System for automatic tyre pressure management in tyres of a vehicle and method thereof

Abstract

The present disclosure describes system for automatic tyre pressure management in tyres of vehicle. The system comprises automatic tyre equalization system (ATES) comprises a processing unit configured to detect uneven tyre pressure in tyres of the vehicle, provide equalization of pressure among tyres by allowing air to flow from one or more higher-pressure tyres to one or more lower-pressure tyres, in response to detection that delivery line pressure is below a target pressure value after equalization of pressure, inflate the at least one tyre to the target pressure value, in response to detection of tyre pressure of at least one tyre above the target pressure value after equalization of pressure, deflate excess pressure of air in the at least one tyre, and isolate, using the wheel isolator valve, air flow to tyre if pressure of the tyre drops by more than predetermined value within predetermined time period.

Description

FIELD OF INVENTION

[0001] The present disclosure generally relates to tyre pressure management, and, moreparticularly, the present disclosure relates to a system and a method for automatic tyrepressure management in tyres of a vehicle.BACKGROUND

[0002] Presently, the transportation industry in India faces several significant challengesrelated to tyre management, including uneven tyre wear, increased operational costs, safetyconcerns, and inefficiency in maintenance practices. These issues have a direct impact onfleet performance, cost-effectiveness, and safety, and are compounded by the lack ofeffective solutions currently available in the market.

[0003] Discarded tyres have significant negative environmental impacts. These tryescan contaminate soil and water, pose fire hazards, and become breeding grounds for diseasecarryingpests. Additionally, the improper disposal of tires contributes to air pollution andthe release of harmful greenhouse gases, accelerating climate change.

[0004] Uneven tyre pressure is a prevalent issue in the industry, particularly in vehicles usedfor long-haul transportation. Factors such as inconsistent load distribution, improper tyreinflation, and inadequate monitoring lead to tyres wearing out faster than expected andunevenly, which results in the premature failure of tyres. The failure to address this problemeffectively results in higher costs for tyre replacements, increased maintenance frequency,and reduced overall fleet productivity. In an industry where fuel costs represent a significantportion of operating expenses, such inefficiencies directly impact the bottom line.

[0005] Existing techniques for tyre maintenance are primarily manual, relying on periodicchecks and inflations. These practices are not only labor-intensive but also prone to humanerror, instrumentation / machine error, which makes it difficult to ensure consistent tyrepressure and uniform tyre wear. This results in inconsistent performance, increasedmaintenance costs, high maintenance time, and a lack of real-time monitoring, all of whichcontribute to an inefficient system that is inadequate for the growing demands of thetransportation sector.

[0006] Further, safety is another critical concern. When tyre pressure is not optimized,vehicles are at a higher risk of tyre blowouts, loss of stability, and accidents. In a countrywith long transportation routes and varying road conditions, such risks are amplified.Accidents caused by tyre failures not only endanger lives but also result in potential legalliabilities, further increasing operational costs and diminishing the reliability of fleetservices.

[0007] Specific challenges in the Indian context include: Driver Behaviour: A common issueis the tendency for drivers to over-inflate tyres, believing it will lead to lower dieselconsumption which they might pilferage. This practice leads to premature tyre wear andsignificant safety issues, higher tyre pressure may also cause braking distances to greatlyreduce, and / or be a factor for tire skidding on the roads, which increase the overall brakingdistance during an emergency braking event.

[0008] The challenges further include Extreme Temperatures: Systems primarily made forUS / European markets may not be adequate for Indian conditions, where ambienttemperatures can reach 50°C and road surface temperatures can be close to 65°C.

[0009] The challenges further include Poor Road Conditions: Unlike international roads,Indian road conditions are often poor. Low tyre pressure on such roads can directly impactwheels and suspension, potentially leading to damage to the chassis, suspension, axle and / orwheels while driving.

[0010] The challenges further include Prevalence of Tubed Tyres: There is a significant needfor a system compatible with tubed-type tyres, which are prevalent in India and requiredconsiderable research to address.

[0011] Further, in India, higher tyre inflation pressures are recommended compared to someother regions due to different axle load norms and the resulting increased load per tyre. Fleetmanagers and tyre manufacturers factor in this higher load when suggesting inflationpressures. This practice is adopted to ensure the tyre can safely handle the load and preventpremature wear or failure. Thus, there exist a need of a system that overcomes abovechallenges and provide an efficient system and a method for automatic tyre pressuremanagement in tyres of a vehicle.SUMMARY

[0012] This summary is provided to introduce a selection of concepts, in a simple manner,which is further described in the detailed description of the disclosure. This summary isneither intended to identify key or essential inventive concepts of the subject matter nor todetermine the scope of the disclosure.

[0013] The present disclosure describes a system for automatic tyre pressure managementin tyres of a vehicle. The system comprises an automatic tyre equalization system (ATES)integrated with at least one air source of the vehicle. The ATES comprises an ATES tankcoupled to the at least one air source of the vehicle, a first pressure protection valveconfigured to connect the ATES tank with the at least one air source, and a second pressureprotection valve configured to connect the ATES tank with the downstream components ofthe ATES system. The ATES system further comprises a non-return valve coupled to thesecond pressure protection valve and configured to restrict reverse air flow from the tyresback to the ATES tank, a Filter Regulator FR unit, at least one pressure sensor configured tomonitor pressure of the ATES tank and the tyres of the vehicle, a plurality of wheel isolatorvalve couples the tyres with each other, and a processing unit in communication with the atleast one pressure sensor and configured to detect uneven tyre pressure in the tyres of thevehicle, provide equalization of pressure among the tyres by allowing air to flow from oneor more higher-pressure tyres to one or more lower-pressure tyres, in response to detectionthat delivery line pressure is below a target pressure value after equalization of pressure,inflate, using the FR unit, the at least one tyre to the target pressure value, in response todetection of delivery line pressure above the target pressure value after equalization ofpressure, deflate, using the FR unit, excess pressure of air in the at least one tyre, and isolate,using the wheel isolator valve, air flow to a tyre if pressure of the tyre drops by more than apredetermined value within a predetermined time period.

[0014] In another embodiment, a method for automatic tyre pressure management in tyresof a vehicle is disclosed. The method comprises detecting uneven tyre pressure in the tyresof the vehicle, providing equalization of pressure among the tyres by allowing air to flowfrom one or more higher-pressure tyres to one or more lower-pressure tyres, in response todetecting that delivery line pressure is below a target pressure value after equalization ofpressure, inflating, using the FR unit, the at least one tyre to the target pressure value, inresponse to detecting that delivery line pressure above the target pressure value afterequalization of pressure, deflating, using the FR unit, excess pressure of air in the at leastone tyre, and isolating, using the wheel isolator valve, air flow to a tyre if pressure of thetyre drops by more than a predetermined value within a predetermined time period.

[0015] Thus, the ATES is a smart solution designed to evenly inflate and deflate the tyreson a vehicle, ensuring that they last longer, perform better, and improve safety. In otherwords, the ATES works by constantly checking and adjusting the air pressure in all the tyresof a vehicle. When the tyres have uneven pressure whether from heavy loads or improperinflation, the system automatically fixes the problem by balancing the pressure across all thetyres. This is done without the need for the driver or maintenance team to manually checkeach tyre.

[0016] Further, the present disclosure solves the common problems in the transportationindustry, like uneven tyre wear, higher fuel costs, and safety risks caused by tyres that aren'tproperly inflated. By making sure all tyres are in top condition, ATES helps to reduce thecost of replacing tyres, improves fuel efficiency, and lowers the chance of accidents due tovarious reasons. It's a more reliable and efficient way of managing tyres than the old, manualmethods that are prone to human error and missed issues.

[0017] In essence, the ATES automates the entire process of managing tyre pressure, makingit easier, faster, and safer for fleet operators. It's like having a built-in, 24 / 7 mechanic for thetyres that ensures tyres always working at their best, without any extra effort required.

[0018] The foregoing summary is illustrative only and is not intended to be in any waylimiting. In addition to the illustrative aspects, and features described above, further aspects,and features will become apparent by reference to the drawings and the following detaileddescription.BRIEF DESCRIPTION OF DRAWINGS

[0019] The accompanying drawings, which are incorporated in and constitute a part of thisdisclosure, illustrate exemplary aspects and, together with the description, serve to explainthe disclosed principles. Some aspects of system and / or methods in accordance with aspectsof the present subject matter are now described, by way of example only, and with referenceto the accompanying Figures, in which:

[0020] FIG. 1 shows a complete pneumatic system layout for tyre pressure management ina vehicle, in accordance with some aspects of the present disclosure;

[0021] FIG. 2 shows automatic tyre equalization system (ATES) air tank assembly, inaccordance with some aspects of the present disclosure;

[0022] FIG. 3(a) shows pressure protection valve 1 in closed condition, in accordance withsome aspects of the present disclosure;

[0023] FIG. 3(b) shows pressure protection valve 1 in open condition, in accordance withsome aspects of the present disclosure;

[0024] FIG. 4 shows control box assembly details, in accordance with some aspects of thepresent disclosure;

[0025] FIG. 5 shows another pressure protection valve, in accordance with some aspects ofthe present disclosure;

[0026] FIG. 6 shows manifold assembly, in accordance with some aspects of the presentdisclosure;

[0027] FIG. 7 shows axle hose assembly, in accordance with some aspects of the presentdisclosure;

[0028] FIG. 8 shows hubcap assembly, in accordance with some aspects of the presentdisclosure;

[0029] FIG. 9 shows wheel isolator valve assembly, in accordance with some aspects of thepresent disclosure;

[0030] FIG. 10(a) shows wheel isolator valve assembly in closed condition, in accordancewith some aspects of the present disclosure;

[0031] FIG. 10(b) shows wheel isolator valve assembly in open condition, in accordancewith some aspects of the present disclosure;

[0032] FIG. 11 shows tyre end chuck pipe assembly, in accordance with some aspects ofthe present disclosure;

[0033] FIG. 12 shows tyre end chuck U-bend pipe assembly, in accordance with someaspects of the present disclosure;

[0034] FIG. 13(a) shows ATES pneumatic circuit for underinflated condition, in accordancewith some aspects of the present disclosure;

[0035] FIG. 13(b) shows ATES pneumatic circuit for overinflated condition, in accordancewith some aspects of the present disclosure;

[0036] FIG. 13(c) shows ATES pneumatic circuit for uneven pressure condition, inaccordance with some aspects of the present disclosure; and

[0037] FIG. 13(d) shows ATES pneumatic circuit for brake tank pressure drop condition,in accordance with some aspects of the present disclosure;

[0038] Further, those skilled in the art will appreciate that elements in the figures areillustrated for simplicity and may not have necessarily been drawn to scale. Furthermore, interms of the construction of the device, one or more components of the device may havebeen represented in the figures by conventional symbols, and the figures may show onlythose specific details that are pertinent to understanding the aspects of the present disclosureso as not to obscure the figures with details that will be readily apparent to those skilled inthe art having the benefit of the description herein.DETAILED DESCRIPTION OF THE DISCLOSURE

[0039] For the purpose of promoting an understanding of the principles of the disclosure,reference will now be made to the aspect illustrated in the figures and specific language willbe used to describe them. It will nevertheless be understood that no limitation of the scopeof the disclosure is thereby intended. Such alterations and further modifications in theillustrated system, and such further applications of the principles of the disclosure as wouldnormally occur to those skilled in the art are to be construed as being within the scope of thepresent disclosure. It will be understood by those skilled in the art that the foregoing generaldescription and the following detailed description are exemplary and explanatory of thedisclosure and are not intended to be restrictive thereof.

[0040] In the present document, the word "exemplary" is used herein to mean "serving as anexample, instance, or illustration." Any aspect or implementation of the present subjectmatter described herein as "exemplary" is not necessarily to be construed as preferred oradvantageous over other aspects.

[0041] The terms "comprise", "comprising", or any other variations thereof, are intended tocover a non-exclusive inclusion, such that one or more devices or sub-systems or elementsor structures or components preceded by "comprises... a" does not, without more constraints,preclude the existence of other devices, sub-systems, additional sub-modules. Appearancesof the phrase "in an aspect", "in another aspect" and similar language throughout thisspecification may, but not necessarily do, all refer to the same aspect.

[0042] Unless otherwise defined, all technical and scientific terms used herein have the samemeaning as commonly understood by those skilled in the art to which this disclosure belongs.The system, methods, and examples provided herein are only illustrative and not intended tobe limiting. A system (standalone, client or server computer system) configured by anapplication may constitute a "unit" (or "subsystem") that is configured and operated toperform certain operations. In one aspect, the "unit" or "subsystem" may be implementedmechanically or electronically, so a unit includes dedicated circuitry or logic that ispermanently configured (within a special-purpose processor) to perform certain operations.In another aspect, a "unit" or "subsystem" may also comprise programmable logic orcircuitry (as encompassed within a general-purpose processor or other programmableprocessor) that is temporarily configured by software to perform certain operations.

[0043] Accordingly, the term "unit" or "subsystem" should be understood to encompass atangible entity, be that an entity that is physically constructed permanently configured(hardwired) or temporarily configured (programmed) to operate in a certain manner and / orto perform certain operations described herein.

[0044] FIG. 1 shows a pneumatic circuit overview of a system for automatic tyre pressuremanagement in tyres of a vehicle, in accordance with some aspects of the present disclosure.

[0045] The diagram of fig. 1 illustrates a complete pneumatic system layout 100. Thecomplete pneumatic system layout 100 may include a compressor, brake air tank, auxiliaryair tank assembly with Pressure Protection Valve 1 (PPV1), and the control box assemblycomprising PPV2, Non-Return Valve, Filter-Regulator (FR) unit, Directional Control Valve(DCV), wheel isolator valves. In an aspect, the pneumatic system layout 100 may includetyres. The tyres may be of multi-axle or single axle vehicles. All interconnecting conduitsare labelled 101 through 116. In one non limiting aspect, the complete pneumatic systemlayout 100 may further include a pressure booster for tyres usually used for inflating thetyres. The complete pneumatic system layout 100 may further include centralized pressuremonitoring system that monitors the air pressure in a vehicle's tires and alerts the driver, andprovide real-time monitoring through the internet of things present in the vehicle, to anypressure drops. In one non-limiting aspect, the centralized pressure monitoring system maybe a pressure switch.

[0046] In an aspect of the present disclosure, the setup shown in fig. 1 is for a 2-axle trailerconfiguration, where tyres 1, 2, 3, and 4 are mounted on Axle 1, and tyres 5, 6, 7, and 8 aremounted on Axle 2. Although, in practice, the number of brake tanks (combined in the primemover and trailer) is typically five or more, for clarity, only one brake tank is represented inthe fig. 1.

[0047] In an aspect, the pneumatic system may comprise air supply and safety control thatallows compressed air to flows from the compressor to the brake air tank via conduit 101.Conduit 102 connects the brake tank to PPV1. PPV1 ensures that air flows forward onlywhen the input pressure exceeds its opening pressure of 8 bar. However, the said inputpressure value is exemplary and may vary from pneumatic system to another.

[0048] This safeguards the braking system by ensuring air is diverted to the auxiliary ATEStank only when the brake tank maintains sufficient pressure for safe braking. If the pressuredrops below the closing pressure of PPV1 (for e.g., ~6 Bar) -due to repeated braking orsystem faults-PPV1 blocks the supply to the auxiliary tank.

[0049] In an aspect of the present disclosure, an auxiliary supply flow path may be providedby conduit 103 that connects the outlet of the ATES tank to the inlet of PPV2. PPV2 operatessimilarly to PPV1 and is followed in series by an NRV, FR unit, and DCV.

[0050] In an aspect, to provide NRV functionality, the Non-Return Valve allows airflowonly in the direction from the ATES tank to the tyres, preventing backflow from the tyres tothe air tanks in case of pressure reversal. Further, the FR unit filters debris, regulatesdownstream air pressure to the desired tyre pressure, and lubricates downstream seals toensure valve longevity and smooth operation.

[0051] In an aspect, the Directional Control Valve (DCV)may be coupled to the output ofthe FR unit. The FR unit may connect to a 3 / 2 normally closed solenoid-operated DCV. Inthe vehicles' off state, the DCV remains closed i.e., blocking airflow coming from the FR toport 2 and connecting Port 2 to the exhaust (Port 3). When the vehicle is switched on, thesolenoid actuates the valve, connecting Ports 1 and 2 to allow airflow towards the tyres viaconduit 104.

[0052] In an aspect, the air distribution to tyres is described. The air from the DCV reachesa manifold, where it is split and sent via axle lines to hubcap-mounted wheel isolator valves.Each isolator valve serves two tyres. Further, wheel isolator valves only allow air to passthrough to the tyres if the input pressure exceeds their preset opening pressure. This safetyfeature isolates air supply in case of tyre leakage or puncture, preventing system-widepressure loss. The outputs of the isolator valves are connected to tyres through conduits 109to 116.

[0053] In one non-limiting aspect of the present disclosure, the pneumatic system 100 maycomprise a processing unit or a processor or a controller (not shown) for controlling variousoperations of different components of the pneumatic system 100, as discussed in aboveaspects. In another non-limiting aspect of the present disclosure, the different componentsof the pneumatic system 100 may comprise necessary hardware / software control circuitryfor performing various operations of different components of the pneumatic system 100, asdiscussed in above aspects. In one non-limiting aspect, the pneumatic system 100 maycomprise a pressure booster to step up the pressure if it is not adequately being delivered.

[0054] FIG. 2 shows automatic tyre equalization system (ATES) air tank assembly, inaccordance with some aspects of the present disclosure.

[0055] Fig. 2 diagram illustrates the components of the ATES air tank assembly 200.Pressure protection valve part 66 is shown as a calibrated assembly. Ball Valve (Part 65)may be used to manually shut off the air supply to the control box. Converter (Part 64) maybe used to connect the ball valve to air tank.

[0056] In an aspect, the ATES air tank assembly may also comprise Elbow Ferrule (Part 46)that is the output port of the ATES tank Assembly. Drain Valve (Part 59) which is providedfor purging accumulated water from the tank. Plug (Part 61) that blocks an unused port onthe tank. Port (Part 60) is an Extra Port on tank for future purposes. Tank Mounting Setup(Parts 62 and 63) may be used for securely mounting the air tank on Trailer's chassis.

[0057] In an aspect, fig.2 further illustrates an exploded view of the PPV1 assembly is alsoincluded, featuring the ferrule (Part 67), PPV body (Part 45), input port (Part 47), output port(Part 48), rubber washer (Part 5B), spool assembly (Part 13), spring (Part 14), and end plug(Part 15). In one non-limiting aspect, the PPV1 assembly may include copper washer (notshown).

[0058] In an aspect, the air supply conduit from the brake tank connects to the ferrule (Part67) of the PPV1 assembly. The PPV1 is calibrated to open at approximately 8 bars. Oncethe pressure at the inlet port of the PPV1 (Part 47) exceeds the set opening pressure, airbegins to flow downstream through the outlet port (Part 48), allowing the ATES tank to fill.However, the above pressure value is exemplary and may vary from one tyre managementsetup to another.

[0059] In an aspect, the pressurized air stored in the ATES tank is then directed toward thecontrol box assembly. The outlet port of the tank is fitted with an elbow ferrule (Part 46), towhich the pneumatic conduit for the control box is connected. A ball valve (Part 65) isinstalled at this outlet to enable isolation of the air supply to the control box duringmaintenance activities. The control box or control box assembly is discussed in further detailin fig. 4 in below aspects.

[0060] FIG. 3(a) shows pressure protection valve 1 in closed condition, in accordance withsome aspects of the present disclosure.

[0061] FIG. 3(a) illustrates PPV1 functioning 300a in Closed Condition. The working of thePPV1 in its closed state, where air entering through the inlet port (Part 47) is restricted fromflowing to the outlet port (Part 48). A sectional view is provided in the figure to depictinternal components and airflow behavior.

[0062] The spring (Part 14) is preloaded by tightening the end plug (Part 15), which appliesa compressive force on the spool (Part 13). The magnitude of this force depends on thestiffness of the spring and how much it is compressed, which can be controlled by tighteningor loosening the end plug (Part15). In the illustrated condition, the step washer (Part 20) offig. 9 is seated firmly on its seat, creating a seal that prevents airflow from the inlet to theoutlet. When pressurized air from the brake tank enters the inlet port, it exerts a force on thespool in the direction opposite to the spring force. This opposing force is a product of theinlet pressure and the exposed area of the step washer.

[0063] In the closed condition, the spring force acting on the spool is greater than theopposing force generated by the inlet pressure. As a result, the spool remains in its seatedposition, and the valve stays closed, blocking the air passage to the outlet.

[0064] FIG. 3(b) shows pressure protection valve 1 in open condition, in accordance withsome aspects of the present disclosure.

[0065] FIG. 3(b) illustrates PPV1 functioning 300b in Open Condition. Opposite to thepreviously described closed condition, here the force exerted by the inlet air pressure on thespool exceeds the force applied by the spring. As a result, the spool moves toward the springside, compressing the spring. This movement opens the internal passage, allowing air to flowfrom the inlet port (part47) to the outlet port (part 48).

[0066] FIG. 4 shows control box assembly details, in accordance with some aspects of thepresent disclosure.

[0067] FIG. 4 illustrates components and working of the Control Box Assembly 400. TheControl Box Assembly 400 includes the PPV2 assembly (Part 28), a 1 / 4" male coupler (Part29), NRV (Part 30), the FR unit (Part 32), the DCV (a 3 / 2 normally closed solenoid-operatedDirection Control Valve, Part 34), silencer (Part 36), Tee Block (Part 39), pressureswitch / pressure sensor (Part 41), ferrule (Part 42), end plug (Part 40), three aligners (Part31), and three chuck nuts (Part 38) used to connect NRV to FR, FR to DCV, and DCV to theTee block. Additional parts include a silencer (Part 43), chuck nut (Part 44), and grommet(Part 37). The Control Box itself and its cover plate are shown as Part 26 and 27, respectively.

[0068] In an embodiment, the PPV2 receives air from the ATES tank through a conduit thatpasses via the grommet (Part 37) and connects to the elbow ferrule (Part 46) (as shown infig. 5) of the PPV2 assembly. The PPV2 operates in the same way as PPV1-it remainsclosed until the inlet pressure reaches approximately 8 bar. Once this threshold is crossed,the valve opens and allows air to flow downstream to the NRV. However, the above pressurevalue is exemplary and may vary from one tyre management setup to another.

[0069] The NRV is a one-way valve that permits airflow in a single direction-towards thetyres. If, at any point, the pressure at the NRV's inlet drops below that at its outlet, reverseflow is prevented. The FR unit comprising a Filter, Regulator follows the NRV. The Filterremoves debris or any foreign particles from the air. The Regulator sets the desired outletpressure for tyre inflation. In one non-limiting aspect, the FR unit may comprise a lubricatorthat ensures proper lubrication of seals in downstream pneumatic components.

[0070] The output of the FR is connected to a 3 / 2 normally closed solenoid-operated DCV(Part 34). In the vehicle's OFF condition, the DCV blocks airflow from the FR to Port 2 andconnects Port 2 to the exhaust (Port 3). When the vehicle is switched ON, the solenoidactivates the valve, connecting Port 1 (inlet) to Port 2 (outlet), allowing air to flow towardthe tyres via output port (Part 42).

[0071] A Tee Block (Part 39) with a Pressure Switch / Pressure Sensor (Part 41) is integratedto provide system pressure feedback to the driver or a fleet manger over internet. Thepressure switch is a NO / NC type and is set to trigger at ~10 psi below the target tyre pressure.When the pressure remains above this threshold, a green indicator lights up in the driver'scabin. If it falls below, a red indicator is triggered.

[0072] The air escapes out during the deflation process through FR (Part 32) and throughDCV (Part 34) when the vehicle is turned off. This air escapes through the control box viathe silencer (Part 43) and to fasten this in control box a chuck nut (Part44) is used.

[0073] FIG. 5 shows another pressure protection valve, in accordance with some aspects ofthe present disclosure.

[0074] FIG. 5 illustrates detailed exploded view of pressure protection valve PPV2 assembly500. The PPV2 assembly 500 features an elbow ferrule (Part 46), copper and rubber washers(Parts 5 & 5B), the PPV body (Part 45), a spool assembly (Part 13) that fits inside the body,a spring (Part 14) placed over the spool assembly, and an end plug (Part 15, 1 / 2" BSP) usedto compress the spring and set the valve's opening pressure.

[0075] The working mechanism of PPV2 is exactly the same as that of PPV1. The onlynotable difference is that PPV2 uses an elbow ferrule at the inlet instead of a straight one,accommodating the specific routing needs of the control box assembly.

[0076] FIG. 6 shows manifold assembly, in accordance with some aspects of the presentdisclosure.

[0077] FIG. 6 shows the manifold assembly 600 featuring the manifold body (Part 58), brassferrules (Part 59), a mounting bracket for the manifold (Part 56), and nut / bolt hardware forsecuring the assembly (Part 57). The example shown is designed for a two-axle configurationand includes five ports: one port is connected to the output port of the control box (Part 42),while the remaining four ports are used to route pneumatic conduits to the four axle hosesthat connect to the hub caps assembly. The manifold distributes the air coming from thecontrol box to four separate axle hoses so that the air can be transferred to the hubcapassemblies. However, present disclosure is not limited to axle hose and any other part is wellwithin the scope of present disclosure.

[0078] FIG. 7 shows axle hose assembly, in accordance with some aspects of the presentdisclosure.

[0079] FIG. 7 shows an Axle Hose Assembly 700 featuring the Elbow Ferrule (Part 70),Ferrule Nut (Part 71), Axle Mounting Nut (Part 72), Chuck Nut (Part 69), PTFE Hose (Part68), and a Rotary Connector (Part 73). The pneumatic pipe coming from the manifoldassembly is connected to the Elbow Ferrule. Once the axle hose is routed inside the axle asper the standard operating procedure (SOP), the Axle Mounting Nut (Part 72) is screwedonto the axle, and the Chuck Nut (Part 69) is tightened while maintaining the requiredalignment of the Elbow Ferrule. In one non-limiting aspect, pneumatic pipe may be a PA12pipe.

[0080] The other end of the assembly, i.e. the Rotary Connector (Part 73), is connected tothe Rotary Union (Part 3) of the Hubcap Assembly.

[0081] FIG. 8 shows hubcap assembly, in accordance with some aspects of the presentdisclosure.

[0082] FIG. 8 illustrates exploded view of the Hubcap Assembly 800. The HubcapAssembly 800 may comprise Rubber washer (12x7). The Hubcap Assembly 800 features thehubcap (Part 1), Isolator Valve Assembly (Part 2), Rotary Union (Part 3), copper washers(Parts 4, 5, 6), Wheel Valve Arm Connector (Part 7), rubber washer (Part 8), hubcap rubberwasher (Part 9), Dual Hole Connector (Part 10), and the Dual Hole Connector RestrictorPlate (Part 11). In one non-limiting aspect, the Wheel Valve Arm Connector (Part 7) may bereplaced by a Dual Hole Arm Connector type system.

[0083] In an aspect, the wheel isolator valve has one inlet (which connects to the RotaryUnion) and two outlets that route to two separate tyres. First, the calibrated Wheel IsolatorValve's inlet (Port 23) (as shown in fig. 9) is connected to the Rotary Union (Part 3) usingcopper washers (Parts 4 & 5). Then, the outlet port of the valve (Port 24) (as shown in fig.9) is connected to the Wheel Valve Arm Connector (Part 7) using a copper washer (Part 6)and rubber washer (Part 8). This assembly is mounted on the hubcap using nut and boltfasteners (Part 74 & 76). After that, the Dual Hole Connector (Part 10) is connected to theWheel Valve Arm Connector using the hubcap rubber washer (Part 9). Finally, the DualHole Connector Restrictor Plate (Part 11) is fixed using a rivet joint to prevent loosening ofthe connector during handling or service. In one non-limiting aspect, a washer is presentbetween the Dual Hole Connector and the Wheel Valve Arm Connector.

[0084] In an aspect, the working principle is described. The Rotary Union facilitates thetransfer of pressurized air while allowing relative rotational motion. One end of the RotaryUnion, which is connected to the axle hose, remains stationary with respect to the hose, whilethe other end rotates along with the hubcap when the vehicle is in motion.

[0085] The Isolator Valve provides pressure-based isolation between the two tyres toprevent complete system failure in the event of a puncture or burst. It functions like a pair ofPressure Protection Valves (PPVs) sharing a common inlet. Air from the Wheel IsolatorValve's inlet flows to the outlets only when the inlet pressure exceeds the defined openingpressure. The internal assembly and detailed working of the Isolator Valve are illustrated inthe below aspects.

[0086] FIG. 9 shows wheel isolator valve assembly, in accordance with some aspects of thepresent disclosure.

[0087] Fig. 9 illustrates the exploded view of the Wheel Isolator Valve Assembly 900, whichconsists of the wheel valve isolator body (Part 12), within which two spool assemblies (Part13) are installed to serve the two outlet ports. Each spool is fitted with a spring (Part 14) overit, and the spring Compression is adjusted using an end plug (Part 15) that compresses thespring to define the valve's opening pressure. The isolator body includes an input port (Port23) and two outlet ports (Port 24), and three grub screws (Part 17) are used to block anyunused vanes inside the valve. In one non-limiting aspect, the Wheel Isolator ValveAssembly may also comprise a ring (Part 18).

[0088] Each spool assembly (Part 13) includes a spool body (Part 19), O-rings (Part 22) forsealing, a step washer (Part 20), and a screw (Part 21) to secure the washer. This dual spoolconfiguration enables the isolator valve to split the air supply from the axle hose into twoseparate paths, each directed to a different tyre, while maintaining the same control logic asa Pressure Protection Valve (PPV).

[0089] Functionally, the isolator valve operates just like a PPV-it prevents airflow to thetyres unless the inlet pressure exceeds a calibrated opening pressure. This opening pressureis set approximately 10 PSI below the target tyre pressure. When air enters the inlet port(Port 23), it cannot pass through to the outlets unless this threshold is reached. This designprotects the system from failure scenarios such as tyre punctures, leakages, or bursts. In anyof these cases, the pressure at the inlet drops, causing the valve to close and isolate the tyresfrom the rest of the pneumatic system-thereby preventing a total loss of pressure andensuring continued operation of the remaining components.

[0090] FIG. 10(a) shows wheel isolator valve assembly in closed condition, in accordancewith some aspects of the present disclosure.

[0091] FIG. 10(a) illustrates the sectional view 1000a of the Wheel Isolator Valve in itsclosed condition. The design logic closely mirrors that of PPV1 when it is closed. In bothvalves, airflow is blocked at the outlet until the pressure at the inlet port builds up andexceeds a predefined opening pressure.

[0092] In this closed state, the spring-loaded spool assembly inside the isolator valveremains pushed against the seat, sealing the flow path. This happens because the inletpressure (Port 23) (of fig. 9) is still below the set opening threshold (~10 PSI below the targettyre pressure). As a result, air cannot pass through to the outlet ports (Port 24), ensuring thetyres remain isolated until sufficient pressure is available.

[0093] This pressure threshold mechanism ensures system protection. Just like in PPV1, theisolator valve remains shut during low-pressure conditions-such as when the system is firstcharging or if there's a leak or puncture, the wheel isolator valve prevents air from escapinginto a potentially compromised tyre.

[0094] Once the inlet pressure crosses the calibrated threshold, the spring is compressed, thespool shifts position, and airflow is allowed through to both outlet ports, supplying air to thetyres.

[0095] The closing pressure of both the isolator valve and the PPV is significantly lowerthan their respective opening pressures. This difference arises because the effective area ofthe spool exposed to air pressure varies between the opening and closing conditions,resulting in different forces acting on the spool for the same given Pressure. Consequently,this variation in force creates the hysteresis between opening and closing pressures.

[0096] FIG. 10(b) shows wheel isolator valve assembly in open condition, in accordancewith some aspects of the present disclosure.

[0097] FIG. 10(b) illustrates the sectional view 1000b of the Wheel Isolator Valve in openstate or condition. The valve operates on a pressure-actuated spool mechanism similar toPPV1, allowing airflow to pass through only when the inlet pressure exceeds a presetopening threshold.

[0098] As the inlet pressure (Port 23) rises and surpasses the calibrated opening pressure(approximately 10 PSI below the target tyre pressure), the air force acting on the spoolovercomes the opposing spring force. This causes the spring-loaded spool assembly to shiftaway from the outlet side, compressing the spring and creating an open flow path.

[0099] In this condition, air is allowed to pass freely from the inlet port through to the outletports (Port 24), supplying the tyres with the required air pressure. The valve remains stablein this open position as long as the inlet pressure is maintained above the closing pressure,which is significantly lower due to the different effective spool areas exposed to air pressureduring opening and closing.

[0100] This mechanism ensures that the tyres receive air only when sufficient systempressure is available, maintaining tire integrity and system efficiency by preventingpremature or unnecessary airflow.

[0101] FIG. 11 shows tyre end chuck pipe assembly, in accordance with some aspects ofthe present disclosure.

[0102] FIG. 11 depicts the pipe assembly 1100 used to connect the output of the hubcapassembly specifically the dual hole connector to the nozzle of the inner tyre. The assemblyconsists of the tyre end chuck nipple (Part 55), tyre end chuck (Part 54), tyre end hose (Part51), hub end chuck (Part 49), and hub end chuck nipple (Part 50). These components worktogether to provide a secure and airtight connection between the hubcap output and the innertyre nozzle, ensuring proper air flow and tyre inflation or deflation.

[0103] FIG. 12 shows tyre end chuck U-bend pipe assembly, in accordance with someaspects of the present disclosure.

[0104] FIG. 12 shows the pipe assembly 1200 used to connect the output of the hubcapassembly specifically the dual hole connector to the nozzle of the outer tyre. The pipeassembly features a U bend in the nipple to accommodate the positioning requirements ofthe outer tyre. Instead of the tyre end chuck nipple and tyre end chuck used in the inner tyreassembly, this assembly uses the tyre end U bend chuck nipple (Part 52) and the tyre end Ubend chuck (Part 53). These parts, along with the tyre end hose (Part 51), hub end chuck(Part 49), and hub end chuck nipple (Part 50), work together to provide a secure, airtightconnection to ensure proper air flow and inflation of the outer tyre.

[0105] FIG. 13(a) shows ATES pneumatic circuit for underinflated condition, in accordancewith some aspects of the present disclosure.

[0106] FIG. 13(a) illustrates the working 1300a of the Automatic Tyre Equalization orInflation Deflation System (ATES) during the inflation condition, i.e., when all tyres arebelow the set target pressure.

[0107] In this state, compressed air is drawn from the vehicle's brake air tank, whichtypically operates at system-level pressure (~8-10 bar). The air flows into the AuxiliaryATES Tank, which acts as a dedicated air reservoir for the ATES system.

[0108] From the Auxiliary ATES Tank, air is routed to the Pressure Protection Valve(PPV2). This valve remains closed until the pressure at its inlet exceeds a set threshold (~8bar). Once that threshold is met, the valve opens, allowing air to pass to the next stage in thesystem.

[0109] The air then flows through a Non-Return Valve (NRV), which prevents any backflowfrom the downstream side, maintaining directional flow integrity. From here, the air entersthe FR unit-which consists of a Filter and Regulator. The filter removes solid contaminants,the regulator ensures the output pressure aligns with tyre inflation requirements. Further, inone non-limiting aspect, the FR unit includes a lubricator that provides trace lubrication toprotect moving components in the downstream circuit.

[0110] Next, the air reaches the 3 / 2 Normally Closed Solenoid-Operated Directional ControlValve (DCV). In the energized state (vehicle in ON condition), the solenoid shifts the valveto allow air to flow from Port 1 (input from FR) to Port 2 (output to manifold).

[0111] This pressurized air is then directed to the manifold assembly, which distributes theairflow into four axle hoses-each routed through the axle to its respective hubcap. Eachaxle hose is connected to a rotary connector, which allows for continuous air transfer to therotating hubcap without restricting motion.

[0112] At the wheel end, air flows into the Hubcap Assembly, entering the Wheel IsolatorValve. This valve has one inlet and two outlets-one for each tyre on the axle end. TheWheel Isolator Valve ensures that air only flows to the tyres if the pressure at its inlet exceedsa calibrated opening threshold, typically set ~10 PSI below the target inflation pressure. Inan aspect, Air at its inlet matters as the larger are of the spool is exposed to air at the inletwhen it is in closed condition. output pressure has very less effect on opening pressure asvery minimal area is exposed to output area (the o rings).

[0113] This feature is designed not to prevent overinflation, but to protect the system againstunder pressure-related failures-such as those caused by punctures, leaks, or tyre bursts. Ifthe inlet pressure drops below the calibrated Closing point, the isolator valve closes off theflow path to the tyres, effectively isolating them and preventing loss of system air through afailed tyre.

[0114] Finally, once the isolator opens, air flows through the Dual Hole Connector (DHC)into both tyres on the wheel end, allowing them to inflate simultaneously until the systemreaches the target pressure. However, the above pressure values are exemplary and may varyfrom ATES to another.

[0115] Throughout this operation, a pressure switch / pressure sensor mounted on a Tee blockdownstream of the DCV monitors the air pressure. If the system is unable to reach ormaintain the required pressure, the switch triggers a warning indicator on the dashboard(green for OK, red for low pressure), informing the driver of potential tyre pressure issues.

[0116] This configuration enables safe, automatic tyre inflation from the vehicle's onboardpneumatic circuit, improving tyre performance, safety, and overall fuel efficiency.

[0117] FIG. 13(b) shows ATES pneumatic circuit for over-inflated condition, in accordancewith some aspects of the present disclosure.

[0118] FIG. 13(b) illustrates the working 1300b of the ATES (Automatic Tyre EqualizationSystem) pneumatic circuit during an over-inflation condition, i.e., when the pressure in oneor more tyres exceeds the calibrated target pressure.

[0119] In this condition, excess air from the tyres (Tyres 1 to 8) flows back through thepneumatic path starting from the Hubcap Assembly, entering via the Dual Hole Connector(DHC), and passing through the Wheel Isolator Valve, which remains open since thepressure is above its calibrated threshold.

[0120] The air continues through the Rotary Union, into the Axle Hose Assembly, andreaches the Manifold, which collects the return air from all axle lines and routes it towardthe Control Box. The 3 / 2 Solenoid-Operated Directional Control Valve (DCV) is in theenergized state in this condition, which connects Port 2 (return air from the manifold) to Port1 (leading to the FR unit).

[0121] As a result, the over-pressurized air flows into the FR, where the regulator exhauststhe excess pressure to the atmosphere until the tyre pressure drops to the target level.

[0122] FIG. 13(c) shows ATES pneumatic circuit for uneven pressure condition, inaccordance with some aspects of the present disclosure.

[0123] FIG. 13(c) illustrates the working 1300c during Uneven Pressure Condition withinthe ATES (Automatic Tyre Equalization System). In this scenario, the tyre pressures areunequal some tyres have higher pressure, while others have lower pressure than the target.

[0124] The system's response begins with equalization, where air from higher-pressure tyresflows toward lower-pressure tyres through the interconnected pneumatic circuit. Thistransfer occurs via the Hubcap Assemblies, Wheel Isolator Valves, Rotary Unions, AxleHoses, and Manifold, all leading to the Control Box.

[0125] Once the pressures between all tyres equalize (equilibrium condition), the systemchecks the new common pressure against the preset target pressure:

[0126] If the equilibrium pressure is lower than the target pressure, the system behaves likein the under-inflation scenario, drawing air from the auxiliary ATES tank to inflate all tyresup to the desired pressure.

[0127] If the equilibrium pressure is higher than the target, the system acts like the overinflationcondition, with the excess air vented through the FR unit's regulator (via theenergized DCV), reducing the pressure to match the target.

[0128] This intelligent response ensures balanced pressure distribution and maintainsoptimum tyre conditions under varying pressure discrepancies.

[0129] FIG. 13(d) shows ATES pneumatic circuit for brake tank pressure drop condition,in accordance with some aspects of the present disclosure.

[0130] FIG. 13(d) illustrates the working 1300d during a condition where the air pressure inthe brake tanks drops, which may occur due to braking application or a leak in the brake line.In such a situation, the Non-Return Valve (NRV) plays a critical role by preventing reverseflow of air from the delivery line or tyres back into the brake tank, thereby preserving theinflation system's integrity.

[0131] If the brake tank pressure drops below the calibrated closing pressure of the PressureProtection Valve (PPV1), the PPV1 closes automatically, isolating the ATES circuit fromthe brake tank. This action ensures that the primary braking system is not compromised bythe tyre inflation system during low-pressure conditions, prioritizing vehicle safety.

[0132] Thus, the Automatic Tyre Equalization System (ATES) is a pneumatically controlledonboard tyre pressure management system designed for multi-axle heavy vehicles (e.g.,trailers) to automatically monitor, inflate, deflate, and isolate tyres to maintain a targetpressure. The system ensures optimal tyre pressure conditions in real time by utilizing thevehicle's own pneumatic brake infrastructure with added dedicated components.

[0133] In aspect of the present disclosure, the ATES system integrates with the vehicle's airsource, comprising the existing air compressor and brake tank(s) of the prime mover. Thepressurized air is tapped through PPV1 (Pressure Protection Valve 1) into a dedicatedAuxiliary ATES Tank. PPV1 is a mechanical valve that ensures the brake tank maintains aminimum set pressure (typically 7-8 bar) before permitting air flow into the ATES tank,thus prioritizing braking safety.

[0134] From the ATES tank, air flows to the Control Box Assembly, a centrally mountedunit on the trailer chassis housing multiple critical pneumatic and safety components:

[0135] PPV2 (Pressure Protection Valve 2): Offers system redundancy by shutting off airflow to downstream components in case of significant pressure loss due to hose rupture orleakage, preserving ATES tank pressure and protecting the braking system. Its closingpressure is typically calibrated ~6 bar.

[0136] NRV (Non-Return Valve): Prevents reverse air flow from the tyres back to the tank,especially important when the tank pressure is lower than tyre pressure, such as duringbraking events or temporary tank depletion.

[0137] FR Unit (Filter, Regulator). The filter removes particulates and moisture from the air(e.g., rust from tanks) to protect sensitive downstream components. The regulator preciselymaintains the target tyre inflation pressure (e.g., 145 PSI). It also allows controlled deflationby exhausting air from over-inflated tyres through the same unit. Further, in one non-limitingaspect, the FR unit includes a lubricator that introduces micro-doses of lubrication into theair stream to preserve internal seals of the DCV and wheel isolators for long-term durability.

[0138] DCV (Direction Control Valve): A 3 / 2 solenoid-operated, normally closed valve. Itremains closed (de-energized) when the vehicle is off, disconnecting and depressurizing thetyre delivery lines to avoid leakage during long parking intervals. When the ignition is ON,the DCV is energized, connecting the ATES tank to the tyres via downstream manifolds.

[0139] In one non-limiting aspect, at least one pressure switch / sensor that continuouslymonitors system pressure and provides feedback to the driver interface or alert unit in thecabin.

[0140] From the control box, air is routed via a manifold, which distributes it into axledelivery hoses. The manifold is designed to handle various axle configurations (e.g., two orthree axles) and splits air supply into multiple independent axle lines. Each manifold outletconnects to a dedicated Axle Hose Assembly, comprising a PTFE hose with end connectorsand ferrules routed inside drilled axles according to SOP guidelines. These hoses terminateat a Rotary Connector, which links to the rotating Hubcap Assembly.

[0141] In an aspect Hubcap Assembly and Wheel Interface is disclosed. At the wheel end,the Hubcap Assembly houses a Rotary Union, allowing rotational freedom of the wheelwhile maintaining sealed air transfer from the stationary axle hose. The union connects to aWheel Isolator Valve Assembly and then it is attached to the hubcap.

[0142] The Wheel Isolator Valve is a spool-spring-based mechanical valve mounted insidethe hubcap. It has one inlet and two outlets, supplying a dual tyre configuration. The valveoperates on a pressure threshold mechanism. The Wheel Isolator Valve allows air to pass tothe tyres when the supply pressure exceeds the calibrated opening pressure, typically ~10PSI below the target inflation pressure. If pressure in the tyre circuit drops significantly (e.g.,due to a puncture), the valve closes automatically, isolating the tyre(s) to prevent total airloss from the system.

[0143] Each outlet of the isolator connects via short, high-pressure Tyre Hoses (FG TyreHoses) to the tyre valves of the corresponding tyres. These hoses are flexible, durable, andrated for high temperature and pressure variations encountered during operation.

[0144] In an aspect, material considerations and physical properties are discussed. Tyre hoseand axle are typically made of PTFE-lined stainless steel or braided polymer for durabilityand flexibility. Valves and unions are constructed from stainless steel, anodized aluminium,or brass. All fittings conform to standard automotive pneumatic ratings, typically operatingbetween 9-11 bar with burst pressures exceeding 30 bar. The regulator, valves, and DCVare rated for continuous operation in harsh environments (dust, water ingress, and vibration).

[0145] The entire system functions seamlessly to inflate, deflate, or isolate tyres based oncurrent pressure conditions. In inflation mode, air from the ATES tank passes through theregulator and reaches tyres via isolators. In over-inflation, excess pressure is vented throughthe FR regulator. In pressure equalization, air redistributes between tyres until balance isachieved. In emergency conditions, such as brake tank pressure drops, PPV1 and PPV2protect both braking and ATES air circuits. This modular, safety-prioritized pneumaticarchitecture ensures optimal tyre performance, improved mileage, and enhanced road safety.

[0146] In an aspect of the present disclosure, the Automatic Tyre Equalization System(ATES) operates as follows:

[0147] System Activation: When the vehicle is turned on, the DCV in the control box opens,connecting the ATES to the tyres.

[0148] Air Supply & Pressurization: Air from the vehicle's compressor fills the braketank(s). PPV1 allows air to flow to the dedicated ATES tank once sufficient brake pressure(e.g., 7-8 bars) is ensured. Air then flows from the ATES tank through PPV2, NRV, and theFR unit within the control box. The FR unit filters the air and regulates it to the pre-set targettyre pressure (e.g., 145 psi).

[0149] Pressure Monitoring & Equalization: The system continuously monitors the pressurein all connected tyres. The primary function is to equalize pressure across all tyres.

[0150] Addressing Under-inflation (Ref: Fig. 13 (a)): If tyres are below the target pressure,the regulated air from the FR is directed through the manifold and wheel isolator valves toinflate the tyres to the target pressure.

[0151] Addressing Uneven Pressure (Ref: Fig. 13 (c)): If tyres have uneven pressures, thesystem first facilitates equalization of pressure among the tyres (air may flow from higherpressuretyres to lower-pressure ones via the common manifold and activates isolators ifsystem pressure is lower, or the system actively supplies air to the lowest pressure tyres first).Once equalized, if still below target, the system inflates all tyres to the target pressure usingair from the ATES tank.

[0152] Addressing Over-inflation (Ref: Fig. 13 (b)): If tyre pressure exceeds the set target(e.g., due to heating during operation), the excess pressure is vented out to the atmospherethrough the regulator component of the FR unit in the control box until the target pressure isachieved.

[0153] System Protection - Brake Line Pressure Drop (Ref: Fig. 13 (d)): If the vehicle'sbrake tank pressure drops significantly (e.g., during heavy braking or due to a leak in thebrake line), PPV1 (and potentially PPV2) will close, preventing further air supply to theATES system to conserve air for braking. The NRV prevents tyre pressure from flowingback into the potentially lower-pressure ATES tank or brake system.

[0154] System Deactivation (Vehicle Off): When the vehicle is turned off, the DCV closes,isolating the tyres from the ATES. It also depressurizes the delivery lines from the controlbox to the tyres, preventing slow leaks in these lines or components (like rotary unions orhoses) from deflating the tyres over time. This also allows for safer maintenance.

[0155] Leakage Isolation: The wheel isolator valves are designed to mechanically shut offairflow to a specific tyre (or pair) if a significant leak is detected downstream of the isolator(e.g., a punctured tyre or damaged hose to the tyre), thus preventing the entire system fromdeflating other tyres.

[0156] The illustrated steps are set out to explain the exemplary aspects shown, and it shouldbe anticipated that ongoing technological development will change the manner in whichparticular functions are performed. These examples are presented herein for purposes ofillustration, and not limitation. Further, the boundaries of the functional building blocks havebeen arbitrarily defined herein for the convenience of the description. Alternative boundariescan be defined so long as the specified functions and relationships thereof are appropriatelyperformed. Alternatives (including equivalents, extensions, variations, deviations, etc., ofthose described herein) will be apparent to persons skilled in the relevant art(s) based on theteachings contained herein. Such alternatives fall within the scope and spirit of the disclosedaspects. Also, the words "comprising," "having," "containing," and "including," and othersimilar forms are intended to be equivalent in meaning and be open-ended in that an item oritems following any one of these words is not meant to be an exhaustive listing of such itemor items or meant to be limited to only the listed item or items.ADVANTAGES OF THE PRESENT DISCLOSURE

[0157] The present disclosure facilitates increased efficiency of the ATES installed in thevehicles.

[0158] Automated Pressure Adjustment: ATES continuously monitors and adjusts tyrepressure, reducing the need for manual checks and improving fleet productivity.

[0159] Lower Tyre Replacement Costs: By ensuring even wear, ATES can reduce tyrereplacements by 20-30%.

[0160] Fuel Savings: Maintaining optimal tyre pressure reduces rolling resistance, saving 2-4% on fuel costs.

[0161] Reduced Maintenance: Fewer manual checks and repairs cut down on maintenancecosts.

[0162] Better Vehicle Stability: Even pressure across all tyres enhances traction, stability,and overall performance.

[0163] Enhanced Safety with Fewer Blowouts: Proper tyre pressure reduces the risk ofblowouts, improving road safety.

[0164] Increased Road Safety: Balanced pressure contributes to greater vehicle stability andfewer accidents.

[0165] Environmental Impact of Lowering Emissions: Improved fuel efficiency leads to a5-7% reduction in carbon emissions.

[0166] New Market Opportunities: Increased demand for advanced tyre managementsystems and product differentiation.

[0167] Improved Road Safety: Fewer accidents and reduced traffic congestion, benefitingoverall public safety.

[0168] ATES offers a cost-effective, efficient, and safer way to manage trailer tyres,benefiting operators, manufacturers, and society alike.

Claims

1. A system for automatic tyre pressure management in tyres of a vehicle, the system comprising: an automatic tyre equalization syst em (ATES) integrated with at least one air source of the vehicle, the ATES comprising: an ATES tank coupled to the at least one air source of the vehicle; a first pressure protection valve configured to connect the ATES tank with the at least one air source and a second pressure protection valve configured to connect the ATES tank with the downstream components of the ATES system; a non-return valve coupled to the second pressure protection valve and configured to restrict reverse air flow from the tyres back to the ATES tank; a Filter Regulator (FR) unit; at least one pressure sensor / Switch configured to monitor pressure of the tyres of the vehicle; a plurality of wheel isolator valve couples the tyres with each other; and a processing unit in communication with the at least one pressure sensor and configured to: detect uneven tyre pressure in the tyres of the vehicle; provide equalization of pressure among the tyres by allowing air to flow from one or more higher-pressure tyres to one or more lower-pressure tyres; in response to detection that delivery line pressure is below a target pressure value after equalization of pressure, inflate, using the FR unit, the at least one tyre to the target pressure value; in response to detection of tyre pressure of at least one tyre above the target pressure value after equalization of pressure, deflate, using the FR unit, excess pressure of air in the at least one tyre; and isolate, using the wheel isolator valve, air flow to a tyre if pressure of the tyre drops by more than a predetermined value within a predetermined time period.

2. The system of claim 1, further comprising: a directional control valve (DCV) comprising a solenoid operated valve coupled to the ATES tank through the FR unit, wherein the DCV is configured to: wherein the processing unit is configured to: energize the DCV to connect the tyres to the ATES tank, when the vehicle is turned ON; and de-energize the DCV to disconnect the tyres from the ATES tank.

3. The system of claim 1, wherein the FR unit comprises: a filter configured to removes particulates and moisture from the air being supplied to the tyres; the regulator configured to maintain the target pressure value by allowing controlled deflation of the excess air from over-inflated tyres; and a lubricator configured to introduces micro-doses of lubrication into the air stream to preserve internal seals of the DCV and plurality of wheel isolator valves.

4. The system of claim 1, wherein to inflate the at least one tyre to the target pressure value, the processing unit is configured to: provide regulated air from the FR unit to the at least one tyre through manifold and wheel isolator valve of the at least one tyre.

5. The system of claim 1, wherein to deflate the at least one tyre to the target pressure value, the processing unit is configured to: vent out the excess air to the atmosphere through a regulator component of the FR unit.

6. The system of claim 1, wherein the processing unit is configured to: maintain air pressure in the ATES tank during brake tank pressure drops by closing the first pressure protection valve.

7. The system of claim 6, wherein the processing unit is configured to: maintain the air pressure in the ATES tank during brake tank pressure drops by closing the first pressure protection valve.

8. The system of claim 1, wherein the at least one air source comprises a brake tank.

9. The system of claim 1, wherein each wheel isolator valve comprises a spool-spring-based mechanical valve mounted inside a hubcap of wheel assembly of each tyre.

10. The system of claim 1, wherein the processing unit is configured to: monitor, using the at least one pressure sensor, pressure of the tyres, ATES Tank, and brake tank; and generate an alert on a user interface of a driver based on the monitored pressure values of the tyres.

11. The system of claim 1, wherein each wheel isolator valve is configured to deactivate air flow to the tyre if pressure of the tyre drops by more than the predetermined value within the predetermined time period.

12. The system of claim 1, wherein the second pressure protection valve is followed in series by the non-return valve, the FR unit, and the DCV.

13. A method for automatic tyre pressure management in tyres of a vehicle, the method comprising: detecting uneven tyre pressure in the tyres of the vehicle; providing equalization of pressure among the tyres by allowing air to flow from one or more higher-pressure tyres to one or more lower-pressure tyres; in response to detecting that delivery line pressure is below a target pressure value after equalization of pressure, inflating, using a FR unit, the at least one tyre to the target pressure value; in response to detecting of tyre pressure of at least one tyre above the target pressure value after equalization of pressure, deflating, using the FR unit, excess pressure of air in the at least one tyre; and isolating, using the wheel isolator valve, air flow to a tyre if pressure of the tyre drops by more than a predetermined value within predetermined time period.