Tire Pressure Monitoring Using Wheel Speed Deviation Correction
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Solution Overview
Problem
Existing tire pressure control systems for vehicles without steered wheels, such as commercial vehicle trailers, are costly and inefficient as they require multiple pressure sensors and rely on steering signals, which are not available in non-steered vehicles.
Innovation Solution
A method using only two pressure sensors to measure and compare tire pressures on axles, correcting speed deviations due to cornering motions, allowing for effective tire pressure monitoring and warning systems without steering signals, reducing costs and complexity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If pressure sensors are installed on all wheels to monitor tire pressure accurately, then measurement precision is improved, but device complexity and cost increase
Solution Approach 1:
The patent divides the tire pressure monitoring system into segments: wheels with pressure sensors serve as reference points, while wheels without sensors are monitored indirectly through speed deviation analysis. This segmentation allows partial direct measurement and partial indirect inference, reducing the total number of sensors needed.
Solution Approach 2:
The patent introduces speed deviation as an intermediary parameter to infer tire pressure conditions. Instead of directly measuring pressure on all wheels, the system uses speed differences between wheels as a mediator to detect pressure variations, enabling indirect monitoring without additional pressure sensors on every wheel.
2Measurement precision
If steering angle transmitter signals are used to correct speed deviation during cornering, then measurement precision is improved, but device complexity increases for non-steered vehicles
Solution Approach 1:
The patent dynamically adapts the cornering correction approach based on vehicle type. For steered vehicles, steering angle signals are used; for non-steered vehicles, the system automatically switches to using speed data from steered axles or reference wheels to calculate cornering effects. This dynamic adaptation maintains measurement precision across different vehicle configurations without requiring steering signals in all cases.
Solution Approach 2:
The patent creates a universal tire pressure monitoring method that works for both steered and non-steered vehicles. The system can function with multiple configurations: using steering signals when available, or alternatively using speed data from reference wheels or steered axles to derive cornering correction values, making the system universally applicable without requiring steering angle transmitters in all vehicle types.
3Measurement precision
If multiple pressure sensors are installed on each wheel to monitor all wheels, then measurement precision is improved, but cost increases
Solution Approach 1:
The patent uses copying by creating virtual pressure measurements for wheels without physical sensors. Through mathematical models that analyze speed deviations and cornering effects, the system generates inferred pressure values for monitored wheels, effectively copying the measurement function without requiring physical sensors on every wheel.
Solution Approach 2:
The patent merges multiple monitoring functions into a unified system. The same speed sensors used for ABS and vehicle dynamics control are combined with tire pressure monitoring functions. By merging these functions, the system achieves comprehensive tire pressure monitoring without adding dedicated pressure sensors to every wheel, reducing overall component quantity.
Data Source
AI summary
A method for controlling the tire pressure in multiple axle vehicles whose wheels are equipped with pneumatic tires and speed sensors that supply an evaluation unit with signals indicative of the speed of the respective wheel, by(a) determining simultaneously the speed of a right-hand wheel and a left hand wheel mounted on a common axle;(b) determining the deviation between the two speeds;(c) reducing the deviation in speed by a correction value representative, during a cornering motion, of that component of the deviation n speed between the right-hand wheel and the left-hand wheel which is due to the cornering motion: and(d) indicating the corrected deviation in speed, or of a signal derived therefrom, at least when the correct deviation in speed exceeds a given threshold value.