WO2020035101A1 - Installation de réglage de pression de pneumatiques et procédé de fonctionnement de celle-ci - Google Patents

Installation de réglage de pression de pneumatiques et procédé de fonctionnement de celle-ci Download PDF

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Publication number
WO2020035101A1
WO2020035101A1 PCT/DE2019/100351 DE2019100351W WO2020035101A1 WO 2020035101 A1 WO2020035101 A1 WO 2020035101A1 DE 2019100351 W DE2019100351 W DE 2019100351W WO 2020035101 A1 WO2020035101 A1 WO 2020035101A1
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WO
WIPO (PCT)
Prior art keywords
tire
sensor
pressure
slip
rim
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Ceased
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PCT/DE2019/100351
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German (de)
English (en)
Inventor
Kristian Luge
Andreas Wenzel
Frank Beneke
Sebastian HARTWIG
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Individual
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Individual
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Publication of WO2020035101A1 publication Critical patent/WO2020035101A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/002—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving by monitoring conditions other than tyre pressure or deformation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
    • B60C23/066—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle by monitoring wheel-centre to ground distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/08—Tyres specially adapted for particular applications for agricultural vehicles

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • the membrane cylinders are activated, the height of the tread lugs is increased.
  • the profile changes from a dry to a wet profile or from a summer to a winter profile.
  • topological conditions such as terrain inclination in the direction of travel and across it
  • a control device for an electric parking brake for controlling an electric actuator for actuating the parking brake 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.
  • 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.
  • 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 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.
  • the driver has to visually assess whether the ballasting has to be adjusted if necessary.
  • the optimal ballasting is related to the tire pressure.
  • the permissible maximum driving speed is related to 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.
  • 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
  • Land vehicles can be all passenger cars and trucks, in particular agricultural vehicles, for example tractors and tractors, trucks and trailers.
  • functions for optimizing the tire pressure are to be provided in order to, among other things, depend on the situation
  • 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
  • a tire pressure control system 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.
  • 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.
  • the air can be released from the tire into the environment via a controlled compressed air valve.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • condition sensors and side condition sensors per 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.
  • the tire exhibits the greatest deformation, particularly when the tire pressure is low.
  • the more or less flat contact surface merges into the cylinder surface of the tire tread.
  • 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.
  • 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.
  • 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.
  • 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.
  • detection of the slip between the rim and the tire 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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
  • Signals and control commands for forwarding to other systems in the vehicle for example control commands to a cruise control for adjusting the speed
  • 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.
  • information is output via a control unit that is positioned in the immediate vicinity of the driver.
  • 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,
  • 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.
  • 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.
  • 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.
  • control unit Additional information and parameters are entered during installation or operation. They are also available to the control unit. These include in particular
  • the parameters can be fixed for the entire operating time or continuously adjusted taking sensor values into account.
  • 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.
  • 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.
  • 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.
  • 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.
  • the values for the bending angles are used instead of the values for the distances between the distance sensors.
  • 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,
  • 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
  • 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 be
  • Alphanumeric displays for example luminous digits, and / or
  • control unit can issue a recommendation for a reduction in the travel speed by means of an output unit, if
  • 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.
  • 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.
  • 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.
  • a ballasting recommendation is issued via the output unit.
  • 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.
  • the slip is in the optimal range, but the deformation is again low, which again indicates that too much ballasting is carried.
  • the information determined by the control unit can be used to influence the vehicle directly beyond the adjustment of the tire pressure.
  • 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.
  • Fig. 4 a schematic representation of a domed deformed
  • Fig. 13 a schematic representation of a section of a
  • Fig. 14 a schematic representation of a section of a
  • 15 a schematic representation of the bulldozzing effect
  • 16 a schematic representation of the deformation of the flanks of a tire
  • 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:
  • 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,
  • 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.
  • 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).
  • a number display (20) 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 number display (20) 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).
  • 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 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.
  • 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).
  • the air from the tire (2) can be released into the environment via a controlled compressed air valve (15) (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.
  • 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).
  • 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
  • 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).
  • 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.
  • At least one bend sensor should be used in the tread (40) and one bend sensor in the flank (41).
  • 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
  • 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.
  • 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).
  • the senor 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).
  • 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).
  • detection of the slip between the rim (34) and the tire (2) 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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).
  • 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 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.
  • 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.
  • 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 be
  • 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
  • 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.
  • 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,
  • 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.
  • a control unit 13
  • a computer smartphone or data carrier
  • 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.
  • 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.
  • the tolerances for the detection of a new route can be fixed for the entire operating time or continuously adjusted taking sensor values into account.
  • 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 may be less than in the area of high tire air pressure, for example above 2 bar.
  • 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.
  • 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 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 Vibration amplitude of the vehicle.
  • 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,
  • 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
  • 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 be
  • - Alphanumeric displays for example luminous digits, and / or - graphic displays
  • control unit can issue a recommendation for a reduction in the travel speed by means of an output unit, if
  • 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.
  • 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.
  • 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.
  • the slip is in the optimal range, but the deformation is again low, which again indicates that too much ballasting is carried.
  • the information determined by the control unit can be used to influence the vehicle directly beyond the adjustment of the tire pressure.
  • 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 example considers a wheel as an example. In practice, all wheels are controlled simultaneously and independently of one another.
  • Target pressure adjustment only when a limit value is exceeded. Values determined by the control unit:
  • the tractor drives on the field, reduces the speed and starts to giubbem.
  • Target pressure adjustment only when a limit value is exceeded. Values determined by the control unit:
  • Vibration (determined from state sensor values): none After a few minutes, the adjustment of the target pressure to the current conditions is complete.
  • Target pressure adjustment only when a limit value is exceeded. Values determined by the control unit:
  • Target pressure adjustment only when a limit value is exceeded. Values determined by the control unit:
  • 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.
  • Target pressure adjustment only when a limit value is exceeded. Values determined by the control unit:
  • 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 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.
  • Target pressure adjustment only when a limit value is exceeded. Values determined by the control unit:
  • Control unit The driver is shown on the control unit (13) that limit values are exceeded permanently and therefore optimal operation is not possible.
  • Target pressure adjustment only when a limit value is exceeded. Values determined by the control unit:
  • Control unit The setpoint pressure is increased until the limit value for the maximum vibration amplitude is no longer exceeded.
  • Target pressure adjustment only when a limit value is exceeded

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne une installation de réglage de pression de pneumatique pour véhicules terrestres comportant des roues équipées de pneumatiques, notamment pour des véhicules agricoles, tels que des tracteurs, et des véhicules routiers, tels que des voitures particulières, et un procédé de fonctionnement de ladite installation. Le but de la présente invention est de proposer une installation de réglage de la pression de pneumatiques pour véhicules terrestres, comportant des roues équipés de pneumatiques, laquelle installation évite les inconvénients de l'art antérieur. Ce but est atteint en ce que des capteurs détectent la déformation des pneumatiques (2), le patinage, les vibrations et les données de déplacement du véhicule (1) et d'autres valeurs d'environnement et de véhicule et ces valeurs de capteurs sont utilisées pour déterminer des valeurs de pression de consigne et un ajustement prédictif de la pression des pneumatiques est effectué.
PCT/DE2019/100351 2018-08-15 2019-04-16 Installation de réglage de pression de pneumatiques et procédé de fonctionnement de celle-ci Ceased WO2020035101A1 (fr)

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CN119142072A (zh) * 2024-08-21 2024-12-17 中国第一汽车股份有限公司 轮胎气压检测方法、装置、设备、介质及程序产品

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US20210276372A1 (en) * 2020-03-03 2021-09-09 Paccar Inc System and method for optimization of tire rolling resistance
CN112078309B (zh) * 2020-08-25 2022-07-26 惠州华阳通用电子有限公司 一种轮胎漏气检测方法和系统
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