• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    TIRE PRESSURE CONTROL SYSTEM FOR A VEHICLE The present description describes a tire management system for a vehicle. The tire management system includes a first load sensor that determines a first load placed on a first vehicle tire, a first pressure sensor that determines a first fluid pressure within the first tire, a communicatively coupled control unit on the first load sensor and on the first pressure sensor. The control unit generates a first fluid pressure adjustment instruction based at least in part on the first load determined by the first load sensor and the first fluid pressure determined by the first pressure sensor. Additionally, the tire management system includes a first valve fluidly coupled with the first tire and communicatively coupled with the control unit, wherein the first valve adjusts the first fluid pressure within the first tire based at least on part in the first fluid pressure adjustment instruction.
    公开号:BR102015020672B1
    申请号:R102015020672-0
    申请日:2015-08-27
    公开日:2021-08-31
    发明作者:Mauricio Blanco Infantini
    申请人:Cnh Industrial America Llc；
    IPC主号:
    专利说明:

    BACKGROUND
    [001] The present description generally refers to administering tire pressure for vehicles, and more particularly, to determining and adjusting tire pressure on vehicles.
    [002] In general, vehicles such as an off-road work vehicle provide versatility in being able to perform multiple tasks. To help illustrate, an off-road tractor might pull an agricultural implement to plant seeds in a field. Additionally, a loader attachment can be attached to the off-road tractor to lift straw bales. However, the various tasks that an off-road work vehicle performs can place different load profiles (eg forces or weights) on the vehicle. Continuing with the two examples above, using the off-road tractor to pull an implement can place a higher load on the rear wheels and a lower load on the front wheels of the tractor. On the other hand, securing a loader to the front of the tractor off-road can place a higher load on the front wheels and a lower load on the tractor's rear wheels.
    [003] Varying loads placed on the vehicle can affect the performance of the vehicle's tires. For example, when the tire pressure is less than desired for a particular tire load, the tire may deform along the tire sidewalls (e.g., radially contracting a central part of the tire), which may decrease tire efficiency. off-road vehicle fuel. On the other hand, when the tire pressure is greater than desired for a particular tire load, the tire may deform along the tire tread (for example, by radially expanding a central part of the tire), which may decrease the vehicle traction. BRIEF DESCRIPTION
    [004] Certain embodiments commensurate in scope with the originally claimed invention are summarized below. These embodiments are not intended to limit the scope of the claimed invention, but rather these embodiments are intended only to provide a brief summary of possible forms of the invention. Indeed, the invention may encompass a variety of forms which may be similar to or different from the embodiments presented below.
    [005] A first embodiment describes a tire management system for an off-road work vehicle. The tire management system includes a first load sensor that determines a first load placed on a first tire of the off-road work vehicle, a first pressure sensor that determines a first fluid pressure within the first tire, a unit of control communicatively coupled with the first load sensor and the first pressure sensor. The control unit generates a first fluid pressure adjustment instruction based at least in part on the first load determined by the first load sensor and the first fluid pressure determined by the first pressure sensor. Additionally, the tire management system includes a first valve fluidly coupled to the first tire and communicatively coupled to the control unit, wherein the first valve adjusts the first fluid pressure within the first tire based at least in part on the first fluid pressure adjustment instruction.
    [006] A second embodiment describes a computer-readable, non-transient, tangible medium storing instructions executable by a processor of a tire management system on an off-road work vehicle. Instructions include instructions for receiving a load profile on an off-road work vehicle tire from a load sensor communicatively coupled with the processor, determining, using the processor, a desired fluid pressure within the tire based on the profile load, and instruct, using the processor, a fluidly coupled valve in the tire to adjust the fluid pressure within the tire to the desired fluid pressure during operation of the off-road work vehicle selectively supplying air to the tire or release air from the tire.
    [007] A third embodiment describes a tire management system for including a fluidly coupled valve in a vehicle tire. The valve adjusts the fluid pressure within the tire to a first desired fluid pressure during vehicle operation based at least in part on a first load placed on the tire and adjusts the tire pressure to a second desired fluid tire pressure during operating the vehicle based at least in part on a second load placed on the tire, wherein the first desired tire pressure and the second desired tire pressure are different. The tire management system also includes a control unit coupled with a communicative moco to the valve that controls the operation of the valve. DRAWINGS
    [008] These and other features, aspects and advantages of the present description will be better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent equal parts throughout the drawings, in which: Figure 1 is a view in perspective of an off-road work vehicle, according to an embodiment; Figure 2 is a graph of desired tire pressure as a function of load placed on the tire, according to an embodiment; Figure 3A is a front view of a tire having a tire pressure that is less than desired, according to an embodiment; Figure 3B is a front view of a tire having a tire pressure that is greater than desired, according to an embodiment; 3C is a front view of a tire at a desired tire pressure, according to an embodiment; Figure 4A is a perspective view of a load sensor placed on a trumpet of a steel off-road work vehicle. Figure 4B is a perspective view of a load sensor placed on a suspension component of an off-road work vehicle, according to an embodiment; Figure 5 is a block diagram of a system. tire pressure management, according to a modality; and Figure 6 is a flow diagram of a process for adjusting tire pressure based on load according to a modality. DETAILED DESCRIPTION
    [009] One or more specific embodiments of the present description will be described below. In an effort to provide a concise description of these modalities, all characteristics of an actual implementation may not be described in the report. It should be appreciated that in the development of any such actual implementation, as in any engineering project or design, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Furthermore, it should be appreciated that such a development effort could be complex and time-consuming, yet it would be a routine design, fabrication and manufacturing task for those skilled in the art having the benefit of this description.
    [010] By introducing elements of various modalities of the present description, the articles “a”, “an”, “the” and “said” are intended to signify that there are one or more of the elements. The terms "comprising", "including" and "having" are intended to be inclusive and mean that there may be additional elements other than the elements listed. Any examples of operating parameters and/or environmental conditions are not exclusive to other parameters/conditions of the described modalities.
    [011] As discussed above, vehicles are generally designed to perform various tasks. To simplify the following discussion, the techniques described here are specifically described in relation to off-road work vehicles because they generally perform greater variations of tasks. However, the techniques described here can generally be applied to any type of vehicle, such as a truck, a passenger vehicle, or the like.
    [012] As used herein, an "off-road work vehicle" may be an off-road tractor, an off-road truck, or similar. Consequently, the tasks that an off-road work vehicle can perform include pulling objects (eg an agricultural implement or trailer), pushing objects (eg plow), lifting objects with an attachment (eg straw bales ), carrying objects, and the like.
    [013] More specifically, depending on the task that the off-road work vehicle is performing, a different load profile may be placed on the off-road work vehicle. As used herein, a “load profile” is intended to describe the magnitude and/or distribution of load placed on the off-road work vehicle. For example, an off-road tractor pulling a sixteen-row planting implement might have a load profile that puts 1,000 newtons on each of the rear tires and fifty newtons on each of the front tires because the weight of the planting implement is primarily distributed to the rear tires. On the other hand, an off-road tractor with a loader attachment may have a load profile that puts eighty newtons on each of the front tires and sixty newtons on each of the rear tires because the weight of the loader attachment is primarily distributed to the tires. front. Additionally, when the loader attachment is used to lift an object (eg a straw bale), the load profile may change again.
    [014] However, when the load profile changes, the operational characteristics of the off-road work vehicle may be affected. More specifically, in some modalities, operational characteristics can be affected by the performance of tires on off-road work vehicles as a result of the change in load profile. For example, assuming constant tire pressure, when load increases, a tire can again deform along its sides (eg, flattening, radially contracting a central part of the tire, etc.) and increasing its ground contact area , which can reduce the fuel efficiency of off-road vehicle because the tire is less circular and increases rolling resistance. Additionally, the larger soil contact area compresses a larger strip of soil, which may be undesirable in a seed planting operation. On the other hand, when the load decreases, a tire can start to deform along its tread (eg, bulging, radially expanding a central part of the tyre, etc.) and reduce its contact with the ground, which can reduce the traction of the tire. Additionally, the reduced contact area can tightly compact the soil, which may be undesirable in a seed planting operation.
    [015] Accordingly, an embodiment of the present description describes a tire management system that includes a load sensor that determines a load placed on an off-road work vehicle tire and a pressure sensor that determines the fluid pressure within of the tire. Additionally, the tire management system includes a control unit that is communicatively coupled with the load sensor and the pressure sensor, which generates a tire pressure adjustment instruction based at least in part on the determined load and at the determined tire pressure. Furthermore, the tire management system includes a valve that is fluidly coupled with the tire and communicatively coupled with the control unit, which adjusts the tire pressure based at least in part on the adjustment instruction. pressure. In other words, as will be described in more detail below, the techniques described here can dynamically adjust tire pressure based on the load placed on the off-road work vehicle's tires. More specifically, the tire pressure can be adjusted so that the tire is maintained at a desired tire pressure and shape, which can improve off-road work vehicle fuel efficiency, tire traction, tire footprint, and the like. .
    [016] To help illustrate, an embodiment of an off-road work vehicle 10 that can use a tire management system is described in Figure 1. More specifically, the off-road work vehicle 10 is an off-road tractor. agricultural road, such as the Puma® Series Tractor, available from CNH Industrial NC of Essex, UK. However, in alternate modes, the techniques described here can be used on any suitable off-road work vehicle that performs various tasks, which can place variable load profiles on the off-road work vehicle, such as an off-road truck. .
    [017] As shown, the off-road work vehicle 10 includes a body 12, which can house an engine, transmission, cooling system, and traction assembly (not shown separately). In some embodiments, body 12 may also house a portion of the tire management system. Additionally, as shown, the off-road work vehicle 10 includes an exhaust pipe 14, which can carry exhaust gas away from the vehicle 10.
    [018] Furthermore, as shown, off-road work vehicle 10 includes two front tires 16 and two rear tires 18 connected to vehicle 10 by respective axles 20. As shown, each tire 16 and 18 includes a portion of tread 22 and a side portion 24. More specifically, tires 16 and 18 can rotate about axis 20 so that tread 22 engages the ground to move the vehicle off-road 10. In some embodiments, axles 20 can be coupled to respective suspension systems (eg springs and/or dampers) to reduce the effect of jolts and/or vibrations experienced by wheels 16 and 18.
    [019] The off-road work vehicle 10 also includes a cab 26 where the operator can sit or stand to control and/or monitor the operation of the off-road work vehicle 10. For example, an operator can control the steering the off-road work vehicle 10 using the steering wheel 28. In addition, in some embodiments, the operator can view operating conditions of the off-road work vehicle 10 using a display panel and/or indicator lights. Additionally, the operator can adjust operating conditions using various controls (eg buttons and/or levers). For example, as will be described in more detail below, a display panel can inform an operator whether to increase or decrease tire pressure. In response to an indication of low tire pressure, the operator can adjust a control to instruct a valve to flow air into tire 16 or 18 from a source of compressed air, thereby increasing tire pressure. On the other hand, in response to an indication of high tire pressure, the operator can adjust a control to instruct the valve to release air from tire 16 or 18, thereby reducing the tire pressure.
    [020] As described above, the performance of each tire 16 or 18 can be directly related to the tire pressure and the load placed on tire 16 or 18. To help illustrate, a tire pressure graph as a function of load placed on the tire is shown in Figure 2. As shown, graph 30 includes an X axis 31 representing load in newtons and a Y axis 33 representing tire pressure in bar. As illustrated, a linear target pressure line 32 is plotted on graph 30, which represents a target tire pressure (e.g., target) for a tire (e.g., front tire 16 or rear tire 18) as a function of applied load. on the tire. As used herein, a "desired tire pressure" is intended to describe a tire pressure that maintains the tire in a desired shape under a particular load, thereby maintaining a desired ground contact and desired fuel efficiency. As described above, to the extent that the load profile can change for each task performed by the off-road work vehicle, the desired tire pressure of each tire can also change. Additionally, in some embodiments, the desired tire pressure may vary linearly with the load profile. In other embodiments, the desired tire pressure may vary non-linearly with the load profile.
    [021] Based on graph 30, when the tire pressure is above the desired tire pressure line (eg target) 32, the tire pressure is greater than desired, thereby deforming the tire along the tire tread. tread 22. On the other hand, when the tire pressure is below the desired tire pressure line 32, the tire pressure is less than desired, thereby deforming the tire along the sides 24. Consequently, the closer the Tire pressure is from desired tire pressure line 32, minus the tire is deformed. Thus, as will be described in more detail below, the relationship between tire pressure and tire load (for example, as shown in graph 30) can be used by a tire management system to control/adjust tire pressure. based on the load placed on tires 16 or 18.
    [022] To help illustrate the effects of tire pressure on tire 16 or 18, Figures 3A-3C show a tire 34 (eg, front tire 16 or rear tire 18) under different tire pressure and load conditions. More specifically, Figure 3A is a front view of tire 34A at a tire pressure that is less than desired, Figure 3B is a front view of tire 34B at a tire pressure that is greater than desired, and Figure 3C is a front view of tire 34C at a desired tire pressure.
    [023] As described above, the tire 34A depicted in Figure 3A is at a tire pressure lower than desired for a given load. For example, the tire pressure may be below the desired tire pressure line 32. In general, when the tire pressure is lower than desired, the tire pressure may be insufficient relative to load to maintain the desired shape. of the tire 34A, which can cause the tire 34A to deform along its side 24A (e.g. flatten, radially contract a central part of the tire, etc.). More specifically, as shown, the tire backs 24A may bulge outward where the tire 34A contacts the ground (part 36). As such, in addition to the tread 22A, a portion of the sides of the tire 36 may contact the ground, thereby increasing the footprint of the tire 34A. In an agricultural context, an increased tire footprint may be undesirable because loose soil is beneficial for planting seeds and the tire may compact the soil along a wider swath.
    [024] Additionally, as the tire pressure is insufficient to maintain the desired shape of the tire 34, the tire 34A may become less circular. When tire 34A becomes less circular, rotational resistance can increase. As a result, more energy can be used to run the 34A tire. as such, the fuel efficiency of the Dora road work vehicle 10 can decrease when the tire pressure of at least one tire is below the desired pressure for a given tire load.
    [025] On the other hand, the tire 34B depicted in Figure 3B is at a tire pressure greater than desired for a given load. For example, the tire pressure may be above the desired tire pressure line 32. In general, when the tire pressure is higher than desired, the tire structure 34B may be insufficient relative to the tire pressure to maintain the desired shape of the tire, which can cause the tire 34A to deform along its tread 22B (e.g., bulging, radially expanding a central part of the tire, etc.). More specifically, as shown, the tread 22B can bulge out even where the tire 34B contacts the ground (part 38). As such, a portion of the tire tread 38 can be lifted off the ground, which can reduce traction because less of the tire tread 22B contacts the ground. In other words, the traction provided by the tires 34 can decrease when the tire pressure is greater than desired.
    [026] Additionally, as the parts of the tread 22B are lifted away from the ground, the load (eg weight) of the off-road work vehicle 10 can be distributed over a smaller area. In other words, the load per area under tire 34B can increase. As described above, in an agricultural context, loose soil is more favorable for planting seeds. However, since the load of the off-road work vehicle 10 can be more concentrated, the magnitude of soil compaction under tire 34B can increase, which may be undesirable in an agricultural context.
    [027] Comparatively, the tire 34C depicted in Figure 3C is at a desired tire pressure for a given load. For example, the tire pressure may be substantially close to the desired tire pressure line 32. In general, under the tire having a desired tire pressure, the tire backs 24C may deform slightly, which allows the tread of tire 22C completely contact the ground. As such, the traction (eg friction) provided by the 34C tire can be fully utilized. Additionally, the shape of the 34C tire can remain generally circular. As such, the fuel efficiency of the off-road work vehicle 10 can be improved because the rotational resistance is not increased by an underinflated tire. Consequently, at the desired tire pressure, tire 34C strikes a balance between provided traction, fuel efficiency, and tire 34 footprint.
    [028] As such, it is desirable to maintain the tire 34 at a desired tire pressure (eg substantially close to the desired tire pressure line 32). As described above, a tire management system can maintain tires 34 at the desired tire pressure based on the load profile placed on the off-road work vehicle 10, and more specifically based on the load applied to each tire 34. tire management system includes tire pressure sensors to determine fluid pressure within each tire 34 and load sensors to determine load on each tire 34.
    [029] In general, any technique suitable for determining tire pressure can be used. For example, in some embodiments, a pressure sensor is attached to the tire valve, which is used to inflate and deflate tire 34. In other embodiments, a pressure sensor is mounted on the wheel rim. In each modality, the pressure sensor determines the fluid pressure within the tire and communicates the measurement to a control unit in a tire management system, for example, via a wired connection or a wireless connection.
    [030] Similarly, any technique suitable for determining the load applied to each tire 34 can be used. For example, in some embodiments, a strain sensor (eg, load sensor) 40A is coupled to shaft 20 as depicted in Figure 4A. More specifically, strain sensor 40A determines load based at least in part on the distance axle 20 is deformed as a result of the load. In other embodiments, a load sensor 40B is coupled to the suspension system 42 (e.g., shock absorbers, struts, suspensions, etc.) of the off-road work vehicle 10 as shown in Figure 4B. More specifically, load sensor 40B determines load based at least in part on the distance suspension system 42 is compressed as a result of load. In each embodiment, the load sensor 40 communicates the determined load to a control unit in the tire management system, for example, via a wired connection or a wireless connection.
    [031] The tire management system is configured to control/adjust the fluid pressure within the tires 34 based at least in part on the determined tire pressures and the determined loads. To help illustrate, one embodiment of a tire management system 44 is shown in Figure 5. More specifically, the tire management system 44 is configured to control/adjust the tire pressure of a first front tire 16A, a second front tire 16B, a first rear tire 18A, and a second rear tire 18B.
    [032] To facilitate tire pressure control, the tire management system 44 includes a compressed air source 46, valves 48, tire pressure sensors 50, load sensors 40, a control unit 52, and a operator panel 54. More specifically, the tire pressure of the first front tire 16A can be adjusted via the first valve 48A. For example, first valve 48A fluidly connects first front tire 16A to compressed air source 46, thereby selectively supplying air within first front tire 16A and increasing tire pressure. On the other hand, the first valve 48A can release air from the first front tire 16A to reduce tire pressure. In some embodiments, the compressed air source 46 may be driven by the engine of the off-road work vehicle, for example, a compressor on a sugarcane tractor. Additionally or alternatively, compressed air source 46 may be a compressor or turbocharger configured to direct a portion of the air flow to valves 48. In additional embodiments, compressed air source 46 may be external to vehicle 10.
    [033] As described above, it is desirable to use valves 48 to adjust the tire pressure to a desired tire pressure for a given load. Accordingly, to facilitate adjustment of the tire pressure of the first front tire 16A, a first pressure sensor 50A determines tire pressure of the first front tire 16A and a first load sensor 40A determines a load placed on the first front tire 16A. As described above, any suitable pressure sensors and/or load sensors can be used. For example, in some embodiments, first pressure sensor 50A may be fluidly coupled to first valve 48A and first load sensor 40A may be mechanically coupled to axle 20 or suspension system 42 proximal to first front tire 16A.
    [034] Similarly, the tire pressure of the second front tire 16B can be adjusted via the second valve 48B, the tire pressure of the first rear tire 18A can be adjusted via the third valve 48C, and the pressure of the second rear tire 18B can be adjusted via the fourth valve 48D. Additionally, a second pressure sensor 50B and a second load sensor 40B determine the load tire pressure on the second front tire 16B, a third pressure sensor 50C and a third load sensor 40C determine the load tire pressure. on the first rear tire 18A, and a fourth pressure sensor 50D and a fourth load sensor 40D determine the tire pressure and load on the second rear tire 18B. Consequently, as the load can be different for each tire based on the task being performed, the tire pressure for each tire 16 or 18 can be individually or independently managed (eg, controlled and/or adjusted).
    [035] More specifically, tire pressure can be managed by control unit 52. In some embodiments, control unit 52 can be included in a vehicle control unit (VCU) or a standalone module. Accordingly, the control unit 52 can include a processor 56 and a memory 58. As used herein, the processor 56 can include one or more general purpose microprocessors, one or more application-specific integrated circuits (ASICs), one or more gates. field-programmable arrays (FPGAs), or any combination thereof. Additionally, memory 58 may be a tangible, non-transient, computer-readable medium that stores instructions executable by processor 56 to perform operations, and data to be processed by processor 56. As such, memory 56 may include volatile memory, such as random access memory (RAM), and/or non-volatile memory, such as read-only memory (ROM), flash drives, optical drives, flash drives, and the like.
    [036] As described above, tire pressure can be managed based on the desired tire pressure versus load ratio (eg turn 32). As such, a digital representation of curve 32 can be stored in memory 58 or other storage device. Additionally or alternatively, a corresponding look-up table or representative equation can be stored in memory 58. consequently, as will be described in more detail below, processor 56 can access the desired pressure versus load ratio from memory 58 to determine whether it would be desirable to increase or decrease the tire pressure of each tire 16 or 18 based on the tire pressure measurement received from the tire pressure sensors 50 and the load measurements received from the load sensors 40.
    [037] When the control unit 52 determines that it would be desirable to increase or decrease the tire pressure, the control unit 52 issues a tire pressure adjustment instruction. More specifically, the tire pressure adjustment instruction includes instructions indicative of increasing or decreasing the tire pressure. In some embodiments, the tire pressure adjustment instruction may be transmitted to the operator panel 54. Based on the tire pressure adjustment instruction, the operator panel may inform an operator whether it would be desirable to increase or decrease the tire pressure. and/or the magnitude of the tire pressure adjustment, for example, by means of a display 60. For example, in the illustrated embodiment, display 60n displays a graphical user interface informing the operator that it would be desirable to increase the tire pressure to twenty four bar.
    [038] In some modalities, the operator can manually adjust the tire pressure. For example, an operator can manually release air through each valve 48 to decrease tire pressure or supply air from compressed air source 46 to increase tire pressure. In fact, in some embodiments, the operator may manually connect each valve 48 to an external compressed air source 46, for example, in response to the warning shown on display 60.
    [039] However, manually adjusting the tire pressure on each tire can be time-consuming, especially with increased number of tires (eg six or eight tires). Consequently, in other embodiments, the operator may manually adjust the tire pressure of cab 26, for example, in response to the warning shown on display 60. For example, in the depicted embodiment, an operator may increase the tire pressure by pressing a button. pressure increase 62 on operator panel 54, and/or decrease tire pressure by pressing a pressure decrease button 64 on operator panel 54. In some embodiments, when the pressure increase button 62 or the pressure decrease button pressure 64 is selected, operator panel 54 can communicate a corresponding instruction to valves 48 to increase or decrease the tire pressure, whereupon it adjusts the tire pressure of each tire as instructed.
    [040] Additionally, in some embodiments, the control unit 52 can automatically adjust the tire pressure, for example, by communicating the tire pressure adjustment instruction directly to the corresponding valve 48. the valve 48 can then make the adjustment of target tire pressure based on tire pressure adjustment instruction. In some embodiments, allowing the control unit 52 to automatically adjust the tire pressure can be particularly beneficial because it allows an operator to focus on operating the work vehicle without having to focus on the tire pressure adjustments being applied.
    [041] In each case, the tire pressure of each tire can be managed individually and/or independently. For example, the control system 52 may adjust the tire pressure of the first front tire 16A by communicating a tire pressure adjustment instruction with the first valve 48A, the tire pressure of the second front tire 16B by communicating a pressure adjustment instruction tire pressure with the second valve 48B, the tire pressure of the first rear tire 18A communicating a tire pressure adjustment instruction with the third valve 48C, and the tire pressure of the second rear tire 18B communicating a tire pressure adjustment instruction of tire with the fourth valve.
    [042] In other words, the tire pressure of any of the tires can be adjusted. For example, when a planting implement is connected to the off-road work vehicle 10, the load placed on the rear tires 18 can significantly increase while the load placed on the front tires 16 can remain substantially the same. As such, the control system 52 can instruct the third valve 48C and the fourth valve 48D to increase the air pressure within the rear tires 18. On the other hand, when a loader attachment is connected to the off-road work vehicle 10, the load placed on the front tires 16 may increase significantly while the load placed on the rear tires 18 may only increase slightly. As such, control system 52 can instruct first valve 48A and second valve 48B to increase air pressure within front tires 16, and instruct third valve 48C and fourth valve 48D to slightly increase air pressure in the front tires. rear tires 18.
    [043] In other words, the load profile on off-road work vehicle 10 can change as vehicle 10 switches tasks. Additionally, even while performing a task, the load profile can change. For example, when an off-road work vehicle 10 is pulling a seed planting implement, the load profile may change as seeds are planted and the weight of the implement decreases. Furthermore, the load profile may again change when the seed planting implement is replenished with seed.
    [044] Consequently, it would be beneficial to allow the tire management system 44 to manage tire pressure even during operation of the off-road work vehicle 10. As used herein “during operation” is intended to describe when the vehicle off-road work 10 is performing a task, including while the tires are moving (eg, running). One embodiment of a process 66 that can be used to manage tire pressure during operation of the off-road work vehicle 10 and/or between tasks is shown in Figure 6. In general, process 66 includes determining/obtaining the load profile (process block 68), determine tire pressure (process block 70) and adjust tire pressure (process block 72). In some embodiments, process 66 may be implemented by instructions stored in memory 58 and executed by processor 56.
    [045] In some embodiments, the control unit 52 can determine/obtain the load profile on the off-road work vehicle by means of the load sensors 40 (process block 68). More specifically, processor 56 can determine the load profile on each tire based on a load measurement received from a corresponding load sensor 40. For example, processor 56 can determine the load on the first front tire 16A through measurements of load from the first load sensor 40A, the load on the second front tire 16B by means of load measurements from the second load sensor 40B, the load on the first rear tire 18A by means of load measurements from the third load sensor 40C, and loading the second rear tire 18B by means of load measurements from the fourth load sensor 40D.
    [046] In some embodiments, load profiling can be initiated by an operator, for example by pushing a button on operator panel 54. In other embodiments, to facilitate tire pressure management during operation, the unit controller 52 can query load sensors 40, for example, every five minutes. In other words, the load profile can be determined periodically during the operation of the off-road work vehicle 10. Additionally or alternatively, the load sensors 40 can transmit a load measurement each time the load changes more than a limiting amount. . In additional embodiments, load measurements can be communicated continuously from load sensors 40 to control unit 52. In other words, the load profile can be determined each time the load profile changes during operation of the work vehicle. off road 10.
    [047] Depending on the specific implementation, the sensitivity of the tire management system 44 can be adjusted. In general, a greater number of load profile determinations by the control unit 52 can result in more tire pressure adjustments. Conversely, fewer load profile determinations by the control unit 52 can result in fewer tire pressure adjustments. As such, the duration between consultation and/or pressure change threshold can be adjusted to increase or decrease the number of load measurements transmitted to the control unit 52. For example, when it is desirable that the tire pressure closely follow the desired tire pressure line 32, the duration between consultation and/or pressure change limit can be reduced. On the other hand, when it is acceptable for the tire pressure to deviate slightly from the desired tire pressure line 32, the duration between consultation and/or pressure change threshold can be increased.
    [048] The control unit 52 also determines the tire pressure of the tires through the pressure sensors 50 (process block 70. More specifically, the processor 56 determines the tire pressure for each tire based on a received pressure measurement of a corresponding pressure sensor 50. For example, the processor 56 can determine the tire pressure of the first front tire 16A by means of pressure measurements of the first pressure sensor 50A, the tire pressure of the second front tire 16B by means of pressure measurements from the second pressure sensor 50B, the tire pressure from the first rear tire 18A via pressure measurements from the third pressure sensor 50C, and the tire pressure from the second rear tire 18B via pressure measurements from the quarter 50D pressure sensor.
    [049] In some modalities, the tire pressure determination can also be started by an operator, for example, by means of the same button that starts the load profile determination. In other embodiments, to facilitate tire pressure management during operation, the control unit 52 may periodically query the pressure sensors 50, for example, every five minutes. In fact, in some embodiments, pressure sensors 50 can be consulted with load sensors 40. As such, tire pressures can be periodically determined during operation of the off-road work vehicle 10. Additionally or alternatively, the control unit 52 can query pressure sensors 50 each time a load measurement is received from load sensors 40. In other words, tire pressures can be determined each time the load profile changes during vehicle operation. off-road work 10. In additional embodiments, pressure measurements can be continuously communicated from the pressure sensors 50 to the control unit 52.
    [050] Based on the load and pressure measurements, the control unit 52 can then adjust the tire pressure (process block 72). As described above, control unit 52 can utilize the desired tire pressure versus load ratio shown in graph 30, which can be stored in memory 58. Accordingly, processor 56 can retrieve the ratio (e.g., curve 32) from the memory 58 and enter the determined tire pressure and the determined load. More specifically, processor 56 can determine whether a tire pressure adjustment is desirable based on how far the determined tire pressure is from the desired tire pressure line 32 at the determined load.
    [051] In some embodiments, when the determined tire pressure differs from the target tire pressure by more than a threshold amount, a tire pressure adjustment may be desirable. More specifically, the threshold can be adjusted to account for measurement errors by the pressure sensors 50 and/or load sensors 40. Additionally, the threshold can be adjusted to control the sensitivity of the tire management system 44. For example, the threshold can be set lower so the tires can be kept closer to the desired tire pressure, which can cause the tire pressure to be adjusted more often. On the other hand, the limit can be set higher so the tire pressure can be adjusted less frequently to conserve resources.
    [052] When a tire pressure adjustment is desirable, the pressure system 52 issues a tire pressure adjustment instruction. As described above, in some embodiments, the tire pressure adjustment instruction may optionally be transmitted to operator panel 54, which in turn displays an alert to the operator (process block 74). More specifically, the alert can inform the operator of a desirable tire pressure adjustment for one or more tires based on the determined load. As described above, in some embodiments, the operator can manually make the desired tire pressure adjustment on each tire or from cab 26, for example, by pressing a tire pressure increase button 62 or a pressure decrease button of tire 64.
    [053] In other embodiments, the control unit 52 may automatically adjust the tire pressure by transmitting tire pressure adjustment instructions to valves 48 (process block 76). More specifically, the tire pressure adjustment instruction may instruct a valve 48 to increase tire pressure in a corresponding tire by supplying air from compressed air source 46 or to decrease tire pressure by releasing air from the tire. Additionally, separate tire pressure adjustment instructions can be sent to each valve 48 so that the air/fluid pressure in each tire is managed individually and independently based on the load placed on that tire.
    [054] Consequently, technical effects include allowing a vehicle, such as an off-road work vehicle, to adapt to varying load profiles. More specifically, the tire pressure of each tire can be adjusted to a desired tire pressure during vehicle operation. In some embodiments, a tire management system can determine the load placed on each tire through load sensors, and the tire pressure of each tire through pressure sensors. For the given load, the tire management system can then determine when the given tire pressure differs from a desired tire pressure. Based on the comparison, the valves in the tire management system can automatically or manually increase by supplying air from a compressed air source or decrease the tire pressure by releasing air from the tire. As such, the tire pressure of each tire can be individually managed so that the tire pressure is at or close to the desired tire pressure, which improves the vehicle's fuel efficiency, traction, and/or footprint.
    [055] While only certain features of the invention have been illustrated and described here, many modifications and changes will occur to those skilled in the art. therefore, it is to be understood that the appended claims are intended to cover all such modifications and changes which are within the real spirit of the invention.
    权利要求:
    Claims (15)
    [0001]
    1. Tire management system (44) for an off-road work vehicle (10) comprising: a first load sensor (40) configured to determine a first load placed on a first tire (16, 18) of the vehicle. off-road work (10), said first load sensor (40) being a strain sensor coupled to an axle (20) and determining said first load placed on said first tire (16, 18), at least in part , at distance from said axis (20) is deformed; a first pressure sensor (50) configured to determine a first fluid pressure within the first tire (16, 18); a control unit (52) communicatively coupled to the first load sensor (40) and to the first pressure sensor (50), wherein the control unit (52) is configured to query said first load sensor (40) and to generate a first pressure adjustment instruction of fluid based, at least in part, on the first charge determined by the first. the load sensor (40) and the first fluid pressure determined by the first pressure sensor (50); and a first valve (48) fluidly coupled to the first tire (16, 18) and communicatively coupled to the control unit (52), wherein the first valve (48) is configured to adjust the first fluid pressure within the first tire (16, 18) based, at least in part, on the first fluid pressure adjustment instruction; CHARACTERIZED by the fact that said system is configured to adjust the duration between querying said load sensor (40) to increase or decrease the number of load measurements transmitted to the control unit (52).
    [0002]
    2. Tire management system (44) according to claim 1, characterized in that it comprises: a second load sensor (40) configured to determine a second load placed on a second tire (16, 18) of the off-road work vehicle (10); a second pressure sensor (50) configured to determine a second fluid pressure within the second tire (16, 18); and a second valve (48) fluidly coupled to the second tire (16, 18) and communicatively coupled to the control unit (52), wherein the second valve (48) is configured to adjust the second fluid pressure within the second tire (16, 18) based, at least in part, on a second fluid pressure adjustment instruction, wherein the control unit (52) is configured to generate the second fluid pressure adjustment instruction based on , at least in part, on the second load determined by the second load sensor (40) and the second fluid pressure determined by the second pressure sensor (50).
    [0003]
    3. Tire management system (44) according to claim 1, characterized in that it comprises a source of compressed air (46), wherein the first valve (48) is configured to increase the first fluid pressure inside the first tire (16, 18) connecting the first tire (16, 18) to the source of compressed air (46) so that the source of compressed air flows air to the first tire (16, 18).
    [0004]
    4. Tire management system (44) according to claim 1, CHARACTERIZED by the fact that the first valve (48) is configured to reduce the first fluid pressure within the first tire (16, 18) by releasing air from the first tire (16, 18).
    [0005]
    5. Tire management system (44) according to claim 1, CHARACTERIZED by the fact that the control unit (52) is configured to generate the first fluid pressure adjustment instruction using a desired linear pressure relationship of fluid versus charge.
    [0006]
    6. Tire management system (44) according to claim 1, CHARACTERIZED by the fact that the control unit (52) is configured to generate the first fluid pressure adjustment instruction based, at least in part , on a difference between the first fluid pressure determined by the first pressure sensor (50) and a desired fluid pressure that corresponds to the first load determined by the first load sensor (40).
    [0007]
    7. Tire management system (44) according to claim 1, CHARACTERIZED by the fact that it comprises an operator panel (54) configured to receive the first fluid pressure adjustment instruction and display a pressure adjustment of desired fluid to inform an operator whether to increase or decrease the first fluid pressure within the first tire (16, 18).
    [0008]
    8. Tire management system (44) according to claim 1, CHARACTERIZED by the fact that the first valve (48) is configured to automatically adjust the first fluid pressure within the first tire (16, 18) in response to the first fluid pressure adjustment instruction.
    [0009]
    9. Tire management system (44) according to claim 1, CHARACTERIZED by the fact that the first valve (48) is configured to adjust the first fluid pressure within the first tire (16, 18) in response to selecting a pressure increase control or a pressure decrease control on an operator panel (54).
    [0010]
    10. Tire management system (44) according to claim 1, CHARACTERIZED by the fact that the first load sensor (40) is configured to communicate the first load with the control unit (52) when the first sensor of charge (40) determines that the first charge changes by more than a threshold amount.
    [0011]
    11. Tire management system (44) according to claim 10, CHARACTERIZED by the fact that the control unit (52) is configured to retrieve the first fluid pressure from the first pressure sensor (50) in response to receiving the first load from the first load sensor (40).
    [0012]
    12. Tire management system (44) according to claim 6, CHARACTERIZED by the fact that the control unit (52) is configured to generate the first fluid pressure adjustment instruction based additionally on the comparison between the said difference and a limit amount.
    [0013]
    13. Tire management system (44) according to claim 1, CHARACTERIZED by the fact that said system is additionally configured to query the pressure sensor (50) each time a load measurement is received from the pressure sensor. load (40).
    [0014]
    14. Computer-readable, non-transient, tangible medium that stores instructions executable by a processor (56) of a tire management system (44) for an off-road work vehicle (10), CHARACTERIZED by the fact that said instructions, when executed by the processor, cause the processor to: adjust the duration between querying a load sensor (40) to increase or decrease the number of load measurements transmitted to a control unit (52); a tire of the off-road work vehicle from the load sensor (40); determining a desired fluid pressure within the tire based on the load profile (68); and instruct a valve fluidly coupled to the tire to adjust the fluid pressure within the tire to the desired fluid pressure during operation of the off-road work vehicle selectively supplying air to the tire or releasing air from the tire (72).
    [0015]
    15. Computer-readable medium according to claim 14, CHARACTERIZED by the fact that the instructions to instruct the valve to adjust the fluid pressure inside the tire, when performed by the processor, cause the processor to additionally: receive a pressure measurement of fluid from a pressure sensor (50) fluidly coupled to the tire (16, 18); determining whether the difference between the fluid pressure measurement and a desired fluid pressure is greater than a threshold; and issue a fluid pressure adjustment instruction to the valve (48) based, at least in part, on said differences in pressures and said threshold.
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    同族专利:
    公开号 | 公开日
    BR102015020672A2|2017-11-07|
    EP2990237A1|2016-03-02|
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    EP2990237B1|2018-11-07|
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    US9579935B2|2017-02-28|
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    法律状态:
    2017-11-07| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-10-16| B11A| Dismissal acc. art.33 of ipl - examination not requested within 36 months of filing|
    2018-10-23| B11N| Dismissal: publication cancelled [chapter 11.14 patent gazette]|Free format text: ANULADA A PUBLICACAO CODIGO 11.1 NA RPI NO 2493 DE 16/10/2018 POR TER SIDO INDEVIDA. |
    2018-10-30| B11A| Dismissal acc. art.33 of ipl - examination not requested within 36 months of filing|
    2019-01-08| B15V| Prolongation of time limit allowed|Free format text: DE ACORDO COM COMUNICADO PUBLICADO NA RPI 2487 DE 04/09/2018, COMUNICADO PUBLICADO NA RPI 2488 DE 11/09/2018 E RESOLUCAO INPI/PR NO 225/2018 FICAM DEVOLVIDOS ATE 14/09/2019 OS PRAZOS VENCIDOS NAS DATAS DIVULGADOS DENTRO DOS COMUNICADOS. |
    2019-01-22| B11N| Dismissal: publication cancelled [chapter 11.14 patent gazette]|Free format text: ANULADA A PUBLICACAO CODIGO 11.1 NA RPI NO 2495 DE 30/10/2018 POR TER SIDO INDEVIDA. |
    2019-01-29| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-05-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-08-10| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-08-31| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 27/08/2015, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US14/470,306|2014-08-27|
    US14/470,306|US9579935B2|2014-08-27|2014-08-27|Tire pressure control system for a vehicle|
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