Related Applications

[0001] The subject application claims the benefit of U.S. Provisional Application having Serial No. 63/078,460, filed 15 September 2020. The entire content of which is herein incorporated by reference.

Technical Field

[0002] The present disclosure generally applies to monitoring the tire pressure on vehicles.

Background

[0003] Many existing systems are able to remotely monitor tire pressure on vehicles. Some more advanced systems are also able to monitor tire temperature. A common observation is that the tire pressure does vary significantly as the ambient temperature changes and as the vehicle is driven.

[0004] The wide variation in measured pressure from a tire pressure monitoring system (“TPMS”) has its roots in the ideal gas law in which the pressure of a contained volume of gas is proportional to its absolute temperature. The normal wide variation in tire temperature in the real world can make it impossible to interpret the actual tire inflation state solely by analyzing tire pressure unless the measurement is done under controlled conditions.

Summary of the Disclosure

[0005] The details of one or more example implementations are set forth in the accompanying drawings and the description below. Other possible example features and/or possible example advantages will become apparent from the description, the drawings, and the claims. Some implementations may not have those possible example features and/or possible example advantages, and such possible example features and/or possible example advantages may not necessarily be required of some implementations.

[0006] In one implementation, a method for estimating tire inflation state is provided. The method may include receiving, using at least one processor, tire pressure data and tire temperature data from a tire pressure monitoring system. The method may also include generating an estimated tire fill percentage based upon, at least in part, an expected ambient temperature and an expected placard pressure. The method may further include analyzing the tire pressure data and tire temperature data and the estimated tire fill percentage.

[0007] Some or all of the following features may be included. The method may also include adjusting the expected ambient temperature based upon, at least in part, a historical, current, or future operating environment of a tire. The method may be based upon, at least in part, an “expected ambient temperature”, which may be fixed and/or adjusted at least in part based on historical, current or predicted future environment and operating conditions of the tire. The method may further include adjusting the expected placard pressure based upon, at least in part, a historical, current, or future operating environment, load, or speed associated with a tire. In some embodiments, the expected ambient temperature may be selected based on a predetermined prediction of climatic conditions at a location or within a region. The method may also include applying a correction factor based upon, at least in part, a daily temperature change. Adjusting the expected ambient temperature or expected placard pressure may be based upon, at least in part, an updated data set provided by a telematics system and/or an operating load. The method may further include sending one or more instructions for displaying the estimated tire fill percentage. The method may also include applying the correction factor prior to sending the one or more instructions for displaying. The method may further include sending one or more instructions for displaying the current tire pressure, the estimated tire fill percentage, the expected ambient temperature, or the expected placard pressure. [0008] In another implementation, a system for estimating tire inflation state is provided. The system may include at least one tire pressure monitoring sensor and at least one processor configured to receive tire pressure data and tire temperature data from the tire pressure monitoring sensor. The at least one processor may be configured to generate an estimated tire fill percentage based upon, at least in part, an expected ambient temperature and an expected placard pressure. The at least one processor may be further configured to analyze the tire pressure data, tire temperature data and the estimated tire fill percentage.

[0009] Some or all of the following features may be included. The system may also include adjusting the expected ambient temperature based upon, at least in part, a historical, current, or future inflation state of a tire. The system may further include adjusting the expected placard pressure based upon, at least in part, a historical, current, or future inflation state of a tire. In some embodiments, the expected ambient temperature may be selected based on a predetermined prediction of climatic conditions at a location or within a region. The system may also include applying a correction factor based upon, at least in part, a daily temperature change. Adjusting the expected ambient temperature or expected placard pressure may be based upon, at least in part, an updated data set. The system may further include sending one or more instructions for displaying the estimated tire fill percentage. The system may also include applying the correction factor prior to sending the one or more instructions for displaying, wherein the correction factor is a different estimated ambient temperature. The system may further include sending one or more instructions for displaying the current tire pressure, the estimated tire fill percentage, the expected ambient temperature, or the expected placard pressure.

[0010] This summary is provided to introduce a selection of concepts that are further described below in the detailed description. This summary is not intended to identify essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter. Brief Description of the Drawings

[0011] Embodiments of the present disclosure are described with reference to the following figures.

[0012] FIG. l is a block diagram of a vehicle including a tire pressure monitoring system;

[0013] FIG. 2 is a block diagram of a tire pressure monitoring device embodying one aspect of the invention;

[0014] FIG. 3 illustrates a table of expected seasonal variation in temperature;

[0015] FIG. 4 illustrates a diagram showing an embodiment with expected ambient and expected placard provided by a user such as a fleet manager or driver;

[0016] FIG. 5 illustrates another embodiment of cold tire pressure in kPA (absolute) for a 100 pounds per square inch (“PSI”) nominal tire over a temperature range;

[0017] FIG. 6 illustrates another embodiment of FIG. 5 converted to a PSI gauge;

[0018] FIG. 7 illustrates another embodiment based on a percentage tire fill estimate;

[0019] FIG. 8 illustrates another embodiment based on a percentage tire fill estimate;

[0020] FIG. 9 illustrates another embodiment based on a percentage tire fill estimate;

[0021] FIG. 10 illustrates another embodiment showing a graph simulation of air temperature in the Boston area;

[0022] FIG. 11 illustrates another embodiment showing a plot of tire pressure vs. month;

[0023] FIG. 12 illustrates another embodiment showing a plot of tire pressure vs. month;

[0024] FIG. 13 illustrates another embodiment showing a tire fill estimate;

[0025] FIG. 14 illustrates another embodiment showing a plot of tire pressure vs. month;

[0026] FIG. 15 illustrates a diagram showing an embodiment that may be used to analyze the tire fill percentage to detect changes;

[0027] FIG. 16 illustrates a diagram showing an embodiment with expected ambient and expected placard that is automatically calculated; and [0028] FIG. 17 illustrates a flowchart showing operations consistent with embodiments of the present disclosure.

[0029] Like reference symbols in the various drawings may indicate like elements.

Detailed Description

[0030] The discussion below is directed to certain implementations. It is to be understood that the discussion below is only for the purpose of enabling a person with ordinary skill in the art to make and use any subject matter defined now or later by the patent “claims” found in any issued patent herein.

[0031] It is specifically intended that the claimed combinations of features not be limited to the implementations and illustrations contained herein, but include modified forms of those implementations including portions of the implementations and combinations of elements of different implementations as come within the scope of the following claims. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure. Nothing in this application is considered critical or essential to the claimed invention unless explicitly indicated as being "critical" or "essential." [0032] It will also be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first object or step could be termed a second object or step, and, similarly, a second object or step could be termed a first object or step, without departing from the scope of the invention. The first object or step, and the second object or step, are both objects or steps, respectively, but they are not to be considered a same object or step.

[0033] Many existing systems are able to remotely monitor tire pressure on vehicles. Some more advanced systems are also able to monitor tire temperature. A common observation is that the tire pressure does vary significantly as the temperature of the ambient changes and as the vehicle is driven.

[0034] The wide variation in measured pressure from a TPM system has its roots in the ideal gas law in which the pressure of a contained volume of gas is proportional to its absolute temperature. This wide variation can make it impossible to interpret the actual tire state unless the measurement is done under controlled conditions.

[0035] Using an assumption about the local ambient and a knowledge of the specific required inflation pressure for a tire, a percentage tire fill estimate may be created which allows the driver or any interested party to understand the status of the tire without having to wait until the tire has cooled after a journey and without having to take care as to what ambient temperature exists when the tire pressure is set.

[0036] A tire fill estimate percentage may be especially useful when advanced leak detection mechanisms are being deployed as these are likely to raise warning flags against warm tires which erroneously appear to have pressures above expected thresholds.

[0037] Managing the tire pressures of a vehicle is a daily/weekly chore for professional drivers. Often the tire pressures will need to be adjusted to suit different vehicle loads. The driver will likely check his/her tires before going on a longer trip or as he/she swaps trailers or moves to a different tractor unit they may want to re-assess the state of the tires.

[0038] The tire material is somewhat porous so tire pressure will naturally fall slowly on all tires as gas diffuses through the tires. So, even in the absence of external factors, the tires do need checked and maintained regularly. [0039] The behavior of the tires is tied to the laws of physics and as the seasons change we can expect the driver will find that he/she may need to add air to his/her tires more frequently in the autumn than in the spring simply as the ambient temperature at which the tire checks are done changes. Within this framework of continuous manual intervention of the driver with the tires then the role of a TPMS should be to assist the driver in making sense of what is happening with the vehicle and giving a cross check as to what he/she measures manually.

[0040] The criteria from the tire manufacturers is that the tires should be set to a specific cold inflation pressure in line with the load they are expected to carry. Too low an inflation pressure is likely to cause over heating caused by higher flex of the rubber walls of the tire and too high an inflation pressure may reduce the traction from the tire as it is less able to conform to the road surface. Some other impacts may include, but are not limited to, decreased fuel efficiency, increased CO2 emissions, reduced tire life expectancy, negatively impacted driving characteristics (e.g., stability, handling, steering and braking), etc.

[0041] Tire manufacturers will have assigned a load pressure with an inherent assumption that the ambient temperature is varying around the temperature at which the pressure is set. Basically, the tire manufacturer has to leave a margin in their pressure assumptions to account for a possible difference between set pressure and actual pressure.

[0042] For example, assume the tire was set correctly for a tire at a 20°C ambient. If that vehicle is operated at a 10°C ambient - then the pressure may actually be 4% lower. Accordingly, embodiments included herein may provide a metric to help the driver understand the tire state and see through the measurement noise created by ambient temperature changes.

[0043] In addition, as more sophisticated leak detect mechanisms are developed - it is important that some metrics can be used to validate those leak detection mechanisms. Without this, early warnings are likely to be ignored because the warning will be reported before the raw tire pressure has changed noticeably. Accordingly, embodiments of the present disclosure provide a metric to help the driver understand the tire state and see through the measurement noise created by ambient temperature changes.

[0044] As will be discussed in greater detail below, embodiments of the present disclosure include a metric herein referred to as a "percentage tire Fill estimate" that may be used to interpret data from a tire pressure monitoring system so that the underlying physical behavior can be better understood. This estimate may use an "expected ambient temperature" and a "expected placard pressure" as a benchmark against which to assess the tire pressure and tire temperature data from an individual tire. This metric can be used by a typical user along with actual pressure readings from the tire to assess the status of the tire.

[0045] In some embodiments, the expected ambient temperature may be changed to help understand either historical, current or operating environment of the tire. The expected placard pressure value may be changed in order to help understand the historical, current or future operating load of the tire. The expected ambient temperature may be selected based on a predetermined prediction of climatic conditions at a location or within a region. Given that tire manufacturers will have allowed a margin between pressure when filled at ambient during the daytime and the pressure when first started in the morning a correction factor can reasonably be used that would be equivalent to a proportion expected daily temperature swing.

[0046] FIG. 1 shows a system diagram of a wheeled vehicle 100, each wheel including a tire mounted on a rim. The arrangement and number of wheels can vary depending on the vehicle. In this example 4 wheels are shown 101, 102, 103 and 104. Each wheel is fitted with a tire pressure monitoring device, also known as a TPMS sensor or TPMS device, 111, 112, 113 and 114, being a wheel mountable component of a tire pressure monitoring system (TPMS). The TPMS device can be mounted to either the tire or rim of the respective wheel. The vehicle includes a control unit, for example electronic control unit (ECU) 120, which is configured to receive and process transmissions from the TPMS devices 111, 112, 113, 114 and as such forms part of the TPMS. The ECU 120 typically comprises at least a TPMS receiver 121, a controller 122, and a means of communicating with other vehicle electronics 123, such as a CAN or LIN bus. The TPMS receiver 121 receives signals, typically wirelessly, from the TPMS devices 111, 112, 113, 114 and the controller 122 is configured to process the signals to perform tire pressure monitoring, the nature of which may vary from system to system. The TPMS receiver 121 and TPMS devices 111, 112, 113, 114 each may include any suitable conventional wireless communication device for supporting wireless communication between the TPMS receiver 121 and TPMS devices 111, 112,

113, 114. The ECU may be integrated, or be otherwise co-operable, with an ABS system 131, 132, 133 and 134 of the vehicle which includes a speed sensor for each axle, to determine the speed of their respective rotations and means for applying braking if necessary to avoid accidents. The ABS system may further be integrated into, or be otherwise co-operable with, an ESC system (not illustrated). The ESC system and/or the ABS system may be incorporated into the ECU or provided separately as is convenient, and may control the operation of various components of the vehicle, primarily for reasons of safety, as is well known.

[0047] FIG. 2 shows a block diagram of an embodiment of the TPMS device 111, 112, 113,

114. The TPMS device includes a central controller 201, which may comprise a suitably programmed processor, for example a dedicated microprocessor or a microcontroller, or other programmable processing device. Standard components such as a RAM memory, an ADC, an 1/0 interface, a clock oscillator and a central microprocessor (not shown) may be provided, the components typically being integrated onto a single chip. Alternatively, a custom microcontroller, for example an Application Specific Integrated Circuit (ASIC), designed from the ground up for the TPMS application may be used and may integrate ancillary components such as a temperature sensor.

[0048] The TPMS device is typically powered by a battery 204 although other micro power sources may be used, e.g. thermoelectric and/or piezoelectric generators and/or electromagnetic induction device, instead of or in addition to the battery. A transponder 206 may be provided to receive command signals (e.g. for programming the TPMS device), preferably at 125kHz. A motion detector 207, for example comprising one or more shock sensors, accelerometer or roll switch, is typically provided and may interface with the controller 201 using any suitable conventional interface hardware 202.

[0049] A pressure sensor 208, e.g. a piezoresistive transducer or a piezoelectric or capacitance based pressure sensor, is provided for measuring the fluid (typically air or other gas) pressure in the respective tire. The pressure sensor 208 is connected to a measurement apparatus 203 for measuring the pressure using signals received from the pressure sensor 208 and for providing corresponding measurement information to the controller 201. During routine pressure measurement, under control of the controller 201 the measurement apparatus 203 samples the output of the pressure sensor 208 at intervals and communicates corresponding measurement data to the controller 201. Typically, the measurement apparatus 203 comprises hardware, i.e. electronic circuitry, for performing its measurement tasks, the configuration of which may vary but typically includes at least one amplifier, may include at least one filter and, for the purposes of routine pressure measurement at least, may include an analogue to digital converter (ADC) (not shown) for measuring pressure values. The measurement apparatus 203 may therefore be described as means for controlling the measuring of pressure.

[0050] A transmitter 205 with antenna 209 are used to makes transmissions to the vehicle ECU 120 preferably at 315 or 433 MHz.

[0051] In typical embodiments, the TPMS device 111, 112, 113, 114 may be similar to known TPMS devices and may share many features with those devices already well known to those skilled in the art. The fundamentals of the TPMS system may remain the same - a self-powered TPMS device attached in use to a vehicle wheel, in a manner that allows it to measure the pressure and optionally the temperature of the gas in the tire. Pressure measurements are usually taken periodically. In use the TPMS device transmits data representing the measured parameters to an external controller such as the vehicle ECU 120. A temperature sensor may also be provided. [0052] Referring now to FIG. 3, a table 300 showing expected seasonal variation in temperature in Boston (as an example) is provided. This includes minimum and maximum temperatures across the months averaged over 10 years. From this sample data for Boston ambient temperature variations of -5°C to +29°C are shown. Accordingly, if a tire was filled at the middle temperature value of 12°C then the internal tire pressure even if the vehicle does not move could change by +4.5% and -6.3%. As such, looking at longer term data from NOAA (National Center for Environmental information) it seems that in the wider New England basin typical behavior would be a seasonal variation of about 28 centigrade in minimum temperature. Within a month, the variation between maximum and minimum temperatures is about 15°C. The minimum temperature would dip to -12°C in January. The maximum temperature would vary from 0°C in January to +26°C in the summer. This is a variation in the ambient temperature from -12°C to +26°C. Based on this analysis we can look at inflation pressure for a tire.

[0053] Referring also to FIG. 4, embodiments of the present disclosure are directed towards a "percentage tire fill estimate" that may be used to interpret data from a tire pressure monitoring system so that the underlying physical behavior can be better understood. This estimate may use an "expected ambient temperature" and an "expected placard pressure" as a benchmark against which to assess the tire pressure and tire temperature data from an individual tire. The placard pressure generally corresponds to a recommended inflation pressure such as is often located inside the driver’s door area. This percentage tire fill metric can be used by a typical user along with actual pressure readings from the tire to more accurately assess the status of the tire.

[0054] In some embodiments, aspects of the present disclosure may be processed, in whole or in part, locally at a vehicle, or on a cloud-based system. Accordingly, the processing and/or storing of data may occur entirely at the vehicle, entirely in the cloud, or in a hybrid vehicle/cloud system. In this way, embodiments of the present disclosure may allow for centralized administration of placard values, future expected ambient values, as well as any of the other data types described herein. [0055] In some embodiments, the expected ambient temperature may be changed to help understand one or more of the historical, current or future inflation state of the tire. The expected placard pressure value may be changed in order to help understand the historical, current or future inflations state of the tire as well. The expected ambient temperature may be selected based on a predetermined prediction of climatic conditions at a location or within a region. Given that tire manufacturers will have allowed a margin between pressure when filled at ambient during the daytime and the pressure when first started in the morning a correction factor may be applied that may be equivalent to a proportion expected daily temperature swing (i.e., a different estimated ambient temperature).

[0056] Referring now to FIG. 5, a plot 500 showing the cold tire pressure in kPA (absolute) for a 100 psi nominal tire over the temperature range from FIG. 3 is provided. In FIG. 6 this is shown converted to a Psi (gauge). As such, for a tire filled to lOOpsi at 20°C (marked with an x on the diagram) the cold inflation pressure may transition from 87psi to 102psi as the ambient changes from -12°C to +26°C.

[0057] Referring now to FIG. 7, another way to view this is based on a percentage tire fill estimate. In this way, if the tire is filled to lOOpsi at 20°C and those same values are used in the tire fill estimation calculation then we show a calculated 100% tire fill even as the ambient temperature changes. This indicates that the tire has not lost any internal air mass since it was inflated at 20°C. It does not indicate if the amount of air mass is adequate for the conditions the vehicle is now experiencing.

[0058] In operation, and referring also to FIG. 8, measurement resolution and thermal time constants may cause the tire fill estimate to wander 2-3% either side of 100%. However, it should still represent a more stable representation regarding whether the tire is losing air and how well it matches the required loading. Accordingly, it may be observed that if the tire is filled to lOOpsi at 20°C and those same values are used in the tire fill estimation calculation then a calculated 100% tire fill may be obtained even as the ambient changes. [0059] In the highlighted trace of FIG. 8, it is shown that if the same tire was analyzed using the tire fill estimate metric with an assumption that the ambient is 0°C - then the calculated tire fill estimate is 93.2%.

[0060] In operation, if the driver checks their tires when they are cold in ambient of 0°C - their will indeed see that the tire pressure is about 7% lower. In operation, what is likely to occur is as the seasons change, the driver may have already adjusted the pressure weeks earlier so that ambient temperature does not cause this big a drop in reported pressure. The tire fill estimate may be used to re-assure the driver that changes in raw or actual pressure are not as a result of a leak.

[0061] In some embodiments, after adjusting the expected ambient, the system included herein may be configured to suggest to the driver in advance that their tires need a bit more air added in the autumn before the ambient actually drops in winter. Thus, the tire fill estimation approach included herein provides a variety of different functions. For example, embodiments included herein may provide a metric to assist the driver in understanding if their tire is losing contained air as well as a metric to provide an early warning that one or more tires have not been adjusted to account for seasonal variation.

[0062] Let us look at the benefit of having an “expected Ambient temperature” that is adjusted either manually or automatically. In our example, we will consider a tire which has been has been underflated at lOOpsi at 20°C and another which slightly over inflated to 105 psi at 20°C. We will look at the inflation state of these tires months later during a cold snap.

[0063] Referring also to FIG. 9, if using the exact same model of a tire as above if we examine the tire inflated to nominal lOOpsi at 20°C and we assume that the expected outside ambient is approximately -5°C then the tire fill estimation calculation tells us that this is 13% underinflated. Alternatively, looking at a tire which has been 5% over inflated during the warm time of year then we may obtain a tire fill estimate that shows the tire is 9.8% underinflated.

[0064] In some embodiments, the tire fill estimate helps remove the effect of the current ambient temperature so that we can understand the state of our tire better. Because a tire fill estimation % is a relative measurement it may require a defined placard to use as a comparison. What is also needed is an "expected ambient", which may allow the system to describe the actual operating conditions of the tire and use this to drive our estimate. In some embodiments, the expected ambient could be simply an outside air temperature, however, other approaches are discussed in further detail hereinbelow.

[0065] In some embodiments, the tire fill may provide a value that largely ignores current ambient temperature while allowing for a comparison of the current status of the tire with an expected placard and an expected ambient. It is possible for the fill temperature to adjust seasonally to ensure that the tire is inflated correctly.

[0066] Referring now to FIGS. 10-11, a graphical simulation of air temperature in the Boston area is provided (using a simple model for ambient temperature varying as a sine function). For example, the tires on a truck may be filled to a lOOpsi placard when they are cold at an ambient of 20°C (e.g., inside a workshop, etc.). FIG. 11 depicts how the tire pressure could be expected to behave first thing every morning. As shown, if the tire is filled to lOOpsi at 20°C ambient then the actual cold morning temperature is lower than lOOpsi, ranging from 93 psi down to 83 psi. Accordingly, if there was a placard value of 100 psi and a raw threshold of 10% then several months of the year the driver would see warnings on cold mornings.

[0067] Referring now to FIG. 12, a plot showing an example if the tires were filled to 105 psi when they are cold at an ambient of 10°C. This figure depicts how the tire pressure could be expected to behave first thing every morning. And if there was a placard value of 100 psi and a raw threshold of 10% then this vehicle is not going to have any warnings on cold mornings. But the driver has had to fill to 105 psi on a relatively cold day (10°C) to get the system to behave this well. Tire fill estimate as provided herein may be used to assist the driver and give an early warning of seasonal variations. For example, a better user experience would be that in the middle of October the driver may be informed that all their tires were 5% under inflated. This early warning in October that all of a person’s tires need minor attention could be more convenient and timely in contrast with informing them that they had low tire pressures and was warned to drive the vehicle at all on the first cold morning in November.

[0068] Referring now to FIG. 13, an example calculation illustrating a tire fill estimate that adapts with the seasons is provided. There may be some margin or leeway needed in the system to cope with differences in set pressure and with extremes of temperature, however, a warning strategy that assists the driver in keeping their tires in line with the seasons is contemplated. In the example of FIG. 12, cold inflation pressure for the coldest time of day for a vehicle with a lOOpsi placard, which has been filled to lOOpsi at a 15°C ambient. The cold inflation pressure varies slowly over the year and because it set the tire when it was 15°C at lunch time - the average cold inflation is bit low.

[0069] Referring now to FIG. 14, we can see the tire fill estimate which has used an assumed ambient temperature of 10°C for 5 months of the year and -5°C for the winter. This is showing that the tire fill estimate is 98 % in the summer and drops to 93% probably in October - just before the weather starts to get cold. With this metric, the driver may obtain two consistent readings of tire status which is easier for them to understand and respond to in a timely manner.

[0070] Referring now to FIG. 15, an embodiment of the present disclosure illustrating a method by which external factors such as vehicle load or vehicle location are used to derive estimates for expected placard and expected ambient is provided. This is advantageous as it significantly reduces the expertise needed to select the correct values.

[0071] Referring now to FIG. 16, an embodiment of the present disclosure illustrating an embodiment where the expected ambient and expected placard may be calculated automatically. In this example, the percentage tire fill metric may be further analyzed to detect trends in tire pressure that are abnormal, perhaps indicative of a tire defect such as a puncture.

[0072] Referring now to FIG. 17, a method 1700 for estimating tire inflation state consistent with embodiments of the present disclosure is provided. The method may include receiving 1750, using at least one processor, tire pressure data and tire temperature data from a tire pressure monitoring system. The method may also include generating 1752 an estimated tire fill percentage based upon, at least in part, an expected ambient temperature and an expected placard pressure. The method may further include analyzing 1754 the tire pressure data and tire temperature data and the estimated tire fill percentage.

[0073] Some or all of the following features may be included. The method may also include adjusting 1756 the expected ambient temperature based upon, at least in part, a historical, current, or future operating environment of a tire. The method may further include adjusting 1758 the expected placard pressure based upon, at least in part, a historical, current, or future operating environment, load, or speed associated with a tire. In some embodiments, the expected ambient temperature may be selected 1760 based on a predetermined prediction of climatic conditions at a location or within a region. The method may also include applying 1762 a correction factor based upon, at least in part, a daily temperature change. Adjusting the expected ambient temperature or expected placard pressure may be based upon, at least in part, an updated data set provided by a telematics system and/or an operating load. The method may further include sending 1763 one or more instructions for displaying the estimated tire fill percentage. The method may also include applying 1764 the correction factor prior to sending the one or more instructions for displaying. The method may further include sending 1766 one or more instructions for displaying the current tire pressure, the estimated tire fill percentage, the expected ambient temperature, or the expected placard pressure. Numerous other operations are also within the scope of the present disclosure.

[0074] As used in any embodiment described herein, the term “circuitry” may comprise, for example, singly or in any combination, hardwired circuitry, programmable circuitry, state machine circuitry, and/or firmware that stores instructions executed by programmable circuitry. It should be understood at the outset that any of the operations and/or operative components described in any embodiment or embodiment herein may be implemented in software, firmware, hardwired circuitry and/or any combination thereof. [0075] The terminology used herein is for the purpose of describing particular embodiments and is not intended to be limiting of the disclosure. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

[0076] The corresponding structures, materials, acts, and equivalents of means or step plus function elements in the claims below are intended to include any structure, material, or act for performing the function in combination with other claimed elements as specifically claimed. The description of the present disclosure has been presented for purposes of illustration and description, but is not intended to be exhaustive or limited to the disclosure in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the disclosure. The embodiment was chosen and described in order to best explain the principles of the disclosure and the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various embodiments with various modifications as are suited to the particular use contemplated.

[0077] Although a few example embodiments have been described in detail above, those skilled in the art will readily appreciate that many modifications are possible in the example embodiments without materially departing from the scope of the present disclosure, described herein. Accordingly, such modifications are intended to be included within the scope of this disclosure as defined in the following claims. In the claims, means-plus-function clauses are intended to cover the structures described herein as performing the recited function and not only structural equivalents, but also equivalent structures. Thus, although a nail and a screw may not be structural equivalents in that a nail employs a cylindrical surface to secure wooden parts together, whereas a screw employs a helical surface, in the environment of fastening wooden parts, a nail and a screw may be equivalent structures. It is the express intention of the applicant not to invoke 35 U.S.C. § 112, paragraph 6 for any limitations of any of the claims herein, except for those in which the claim expressly uses the words ‘means for’ together with an associated function. [0078] Having thus described the disclosure of the present application in detail and by reference to embodiments thereof, it will be apparent that modifications and variations are possible without departing from the scope of the disclosure defined in the appended claims.