values of the range of the optimal slip and the Deformation of the tire is equal to or less than the minimum limit of the range of the optimal deformation. The low slip and the low deformation of the tire indicate that too much ballast is being carried.

As an interactive ballasting, a procedure is performed as follows: For the ballasting function, the system sets an optimum of the tire pressures by means of a calibration run and saves the value for later calculation. The calculation of the ballasting recommendation is carried out after the attachment of the work equipment. For this purpose, we carry out another adjustment run and determine a difference in the tire condition from this. This difference is then used to calculate the necessary ballasting weight. A uniform change of all tires can be regarded as optimal. If this is not the case, additional ballasting is required. In the following step, a ballasting recommendation is issued via the output unit.

Furthermore, the control unit can issue a recommendation for a reduction in the ballast by means of an output unit if the value for the slip between the rim and the ground is in the range of the optimal slip and the deformation of the tire is less than the minimum limit value of the range of the optimal deformation. Here, the slip is in the optimal range, but the deformation is again low, which again indicates that too much ballasting is carried.

In addition, the information determined by the control unit can be used to influence the vehicle directly beyond the adjustment of the tire pressure. For example, when driving a tractor with a cultivator over a field, the vehicle speed can be adjusted by influencing the cruise control in order to work in the area of optimal slip between the tire and the ground. The invention is explained in more detail below on the basis of the exemplary embodiments and the figures, without being restricted to these examples. Show:

1: a schematic representation of the tire pressure control system in a side view of a vehicle,

2: a schematic representation of the tire pressure control system in a rear view of a vehicle,

3: a schematic representation of a non-deformed tire on a rim with distance sensors,

Fig. 4: a schematic representation of a domed deformed

Tire on a rim with distance sensors,

5: a schematic representation of a laterally deformed tire on a rim with distance sensors,

6: a schematic representation of a wheel with one and a wheel with four measuring points for a sensor,

7: a schematic representation of a control unit,

8: a schematic representation of a tire pressure regulator,

9: a schematic representation of a tire pressure regulator with a control unit,

10: a schematic representation of a tire pressure regulator with a control unit,

11: a schematic representation of a laterally deformed tire on a rim with a bending sensor,

12: a schematic representation of a section of a tire flank with bending sensors,

Fig. 13: a schematic representation of a section of a

Tire flank with bending sensors,

Fig. 14: a schematic representation of a section of a

Tire tread with bend sensors,

15: a schematic representation of the bulldozzing effect, 16: a schematic representation of the deformation of the flanks of a tire and

17: a schematic representation of a section of a tire tread with bending sensors.

The tire pressure control system shown in Figure 1 is installed in a land vehicle, here a tractor as a working machine with pneumatic tires. The tire pressure control system includes:

- A pressure sensor (3) for detecting the pressure in each tire (2) of the vehicle (1) as the actual pressure and

- A tire pressure regulator (4) with compressed air supply (5) controlled compressed air valves (15) as a technical system, to which the actual pressure and a set pressure are supplied, for increasing and decreasing the tire pressure in each tire of the vehicle in order to increase the pressure difference between the actual and set pressure minimize,

- Tire deformation sensors in the form of condition sensors (7) and side condition sensors (19) for detecting the deformation in each tire,

- Tire slip sensors in the form of sensors for the detection of the rotational speed or the revolutions per unit of time or the speed (8) of the rim on each wheel,

- A position sensor (10) for detecting the vehicle position, speed and direction of travel in the form of a satellite navigation device and

- A control unit (12) to which all sensor values are supplied.

FIG. 2 shows that the condition sensors (5) are advantageously located in the center of the rim well (38) and the flank condition sensors (19) are advantageously located on the outer edges of the rim well (38), on the rim edge (39).

FIG. 3 shows that the condition sensor (5) detects the height of the tire by detecting the distance (43) between the rim well (38) and the inside of the tread (40) of the tire.

It is also shown that the side condition sensor (19) detects the slope of the side of the tire by measuring the distance (42) captured between the rim edge (38) and the inside of the flank (41) of the tire.

FIG. 4 shows that the distance (43) between the rim base (38) and the inside of the tread (40) of the tire as the sensor value of the condition sensor (5) decreases when the height of the tire decreases as a result of deformation, including bulging ,

FIG. 5 shows that the distance (42) between the rim edge (38) and the inside of the flank (41) of the tire as the sensor value of the flank condition sensor (19) decreases when the flank (41) of the tire changes as a result of deformation inside tends.

FIG. 6 shows that the use of one measuring point or several sensor measuring points (45) for the state sensors (7) and the edge state sensors (19) is possible.

Figure 7 shows the front of an exemplary control panel (13) as an input and output unit. Shown are a number display (20), a switch (21), a pressure display for temporary changes (22), a slider (23), a pressure display for permanent changes (24), input key switch for pressure change (25), indicator lights for pressure change (26) , Red, yellow, green (27) and an output display (28). The

FIG. 8 shows the schematic representation of a tire pressure regulator (4) according to the prior art with controlled compressed air valves (15) and compressed air supply (5), the actual pressure as sensor value (31) and a setpoint pressure value (32) being fed to the tire pressure regulator. The tire pressure controller controls the air pressure valves (15) (36), by means of which the compressed air from the compressed air supply (5) can be let into the tire (2) via the tire valve (9) or air can be released from the tire (2) into the environment , Figure 9 shows the schematic representation of a tire pressure regulator system with a control unit (12), a Tire pressure regulator (4) and controlled compressed air valves (15) and compressed air supply (5). The control unit (12) is supplied with the actual pressure as a sensor value (31) and at least one further sensor value (35). Figure 10 shows the schematic representation of a tire pressure control with a control unit (12), controlled compressed air valves (15) and compressed air supply (5), the control unit (12) taking over the functions of the tire pressure regulator and controlling the compressed air valve (15) for each wheel. The control unit (12) is supplied with the actual pressure as a sensor value and at least one further sensor value (35). The

The control unit (12) uses the sensor values and other parameters to determine a target pressure, the setting of which is controlled by the compressed air valve (15) in the tire. According to the state of the art

Tire pressure control system which comprises at least one pressure sensor (3) for detecting the pressure in at least one tire (2) of the vehicle (1) as the actual pressure and at least one tire pressure regulator (4), the tire pressure regulator (4) being controlled by compressed air valves (15 ) to increase and decrease the tire pressure in the at least one tire (2) of the vehicle (1) is used. The tire pressure controller (4) determines control signals for the compressed air valves (15) from the supplied actual pressure sensor value and a predetermined value for the target pressure with the aim of minimizing the pressure difference between the actual and target pressure by increasing or decreasing the tire pressure. In order to increase the pressure in a tire (2), for example, the air from a compressed air supply (5), usually a compressor with or without a pressure storage container, can be pressed into the tire via a controlled compressed air valve (15). In order to reduce the pressure, the air from the tire (2) can be released into the environment via a controlled compressed air valve (15) (FIG. 8).

The devices of tire pressure regulator (4), controlled compressed air valves (15), tire valves (9) and compressed air supply (5) and the methods for their operation are known from the prior art and are not the subject of the invention (FIG. 8).

The control unit can take over control functions of the tire pressure regulator (4), in particular the comparison of the actual and target pressure and the determination of control instructions for the compressed air valves (15) (FIG. 9). The control unit can also directly control the compressed air valves (15) (Fig. 10). At least one further sensor is used for the tire pressure control system according to the invention.

At least one further sensor can be used as a tire deformation sensor in order to detect the deformation of at least one tire (2). The deformation can be detected by a sensor in the tire (2) and / or outside the tire (2).

The sensor can be designed as a condition sensor (7) for detecting the height of the tire. For example, the condition sensor (7) can be designed as a distance sensor which is attached to the rim and detects the distance (43) between the rim well (38) and the inside of the tread (40) of the tire (2) (FIG. 3).

The sensor can also be designed as an edge condition sensor (19) for detecting the inclination of the tire side (41). For example, the side condition sensor (19) can be designed as a distance sensor, which is attached to the rim (44), preferably on the rim edge (39), and detects the distance (42) from the inside of the tire side (41) (FIG. 3).

The sensor can also be designed as a flex sensor (47), English flex sensor, or as a group of flex sensors which are located on the inside on the surface or embedded in the tire material of the tread and / or on the flank (s) (41). The at least one bending sensor (47) enables the shape and the deformation of the tire to be detected

(2). A bending sensor (47) on or in the tread detects in particular the curvature of the tire (2) when the tire pressure is too low. A bending sensor (47) on or in the side (41) of the tire detects the deformation caused by the tire flexing and the inclination of the side of the tire.

A group of bend sensors can also be used as a graded bend sensor. Bending sensors (47) of different lengths and with a graduated length, for example 5, 10, 15, 20 and 25 centimeters long, are used in parallel close to one another (FIG. 12). Each bending sensor (47) supplies only one value for the bending angle and is therefore not very meaningful for the detailed detection of the shape of the tire or its tread or flanks. By bringing together several sensors (47) as a stepped bending sensor, several bending angles can be recorded for a detailed detection of the shape of the tire (FIG. 12).

An offset arrangement of bending sensors (47) can also be used, which is particularly advantageous for detecting the shape and the deformation in one orientation (FIGS. 13, 14).

In a further advantageous arrangement, the bending sensors (47) are offset by 90 degrees in a grid-like manner, which is particularly advantageous for detecting the shape of the running surface (40) (FIG. 17).

The invention comprises each arrangement of the sensors in a group of bending sensors (47) which enable the shape or the deformation of the tire (2) to be detected.

The bending sensors are preferably arranged in and on the tread in the rolling direction or in a lattice-like manner and in and on the flanks (41) preferably radially to the wheel axis.

The bulldozzing effect (49) and the flanking of the flanks (50) can be determined by the detailed recording of the shape of the tire (2) and thus also the contact surface.

The tire experiences the maximum deformation on the contact surface on the ground. This maximum deformation provides the sensor value that is used to determine the target pressure. If one measuring point (42) is used for each sensor (7, 19), the maximum deformation becomes determined once every wheel revolution (FIG. 32). For large wheels, the distance covered can be several meters (wheel diameter d = 2 m, circumference equal to distance u = Pi * d = 6.48 m). If several measuring points (42) per sensor (7, 19) are used, which are arranged around the axis of the wheel, the number of recordings of the maximum deformation per wheel revolution increases accordingly (FIG. 3).

A minimum of one condition sensor (7) arranged centrally on the rim bed (38) and one side condition sensor (19) arranged on the outer rim edge (39) should be used for each wheel.

Alternatively, at least one bend sensor should be used in the tread (40) and one bend sensor in the flank (41).

The use of several condition sensors (7) and

Edge condition sensors (19) or bending sensors (47) per wheel are possible. The sensor values of the condition sensor (7) and of the flank condition sensor (19) or of the bending sensors (47) are then used, which indicate the maximum deformation.

The invention encompasses any detection of the deformation of tires. This also includes, for example, the use of distance sensors outside the tire (2), detection of the

Deformation by sensors in the material of the tire (2) and detection by the image evaluation of an image acquisition system such as a camera as a sensor. According to the invention, it is possible to detect the deformation of only one or more or all of the tires (2). For optimal operation, sensors record the deformation of all tires (2).

At least one further sensor can be used as a tire slip sensor in order to detect the slip of at least one tire. The slip to be taken into account occurs in two places on a vehicle (1) on: between rim (34) and tire (2) and between tire (2) and floor.

First, the slip between the rim (34) and the tire (2) must be recorded. It should be minimal and is normally zero when the tire pressure corresponds to the specified normal pressure and the tire (2) is firmly on the rim (34). If the tire pressure drops, the contact pressure of the tire (2) on the rim (34) also decreases and the tire (2) can slip on the rim (34), that is to say have slip. This slip can be detected by a sensor that detects the relative movement between the tire (2) and the rim (34).

For example, the sensor can be an optical motion sensor located on the rim edge (39), as is known from optical computer mice, which is aligned with the tire flank (41).

Although a sensor for detecting the slip between rim (34) and tire (2) on a wheel should be sufficient in every application, the invention also includes the use of several sensors per wheel.

The invention encompasses any detection of the slip between the rim (34) and the tire (2). These include, for example, the use of optical and other sensors in and outside the tire (2), detection of the slip by sensors in the material of the tire (2) or the rim (34) and detection by the image evaluation of an image acquisition system such as a camera Sensor.

According to the invention, it is possible to detect the slip between the rim (34) and the tire (2) of only one or more or all of the wheels. For optimal operation, sensors record the slip of all wheels.

Secondly, the slip between the tire (2) and the ground must be recorded. It should assume an optimal value. This optimum value is close to zero when driving on firm, grippy ground like a road. For a tractor on soft arable soil using an implement, the optimal slip can be, for example, 12%, that is, the tire tread travels 12% more than the distance traveled on the ground because the tire slides over the ground and / or moves it under the tread. The optimal slip will never be kept exactly because the soil conditions are not completely homogeneous. An optimal value range can therefore be assumed, for example 11% to 13%. It depends on the type of tire and the

operating conditions

To record this slip, it is advisable to record the speed of the vehicle (1) over the ground and the speed of the tread of the tire (2) and to determine the difference as a value for the slip from this.

The speed of the vehicle (1) above the ground can be recorded by a satellite navigation system (10) and / or a terrestrial navigation system, for example using tachymeter technology.

The speed of the tread of the tire can be determined, for example, by detecting the speed of rotation or the revolutions per unit of time or the speed (8) of the rim and multiplying it by the predetermined wheel diameter. The slip between the rim (34) and the tire (2) is neglected because the tire pressure control system keeps it at a negligible value.

A system comprising at least one sensor (8) for detecting the rotational speed of the rim (34) of the wheel and a sensor (10) for detecting can thus be used as a sensor for detecting the slip between the rim (34) or tire (2) and the ground of the vehicle speed relative to the ground, the slip by the control unit (12) from the sensor values and the predetermined wheel diameter as the relative speed between the Speed of the wheel tread and the vehicle speed is determined.

Every detection of the slip between the tire and the ground is encompassed by the invention. These include, for example, the use of optical and other sensors outside the tire (2), detection of the slip by sensors in the material of the tire (2) or the rim (34), the use of ultrasonic Doppler effect sensors and detection by the Image evaluation of an image acquisition system such as a camera as a sensor.

According to the invention, it is possible to detect the slip between the tire (2) and the ground of only one or more or all of the wheels. For optimal operation, sensors record the slip of all wheels. At least one further sensor or an existing sensor can be used as the vibration sensor in order to detect the vibration of the vehicle (1) on the at least one wheel.

It is sufficient to determine the oscillation by evaluating the change over time of the tire height, which has already been recorded, by the condition sensors (7, 19) or bending sensors (47). It is also possible to use a vibration sensor, for example an acceleration sensor.

Every detection of the oscillation is encompassed by the invention. These include, for example, the use of optical and other sensors on the vehicle as well as inside and outside of tires (2) and detection through the image evaluation of an image acquisition system such as a camera as a sensor. According to the invention, it is possible to detect the vibration of the vehicle (1) by means of the sensors in only one or more or all of the wheels or on the vehicle (1). For optimal operation, sensors should be used in all wheels or at least one vibration sensor directly on the vehicle (1). At least one further or an existing sensor can be used as a position sensor in order to record the vehicle position, speed and direction of travel as movement data. The movement data enable in particular the anticipatory adjustment of the target pressure when driving on a route again. They can be recorded by a satellite navigation system and / or a terrestrial navigation system, for example using tachymeter technology. Systems which are already in the vehicle (1) can also be used. Every acquisition of movement data is encompassed by the invention.

At least one further sensor or an existing sensor can be used as an environmental and vehicle property sensor (11) in order to record environmental and vehicle properties as sensor values. These sensor values enable the determination of the target pressure to be further optimized. You can

- the air temperature,

- the inner tire temperature of at least one wheel,

- the compressor pressure of the tire pressure regulator,

- inclination, acceleration and yaw sensor values,

- Soil quality and structure,

- axle loads and

- fuel consumption

include.

The invention encompasses any detection of environmental and vehicle properties (11).

All detected sensor values are fed to the control unit (12). This determines the target pressure for one, several or all wheels of the vehicle (1), the sensor values influencing the determination of the target pressure for each wheel. The setpoint pressure is fed to the at least one tire pressure regulator (4), which effects the adjustment of the tire pressure. The control unit (12) can functions of the tire pressure regulator (4) and, for example, compare the actual and target pressures and use them to provide control signals for the compressed air valves (15) in order to guide air into the tires or to deflate them (FIGS. 8, 9, 10).

The slip between the rim and the tire is always kept to a minimum, for example below 0.1 percent, and can therefore be neglected. Therefore, the slip between the tire and the ground and the slip between the rim and the tire can be assumed to be the same and used.

The control unit (12) realizes the following functions.

- then issued a recommendation for an increase in ballast and

- then issued a recommendation for a reduction in ballast and

- Lastly, the pressure in the tires increases as long as the deformation of each tire is not less than the limit value for the minimum deformation. The value of the slip is in the optimal range, but the deformation of a tire (2) is less than the limit value for the minimal deformation, a recommendation for a reduction in ballast is issued.

Because changing the ballast is complex, in practice during operation, for example plowing, changing the tire pressure and adapting the vehicle speed will be the primary reactions to a non-optimal slip.

The control unit (12) can output information. these can

- Information about the tires (2) such as pressure, deformation and slip,

- Information about the vehicle (1) such as movement data, vibrations and operating conditions,

- Operating status and status information

- warnings when approaching, reaching and overwriting limit values,

Signals and control commands for forwarding to other systems in the vehicle (1), for example control commands to a cruise control for adjusting the speed,

include.

To output information, the control unit (12) can be connected to at least one output device, which can also be an input and output device.

The invention encompasses every output, such as by means of a control unit (13), a computer, smartphone or data carrier, via wired or wireless transmission, automatically output or queried manually. For optimal operation, information is output via a control unit (13) which is positioned in the immediate vicinity of the driver.

The control unit (12) requires further information or parameters in addition to the sensor values to determine the target pressures. these can - Information about the tires (2) such as tire diameter, size, dimensions, type, profile and limit values for the tire pressure and for the deformation,

- Information about the vehicle and its possible limit values such as the maximum driving speed with and without the

Implement,

- Information about the operating conditions such as road or work travel,

include.

Other information or parameters can be taken into account for determining the target pressures. It may be possible for the driver to specify the target pressure as an absolute value, as a result of which the value determined by the control unit (12) is overridden. Furthermore, it may be possible for the driver to change the setpoint determined by the control unit (12), for example by increasing it by 0.5 bar. For the input of information, the control unit can be connected to at least one input device, which can also be an input and output device.

Parameters are entered into the control unit (12) during installation or during operation of the vehicle (1).

The invention encompasses any input, such as carried out automatically or manually, as by means of a control unit (13), a computer, smartphone or data carrier, via wired or wireless transmission or data interface. For optimal operation, information is entered via a control unit (13) which is positioned in the immediate vicinity of the driver.

The invention also includes the combination of various input options, for example by means of an operating unit (13) and a computer via a data interface. The input and / or output device, for example an operating unit (13), can be integrated in the control unit (12). If a control unit (13) is used, it comprises input and / or output modules. The use of a control unit (13), which is usually permanently installed in the vehicle, instead of a smartphone, tablet or other computer that can also be used, has the advantage that the control unit (13) is robust, always available, easy to use and optimized for the task and cannot be influenced or disturbed by other software. The invention includes any type of input modules in the control unit (13), such as slide controls, buttons, rocker and toggle switches and touch screens. Easy and intuitive sliders and buttons are used for optimal operation. The invention encompasses any type of output modules in the operating part (13), such as lamps, LEDs, OLEDs, light segment displays and screens. Easy and intuitive LED displays are used for optimal operation and a screen is used for detailed output.

All sensors are connected to the control unit (12). The control unit (12) thus has all the sensor values detected by the sensors available for determining the target pressure values. The control unit (12) can adapt the set pressure continuously or only when limit values, in particular those of optimal value ranges, are exceeded.

Additional information and parameters are entered during installation or operation. They are therefore also available to the control unit (12).

These include in particular

- for each bike

o the normal pressure according to the manufacturer's instructions,

o the optimal range of values for the deformation of the tire, o the optimum value range for the slip between rim and floor,

o the limit value for the maximum slip between rim and tire,

o the maximum control deviation as the maximum permissible

Difference between the target and actual pressure for the tire pressure, o the maximum response time as the maximum time for reaching the target pressure after a change in the target pressure,

- The limit for the maximum vibration amplitude for the

Swinging the vehicle,

- The tolerances for the detection of a new route. The parameters can be fixed for the entire operating time or continuously adjusted taking sensor values into account. For example, the limit values for the maximum deformation of the tire are dependent on the vehicle speed, because a tire may be deformed less at high speed than when driving slowly. Likewise, for example, the maximum

Control deviation and the maximum response time in the area of low tire air pressure, for example below 1 bar, may be less than in the area of high tire air pressure, for example above 2 bar. Furthermore, the maximum control deviation and the maximum response time can mutually influence one another, for example by reducing the maximum response time in the case of a large control deviation.

During operation, the tire pressure control system continuously determines the optimal target pressure for the tire pressure of at least one wheel. The initial value is the normal pressure according to the manufacturer's instructions. The control and regulation procedures described below can be used individually or in combination.

The target pressure is increased when the deformation of the tire is greater than the limit value for the maximum deformation. If the deformation is determined, for example, by the sensor values of the condition sensor and the Flank condition sensor determined, which are designed as distance sensors, the minimum values for the distance between the rim well and the inside of the tread and for the distance between the rim or rim edge and the inside of the tire flank are defined as limit values for the deformation. Falling below these minimum distance values indicates that the maximum tire deformation has been exceeded and triggers an increase in tire pressure.

The setpoint pressure is increased when the vehicle's vibration exceeds a limit value for the maximum vibration amplitude on at least one wheel. The deflection of the wheel axles, which can be detected as the maximum change in the values of the condition sensors on the contact surface of the tires within a measurement period of, for example, 10 seconds, is recorded as the vibration amplitude. The value of the wheel with the maximum deflection determines the

Vibration amplitude of the vehicle.

Establishing the target pressure of the tire pressure takes time in each case because the volume of air that is pressed into or released from the tire per unit of time is limited by physical and technical conditions. This will result in situations in the operation of the tire pressure control system in which the control unit determines that the maximum control deviation has been exceeded beyond a maximum response time. In order to prevent this from happening again on the same route within predetermined tolerances, the following method is used, in which the control unit (12): - continuously saves the vehicle position, speed and direction of travel as movement data,

- When driving again on a route for which marked and / or separately stored movement data is available, from the saved one

Vehicle position predictively adjusted the tire pressure in order to avoid exceeding the limit value for the maximum control deviation by the control unit determining a target pressure for each tire using the stored control deviation and controlling the at least one tire pressure controller with this target pressure.

The control unit (12) can determine information for the driver, provide it by means of at least one input and / or output unit, or influence the vehicle directly. The display of information can

- because overall status of the system,

- the target and actual pressure of each wheel,

- compliance with, reaching or exceeding limit values

- Recommendations for adapting the speed of travel and - Recommendations for adapting the ballasting

by means of

- Lights, for example by a green light for "Status normal", a yellow light for "Status near limit values" and a red light for "Status limit values exceeded!",

- mechanical displays, for example pointer elements,

- Alphanumeric displays, for example luminous digits, and / or - graphic displays

include.

In particular, the control unit can issue a recommendation for a reduction in the travel speed by means of an output unit, if

- the limit values for the maximum deformation of at least one tire

and or

- the limit values for the maximum slip between rim and

Bottom of at least one tire

and or

- the limit value for the maximum vibration amplitude

and or

- the limit values for the maximum control deviation

and or

- the maximum response time is exceeded.

Furthermore, the control unit (12) can issue a recommendation for an increase in the ballast by means of an output unit if the value for the slip between the rim and the ground is greater than the maximum value of the range of the optimal slip with simultaneous maximum tire deformation. The higher ballasting increases the pressure of the tire on the ground and reduces slippage.

Furthermore, the control unit (12) can issue a recommendation for a reduction in the ballast by means of an output unit if the value for the slip between the rim and the ground is less than the minimum values of the range of the optimal slip and the deformation of the tire is equal to or less than that minimum limit of the range of optimal deformation. The low slip and the low deformation of the tire indicate that too much ballast is being carried. Furthermore, the control unit (12) can issue a recommendation for reducing the ballast by means of an output unit if the The value for the slip between the rim and the bottom lies in the area of the optimal slip and the deformation of the tire is less than the minimum limit of the area of the optimal deformation. Here, the slip is in the optimal range, but the deformation is again low, which again indicates that too much ballasting is carried.

In addition, the information determined by the control unit can be used to influence the vehicle directly beyond the adjustment of the tire pressure. For example, when driving a tractor with a cultivator over a field, the vehicle speed can be adjusted by influencing the cruise control in order to work in the area of optimal slip between the tire and the ground

Example 1:

Cultivating in the plain

The example considers a wheel as an example. In practice, all wheels are controlled simultaneously and independently of one another.

The driver comes to a field with his tractor-cultivator team on a dirt road. Sensor values:

• Tire pressure sensor: 1.2 bar

• Speed above the ground using a GPS receiver: 20 km / h

• Condition sensor: distance 48 cm

State edge sensor: distance 45 cm

• Wheel speed using the speed sensor on the rim: 20 km / h Parameters:

• Working speed driving dirt road: 20 km / h

• optimal range condition sensor at 20km / h: 35-50 cm

· Optimal range of the edge condition sensor at 20 km / h: 35-55 cm

• optimal range of slip rim-floor at 20 km / h: 0-1% • maximum slip rim tire: 0.1%

• Target pressure adjustment: only when a limit value is exceeded. Values determined by the control unit:

• Slip rim bottom: 0%

• Slip rim tires: 0%

• Vibration (determined from state sensor values): none

• Limit violation

o Slip rim-bottom: no

o Slip rim tires: no

o Vibrations: no

o Tire deformation: no

Control unit: No changes required.

The tractor drives on the field, reduces the speed and starts to giubbem.

Sensor values:

• Tire pressure sensor: 1.2 bar

• Speed above the ground using a GPS receiver: 9 km / h · Condition sensor: distance 48 cm

• State edge sensor: distance 45 cm

• Wheel speed using the speed sensor on the rim: 11 km / h Parameters:

• Working speed Gubbem: 11 km / h

Optimal condition sensor range at 11km / h: 22-45 cm

• Optimal range of edge condition sensor at 11 km / h: 25-42 cm

• optimal range of slip rim-floor at 11 km / h: 11.5 - 12.5%

• maximum slip rim tire: 0.1%

• Slip rim base: 18%

• Slip rim tires: 0%

• Vibration (determined from state sensor values): none

• Limit violation

o Slip rim-bottom: yes

o Slip rim tires: no o Vibrations: no

o Tire deformation: no

• Vibration (determined from state sensor values): none After a few minutes, the adjustment of the target pressure to the current conditions is complete.

Sensor values:

• Tire pressure sensor: 0.7 bar

• Speed above the ground using a GPS receiver: 9.7 km / h

• Condition sensor: distance 41 cm

• State edge sensor: distance 38 cm

• Wheel speed using the speed sensor on the rim: 11 km / h Parameters:

• Working speed Gubbem: 11 km / h

• Optimal range condition sensor at 11km / h: 22-45 cm

• Optimal range of edge condition sensor at 11 km / h: 25-42 cm

• optimal range of slip rim-floor at 11 km / h: 11.5 - 12.5%

• maximum slip rim tire: 0.1%

• Slip rim base: 11.8%

• Slip rim tires: 0%

• Vibration (determined from state sensor values): none

• Limit violation

o Slip rim-bottom: no

o Slip rim tires: no

o Vibrations: no

o Tire deformation: no

Control unit: no changes.

Example 2:

Cultivating in a damp depression (continued in embodiment 1)

The tractor drives into a wet depression. The wheel slip increases. Sensor values:

• Tire pressure sensor: 0.7 bar

• Speed above the ground using a GPS receiver: 7 km / h

• Condition sensor: distance 41 cm

• State edge sensor: distance 38 cm

• Wheel speed using the speed sensor on the rim: 11 km / h Parameters:

• Working speed Gubbem: 11 km / h

• Optimal range condition sensor at 11km / h: 22-45 cm

• Optimal range of edge condition sensor at 11 km / h: 25-42 cm

• optimal range of slip rim-floor at 11 km / h: 11.5 - 12.5%

• maximum slip rim tire: 0.1%

• Slip rim base: 36%

• Slip rim tires: 0%

• Vibration (determined from state sensor values): none

• Limit violation

o Slip rim-bottom: yes

o Slip rim tires: no

o Vibrations: no

o Tire deformation: no

Control unit: The target pressure is slowly reduced until all limit values are met. Air is released from the tire by activating the air pressure valves.

At 0.5 bar, however, the limit value of the condition sensor for maximum deformation is reached. Sensor values:

• Tire pressure sensor: 0.5 bar

• Speed above the ground using a GPS receiver: 9 km / h

• Condition sensor: distance 21 cm

• State edge sensor: distance 28 cm

· Wheel speed using the speed sensor on the rim: 11 km / h

Parameter: • Working speed Gubbem: 11 km / h

• Optimal range condition sensor at 11km / h: 22-45 cm

• Optimal range of edge condition sensor at 11 km / h: 25-42 cm

• optimal range of slip rim-floor at 11 km / h: 11.5 - 12.5%

• maximum slip rim tire: 0.1%

• Slip rim base: 18%

• Slip rim tires: 0%

• Vibration (determined from state sensor values): none

• Limit violation

o Slip rim-bottom: yes

o Slip rim tires: no

o Vibrations: no

o Tire deformation: yes

Control unit: The setpoint pressure is increased until the limit value for the maximum deformation is no longer exceeded. This is necessary to avoid damage to the bike. Sensor values:

• Tire pressure sensor: 0.6 bar

• Speed above the ground using a GPS receiver: 8.7 km / h

• Condition sensor: distance 23 cm

State edge sensor: distance 28 cm

• Wheel speed using the speed sensor on the rim: 11 km / h Parameters:

• Working speed Gubbem: 11 km / h

• Optimal range condition sensor at 11km / h: 22-45 cm

· Optimal range of the edge condition sensor at 11 km / h: 25-42 cm

• optimal range of slip rim-floor at 11 km / h: 11.5 - 12.5%

• maximum slip rim tire: 0.1%

Slip rim base: 21%

• Slip rim tires: 0% • Vibration (determined from state sensor values): none

• Limit violation

o Slip rim-bottom: yes

o Slip rim tires: no

o Vibrations: no

o Tire deformation: no

Control unit: The driver is shown on the control unit (13) that limit values are exceeded permanently and therefore optimal operation is not possible.

Embodiment 3

The tractor leaves the field and drives on a higher road

Speed. Sensor values:

• Tire pressure sensor: 0.6 bar

• Speed above the ground using a GPS receiver: 30 km / h

• Condition sensor: distance 23 cm

State edge sensor: distance 28 cm

• Wheel speed using the speed sensor on the rim: 30 km / h Parameters:

• Working speed Gubbem: 11 km / h

• optimal range condition sensor at 20km / h: 35-50 cm

· Optimal range of the edge condition sensor at 20 km / h: 35-55 cm

• optimal range of slip rim-floor at 11 km / h: 0-1%

• maximum slip rim tire: 0.1%

• maximum vibration amplitude: 3 cm

• Slip rim bottom: 0%

• Slip rim tires: 0%

• Vibration (determined from condition sensor values): 8 cm

• Limit violation

o Slip rim-bottom: no

o Slip rim tires: no o Vibrations: yes

o Tire deformation: no

Control unit: The setpoint pressure is increased until the limit value for the maximum vibration amplitude is no longer exceeded.

Sensor values:

• Tire pressure sensor: 1.6 bar

• Speed above the ground using a GPS receiver: 30 km / h

Condition sensor: distance 49 cm

• State edge sensor: distance 46 cm

• Wheel speed using the speed sensor on the rim: 30 km / h Parameters:

• Working speed on the road: 30 km / h

Optimal condition sensor range at 30km / h: 35-50 cm

• Optimal area edge condition sensor at 30 km / h: 35-55 cm

• optimal range of slip rim-floor at 30 km / h: 0-1%

• maximum slip rim tire: 0.1%

• maximum vibration amplitude: 3 cm

Target pressure adjustment: only when a limit value is exceeded

Values determined by the control unit:

• Slip rim bottom: 0%

• Slip rim tires: 0%

• Vibration (determined from condition sensor values): 2 cm

· Limit violation

o Slip rim-bottom: no

o Slip rim tires: no

o Vibrations: no

o Tire deformation: no

Control unit: No changes required.

All of the features shown in the description, the exemplary embodiments and the subsequent claims can be essential to the invention both individually and in any combination with one another. LIST OF REFERENCE NUMBERS

1 - work machine / vehicle

2 - tires

3 - pressure sensor

4 - tire pressure regulator

5 - compressed air supply

7 - condition sensor

8 - Rim speed sensor

9 - tire valve

10 - satellite navigation device

11 - additional sensors for environmental and vehicle properties

12 - control unit

13 - input and / or output unit

15 - compressed air valve

19 - Edge condition sensor

20 - digit display

21 - switch

22 - pressure display

23 - slider

24 - pressure display

25 - Input key switch

26 - Pressure change indicator lights

27 - situation indicator lights (red, yellow, green)

28 - Output display

31 - Supply of pressure sensor value as actual value

32 - Setpoint supply

33 - Compressed air line

34 - rim

35 - Add sensor values

36 - Control lines for compressed air valves

38 - rim well

39 - rim rim

40 - inside tread

41 - tire flank 42 - Tire slope inclination measurement

43 - Measure tire height

45 - measuring points

46 - tire flank of the inside of the vehicle

47 - Bend sensor

48 - bending angle

49 - Bulldozzing effect

50 - Flanking the flanks

51 - Direction of travel

Claims

claims

1. Tire pressure control system for land vehicles with pneumatic tires, the

• at least one pressure sensor (3) for detecting the pressure in at least one tire (2) of the vehicle (1) as the actual pressure and

• at least one tire pressure regulator (4) as a technical system, to which the actual pressure and a set pressure are fed, for increasing and decreasing the tire pressure in the tire (2) of the vehicle (1), the tire pressure regulator (4) being operated by means of at least one controlled compressed air valve ( 15) minimizes the pressure difference between actual and target pressure,

comprises, characterized in that

• at least one further sensor for recording sensor values is present, namely

· At least one tire deformation sensor (7, 19) for detecting the

Deformation of the tire (2) as a sensor value

and or

• at least one tire slip sensor (8) for detecting the

Slip of the wheel as a sensor value

and or

• at least one vibration sensor (11) for detecting the

Vibration of the vehicle as a sensor value

and or

• at least one position sensor (10) for detecting the vehicle position, speed and direction of travel as

Motion data sensor values

and or

• at least one environmental and vehicle property sensor (11) for recording environmental and vehicle properties as sensor values, and

• there is at least one control unit (12) to which the sensor values are supplied and by means of which a certain air pressure can be determined as the target pressure for the tire and which is supplied to the tire pressure regulator (4).

2. Tire pressure control system according to claim 1, characterized in that the control and control functions of the tire pressure controller (4) are integrated in the control unit (12).

3. Tire pressure control system according to claim 1 or 2, characterized in that the control unit (12)

• is connected to at least one input and / or output device (13) and by means of which information can be output by the control unit (12) and / or parameters can be input into the control unit (12)

and or

• is connected to at least one vehicle part that is not a tire pressure regulator and can influence the function of this vehicle part, whereby this vehicle part can be a cruise control.

4. Tire pressure control system according to one of claims 1 to 3, characterized in that as a tire deformation sensor (7, 19) for detecting the deformation of the tire (2) at least one wheel

At least one condition sensor (7) is present in the tire of the wheel, by means of which the height (43) of the tire (2) can be detected as a sensor value,

and or

At least one side condition sensor (19) is present in the tire of the wheel, by means of which the inclination (42) of the side of the tire (41) can be detected as a sensor value,

and or

• At least one bend sensor or a group of bend sensors is present, by means of which the deformation of the tread or the tire flank can be detected.

5. Tire pressure control system according to one of claims 1 to 4, characterized in that there is at least one sensor on at least one wheel for detecting the relative movement between the tire (2) and the rim (34) as a tire slip sensor for detecting the slip between the rim and the tire . and or

The slip between the rim (34) and the ground on at least one wheel, a system comprising at least one sensor (8) for detecting the rotational speed of the rim (34) of the wheel and a sensor (10) for detecting the vehicle speed relative to the ground is present, wherein the slip can be determined by the control unit (12) from the sensor values and the predetermined wheel diameter as a relative speed between the speed of the wheel tread and the vehicle speed.

6. Tire pressure control system according to one of claims 1 to 5, characterized in that for the detection of the vehicle position, speed and direction of travel as movement data as a further sensor

· A satellite navigation receiver (1)

and or

• A terrestrial navigation system is available.

7. The method for operating a tire pressure control system according to one of claims 1 to 6, wherein the control unit (12) the target pressure of a

tire

• increased if the deformation of the tire (2) is greater than the predetermined limit value for the maximum deformation, and / or

· Reduced if the slip between the rim (34) and the floor is greater than the maximum value of a predetermined optimal value range, and increases if the slip between the rim (34) and the floor is smaller than the minimum value of the predetermined optimal value range,

and or

Increases if the slip between the rim and the tire is greater than the predetermined limit value for the maximum slip between the rim (34) and the tire (2),

and or

· Increased if the vehicle's (1) vibration is greater than the specified limit value for the maximum vibration amplitude.

8. Method for operating a tire pressure control system according to one of the

Claims 1 to 6, wherein the control unit (12) for at least one

wheel

· Continuously the vehicle position, speed and

- saves direction of travel as movement data,

The control deviation is continuously determined as the difference between the target and actual pressure of the tire pressure,

• If a specified limit value for the maximum control deviation is exceeded using the movement data, the stored vehicle position is determined, from which the tire pressure must be adjusted in advance when driving on this route again, in order to avoid exceeding the limit value, and the movement data associated with this vehicle position in Marks memory and / or stores separately, and

• When driving again on a route for which marked and / or separately stored movement data are available, the tire pressure is adjusted in advance, starting from the associated vehicle position, in order to avoid exceeding the limit value by the control unit determining a specific air pressure as the target pressure for each tire and controls the tire pressure regulator (s) with this set pressure.

9. Method for operating a tire pressure control system according to one of the

Claims 2 to 6, in which the control unit (12)

• issues recommendations for an adaptation of the travel speed and / or the ballasting by means of an output unit (13)

and or

• The vehicle speed is influenced by the control unit.

10. The method for operating a tire pressure control system according to claim 9, characterized in that the control unit (12) • by means of an output unit (13) issues a recommendation for a reduction in the driving speed if the limit values for the maximum deformation of at least one tire and / or the limit values for the maximum slip between the rim and the bottom of at least one tire and / or the

Limit values for the maximum vibration amplitude and / or the limit values for the maximum control deviation and / or the maximum response time are exceeded,

and or

Issues a recommendation for an increase in ballast by means of an output unit (13) if the value for the slip between the rim (34) and the ground is greater than the maximum value of the range of the optimal slip with simultaneous maximum tire deformation,

and or

• issues a recommendation for a reduction in ballast by means of an output unit (13), if

o the value for the slip between the rim (34) and the floor is less than the minimum value of the area of the optimal slip and the deformation of the tire (2) is equal to or less than the minimum limit of the area of the optimal deformation,

o the value for the slip between the rim (34) and the ground is in the range of the optimal slip and the deformation of the tire (2) is less than the minimum limit value of the

Range of optimal deformation,

and or

• by influencing the vehicle (1) causes a reduction in the driving speed if the limit values for the maximum deformation of at least one tire (2) and / or the

Limit values for the maximum slip between the rim (34) and the floor of at least one tire (2) and / or the limit value for the maximum vibration amplitude and / or the limit values for the maximum control deviation and / or the maximum response time are exceeded.