Inertia-controlled tire isolation valve and methods of controlling tire inflation pressures

1. A tire inflation system comprising:

a pressure source;

a pressure controller in communication with the pressure source;

a rotational fluid passage arranged between a tire and a vehicle axle and in fluid communication with the pressure source, the rotational fluid passage configured to rotate about a rotational axis of a tire and including an inertia valve configured to operate between a normally closed valve arrangement and an open valve arrangement, the valve including a first compressible biasing member and a second compressible biasing member each arranged in communication with a mass displaceable in a radial direction relative to the rotational axis, each first and second compressible biasing member being configured to operate between an expanded arrangement and a compressed arrangement and the mass being configured to translate in the radial direction between a valve closed position and a valve open position, where in the closed valve arrangement each first and second compressible biasing member is in the expanded arrangement and the mass in the valve closed position and where in the open valve arrangement each first and second compressible biasing member is in the compressed arrangement and the mass in the valve open position, the valve open position of the mass being located a greater distance from the rotational axis than the valve closed position and the mass being configured to translate from the valve closed position to the valve open position when centrifugal forces acting on the mass are sufficient to overcome a combined spring force of the first and second compressible biasing members, the centrifugal forces arising as the valve rotates about the rotational axis at a desired rotational speed during tire rotation, where:

the valve further comprises:

a first end having a first end aperture in communication with the tire, a second end having a second end aperture in communication with the pressure source, and a fluid passage extending between the first and second end apertures, the first end being spaced apart from the second end in a radial direction relative the rotational axis of the tire;

a first sealing member configured to translate in cooperation with the mass, and to close the first end aperture when the mass is in the valve closed position and to open the first end aperture when the mass translates from the valve closed position and to the valve open position, where the first compressible biasing member maintains the first sealing member in a first end aperture-closed arrangement; and,

a second sealing member configured to translate in cooperation with the mass, and to close the second end aperture when the mass is in the valve closed position and to open the second end aperture when the mass translates from the valve closed position and to the valve open position, where the second compressible biasing member maintains the second sealing member in a first end aperture-closed arrangement.

2. The system of claim 1 , where each of the first and second compressible biasing members comprises a compression spring.

3. The system of claim 1 , wherein the fluid passage extends about the mass.

4. The system of claim 3 , wherein the fluid passage extends through one or more chases extending through the mass.

5. The system of claim 1 , where the pressure controller comprises a pressure regulator.

6. The system of claim 5 , where the pressure regulator is a self-relieving pressure regulator or an electropneumatic pressure regulator.

7. The system of claim 1 , where the mass is arranged a particular distance from the rotational axis to achieve a desired compression force acting against the first and second compressible biasing members at the desired rotational speed.

8. The system of claim 1 , where the first compressible biasing member is spaced apart from the mass when the mass is in the valve closed position, such that the first compressible biasing member maintains the first sealing member in a first end aperture-closed arrangement independent of the second compressible biasing member, and such that the second compressible biasing member maintains the second sealing member in a second end aperture-closed arrangement independent of the first compressible biasing member.

9. The system of claim 1 , where the first compressible biasing member is arranged within the second compressible biasing member.

10. The system of claim 1 , where the first compressible biasing member is arranged in parallel with the second compressible biasing member.

11. A method for adjusting the inflation pressure of a tire, the method comprising the steps of:

arranging a tire in fluid communication with an inflation pressure source on a vehicle;

arranging a rotational fluid passage between the tire and a vehicle axle;

arranging along the rotational fluid passage an inertia valve that is biased in a closed arrangement while the valve is rotating below a desired speed about a rotational axis;

opening the inertia valve when the valve is rotating about the rotational axis at or above the desired speed; and,

adjusting automatically the inflation pressure of the tire through the rotational fluid passage while the valve is open;

where the inertia valve is configured to operate between the closed arrangement and the open arrangement, the valve including a first compressible biasing member and a second compressible biasing member each arranged in communication with a mass displaceable in a radial direction relative to the rotational axis, each first and second compressible biasing member being configured to operate between an expanded arrangement and a compressed arrangement and the mass being configured to translate in the radial direction between a valve closed position and a valve open position, where in the closed valve arrangement each first and second compressible biasing member is in the expanded arrangement and the mass in the valve closed position and where in the open valve arrangement each first and second compressible biasing member is in the compressed arrangement and the mass in the valve open position, the valve open position of the mass being located a greater distance from the rotational axis than the valve closed position and the mass being configured to translate from the valve closed position to the valve open position when centrifugal forces acting on the mass are sufficient to overcome a combined spring force of the first and second compressible biasing members, the centrifugal forces arising as the valve rotates about the rotational axis at a desired rotational speed during tire rotation, where:

the valve further comprises:

a first end having a first end aperture in communication with the tire, a second end having a second end aperture in communication with the pressure source, and a fluid passage extending between the first and second end apertures, the first end being spaced apart from the second end in a radial direction relative the rotational axis of the tire;

a first sealing member configured to translate in cooperation with the mass, and to close the first end aperture when the mass is in the valve closed position and to open the first end aperture when the mass translates from the valve closed position and to the valve open position, where the first compressible biasing member maintains the first sealing member in a first end aperture-closed arrangement; and,

a second sealing member configured to translate in cooperation with the mass, and to close the second end aperture when the mass is in the valve closed position and to open the second end aperture when the mass translates from the valve closed position and to the valve open position, where the second compressible biasing member maintains the second sealing member in a first end aperture-closed arrangement.

12. The method of claim 11 , where the step of adjusting the inflation pressure comprises increasing the tire inflation pressure if the tire inflation pressure is below a desired pressure.

13. The method of claim 11 , where the step of adjusting the inflation pressure comprises reducing the tire inflation pressure if the tire inflation pressure is above a desired pressure.

14. The method of claim 11 , wherein the step of adjusting automatically the tire inflation pressure is performed by a self-relieving pressure regulator.

15. The method of claim 11 , wherein the inflation pressure source, the rotational fluid passage, and the inertia valve form a portion of a tire inflation system.

16. The method of claim 15 , wherein the step of adjusting automatically the tire inflation pressure is performed by a pressure regulator.

17. The method of claim 11 , where each of the first and second compressible biasing members comprises a compression spring.

18. The method of claim 11 , where the first compressible biasing member is spaced apart from the mass when the mass is in the valve closed position, such that the first compressible biasing member maintains the first sealing member in a first end aperture-closed arrangement independent of the second compressible biasing member, and such that the second compressible biasing member maintains the second sealing member in a second end aperture-closed arrangement independent of the first compressible biasing member.

19. The method of claim 11 , where the first compressible biasing member is arranged within the second compressible biasing member.

20. The method of claim 11 , where the first compressible biasing member is arranged in parallel with the second compressible biasing member.