TYRE INFLATION SYSTEM

QTIS SYSTEM STRUCTURE

In order to fill your tyres quickly and to keep waiting times in the field as short as possible, a compressed air compressor with a large capacity is required. Vane compressors and screw compressors are mainly used for tyre air production. Due to the short compressor cycles, the oil will suffer condensate damage that will impair the operation of the compressor. It is best to heat up your compressor oil regularly, so that the condensation evaporates from the oil again.
Although there are several options for drying the compressed air (cooling, adsorption and membrane drying), sufficient attention is rarely paid to this. But we all know the consequences of damage caused by moisture in your air system: corrosion, clumped dirt, stuck components due to disturbed lubrication, water hammer, frost damage and more.
A few examples of what one inflation cycle of your tractor with trailer (5000 litres tyre volume and two bar pressure increase) can generate in condensation under different conditions: (see table below)
Temperature Grams vapour/ m3 Temperature Grams vapour/ m3
40 °C 50.67 7 °C 7.73
35 °C 39.29 6 °C 7.25
30 °C 30.08 5 °C 6.79
25 °C 22.83 4 °C 6.36
20 °C 17.15 3 °C 5.95
15 °C 12.74 2 °C 5.57
10 °C 9.36 1 °C 5.21
8 °C 8.24 0 °C 4.87
Dry spring day: 20°C, relative humidity 35% and 1m3 of air contains: 0,35%*17,5g/m3= 6.1 grams of water vapour. At 10 bar of compressed air, 11 m3 is compressed with 67.4 grams of compressed water vapour. After cooling to 20°C, 17.5 grams of water vapor will remain in the air and 67.4-17.5 = 49,9 grams of condensate is made by 1000 litres of air at 10 bar.
Humid summer day: 35°C, relative humidity 55% and 1m3 contains 0.55 * 39.29 gr/m3 = 21.61 grams. At 10 bar and after cooling: (11 x 21.61) – 39.29 = 198,41 grams of condensate is made by 1000 litres of air at 10 bar.
Crisp winter's day: 0°C, relative humidity 15% and 1m3 contains 0.15% *4.87 gr/m3= 0.73 grams of water vapour. At 10 bar and after cooling: (11 x 0.73) – 4.87 = 3,16 grams of condensate is made by 1000 litres of air at 10 bar.
Although the compressor can filter out dirt and dust with its suction filter, water vapour in the outside air is sucked in and combined in the compressed air. Because warm air coming out of the compressor can hold more water vapor than cold air, when cooled, the water vapor will reach a saturation point (dew point) somewhere in your compressed air system where water vapor is converted into condensation (water). As long as the compressed air is cooled further, the compressed air will continue to separate condensation.
This is the reason that the cooling air in the storage tanks excretes condensate, but if you fill the tyres and the hot compressed air flows everywhere, the condensation can occur almost anywhere if you do not take measures. So our advice is: cool the compressed air down as deep as possible and drain the resulting condensate with a cyclone filter and a condensate drain. Optionally, use a large adsorbtion dryer to further dry your compressed air so that no damage will occur even in winter.
Our QTIS-ECU control unit is prepared for both controlling the compressor as well as the tyre pressures.
Please contact us for tailor-made advice. Of course, we can also integrate your current compressor into the optimal control system for the best technical solution. (OEM service only)

We understand that after all these years, you don't want to change your compressor on your vehicles, or that you want to use your own ECU to avoid validation work. But the tyre pressure control system is the minimum you can use from QTIS. On the rim is the wheel valve mounted, which is connected with one Ø12mm ID supply line to the rotary joint that is mounted centrally on or in the axle and is connected to the valve block. The wheel valve keeps your tyre pressurized while the hose is normally pressure less.
If the valve block gives a pressure of up to 4.5 bar in the supply line to the wheel valve, the tyre is filled, after which the valve block exhausts the supply line again when the correct tyre pressure is reached. If you want to deflate the tyre, the ECU switches the valve block to a the available system pressure (> 7 bar) which switches the wheel valve to an exhausting position of the tyre. The dirty air from the tyre passes through a fine filter with a large surface area out of the wheel valve, and vents directly into the outside air without contaminating the air system of your system. 
We recommend that your supply line should have a minimum internal diameter of Ø12mm. This allows us to guarantee that the bleeding capacity of our wheel valve is the fastest in the market, with 0.05bar/sec for a 900 litre tyre. The smaller your tyre, the faster the exhaust speed. 
To reduce the filling times of your tyres, you can also work with higher filling pressures, but then you also have to work with higher exhausting pressures. To do this, you will need a booster and an extra pressure tank of approx. 20 litres per vehicle. Please note that tyre inflating times always depend on the compressor capacity, tyre volume and pressure of the compressed air tanks. See more QTIS PARTS for article information, STEP files, of the valve block, the rotary joints and the wheel valve.
We are happy to do a test on your vehicle, provide design assistance, or make you a technical proposal for the entire installation.

There are two main challenges for the control system: connecting and controlling all the components that are spread out on the vehicle, and easily setting the tyre pressures via your in-cab screen.
Every vehicle with a QTIS tyre pressure control system is fitted with an ECU control module, connected to the CAN J1939 bus system and equipped with ISOBUS software, tested and approved by the AEF.
The ECU can perform all tasks autonomously for compressed air production, compressed air drying or making the tyre pressure settings. The vehicles are connected to each other with the ISOBUS IBBC connector to the display (VT Virtual Terminal) in the cabin. The tyre pressure is read by the adapted TPMS sensors. These pressure sensors transmit the tyre pressure wirelessly via a TPMS amplifier to the TPMS receiver. The receiver transmits the values to the ECU on the vehicle by means of CAN J1939.
The software development approaches all connected vehicles as a whole with a clear presentation and operation on your cab screen. The premise of the software is that you can also use your own sensors for pressure, dew point and inclination angles so that you don't have to validate new sensors. You will be assisted with software checks and alerts that will provide security and cost savings.
For the OEM, we can easily tailor the software based on your operating system or corporate identity. If you think you are better off with your own ECU and your own software, you can also request the CANBUS import code of the TPMS sensors from us.
We're here to help you, and your customers.

We have opted for TPMS (Tyre Pressure Monitoring System) sensors mounted in the tyre, this method ensures the most reliable pressure response.
When you measure the pressure in flowing air lines, you are dealing with a dynamic pressure. This shows significant pressure deviations compared to the static pressure that prevails in your tyre. So, if you want to set the tyre pressures quickly and properly, we recommend measuring this in the tyre. For example, you can detect tyre leaks, unwanted tyre warming, or adjust the pressure on one side of the vehicle in hill side situations.
We've improved the Tyre Pressure Sensor chip with faster pressure feedback, and 4 times bigger battery capacity for years of service life. The TPMS sensors wirelessly transmit the measured tyre pressure, temperature and battery status to a signal amplifier at 433MHz. This amplifier transmits the signal to a receiver that imports all measured values into the CAN J1939.
Usually the amplifier will be built into the trailer, but if the tractor does not have its own QTIS tyre pressure control system, a receiver can also be mounted directly from the trailer that can be read via the ISOBUS on the cabin screen.
You can mount a TPMS sensor both in the tyre and on the standard TR618A valve in the rim for maximum mounting convenience. The beauty of the QTIS control structure is that you have maximum flexibility to expand your fleet with the QTIS tyre pressure control system and that all vehicles recognize each other after coupling.
If you want to supply the ECU and develop the software yourself, but still use the TPMS sensors THEN PLEASE REQUEST THE CAN J1939 IMPORT CODE HERE.

In order to fill your tyres quickly and to keep waiting times in the field as short as possible, a compressed air compressor with a large capacity is required. Vane compressors and screw compressors are mainly used for tyre air production. Due to the short compressor cycles, the oil will suffer condensate damage that will impair the operation of the compressor. It is best to heat up your compressor oil regularly, so that the condensation evaporates from the oil again.
Although there are several options for drying the compressed air (cooling, adsorption and membrane drying), sufficient attention is rarely paid to this. But we all know the consequences of damage caused by moisture in your air system: corrosion, clumped dirt, stuck components due to disturbed lubrication, water hammer, frost damage and more.
A few examples of what one inflation cycle of your tractor with trailer (5000 litres tyre volume and two bar pressure increase) can generate in condensation under different conditions: (see table below)
Temperature Grams vapour/ m3
7 °C 7.73
6 °C 7.25
5 °C 6.79
4 °C 6.36
3 °C 5.95
2 °C 5.57
1 °C 5.21
0 °C 4.87
Temperature Grams vapour/ m3
40 °C 50.67
35 °C 39.29
30 °C 30.08
25 °C 22.83
20 °C 17.15
15 °C 12.74
10 °C 9.36
8 °C 8.24
Dry spring day: 20°C, relative humidity 35% and 1m3 of air contains: 0,35%*17,5g/m3= 6.1 grams of water vapour. At 10 bar of compressed air, 11 m3 is compressed with 67.4 grams of compressed water vapour. After cooling to 20°C, 17.5 grams of water vapor will remain in the air and 67.4-17.5 = 49,9 grams of condensate is made by 1000 litres of air at 10 bar.
 
Humid summer day: 35°C, relative humidity 55% and 1m3 contains 0.55 * 39.29 gr/m3 = 21.61 grams. At 10 bar and after cooling: (11 x 21.61) – 39.29 = 198,41 grams of condensate is made by 1000 litres of air at 10 bar.
 
Crisp winter's day: 0°C, relative humidity 15% and 1m3 contains 0.15% *4.87 gr/m3= 0.73 grams of water vapour. At 10 bar and after cooling: (11 x 0.73) – 4.87 = 3,16 grams of condensate is made by 1000 litres of air at 10 bar.

Although the compressor can filter out dirt and dust with its suction filter, water vapour in the outside air is sucked in and combined in the compressed air. Because warm air coming out of the compressor can hold more water vapor than cold air, when cooled, the water vapor will reach a saturation point (dew point) somewhere in your compressed air system where water vapor is converted into condensation (water). As long as the compressed air is cooled further, the compressed air will continue to separate condensation.
This is the reason that the cooling air in the storage tanks excretes condensate, but if you fill the tyres and the hot compressed air flows everywhere, the condensation can occur almost anywhere if you do not take measures. So our advice is: cool the compressed air down as deep as possible and drain the resulting condensate with a cyclone filter and a condensate drain. Optionally, use a large adsorbtion dryer to further dry your compressed air so that no damage will occur even in winter.
Our QTIS-ECU control unit is prepared for both controlling the compressor as well as the tyre pressures.
Please contact us for tailor-made advice. Of course, we can also integrate your current compressor into the optimal control system for the best technical solution. (OEM service only)

We understand that after all these years, you don't want to change your compressor on your vehicles, or that you want to use your own ECU to avoid validation work. But the tyre pressure control system is the minimum you can use from QTIS. On the rim is the wheel valve mounted, which is connected with one Ø12mm ID supply line to the rotary joint that is mounted centrally on or in the axle and is connected to the valve block. The wheel valve keeps your tyre pressurized while the hose is normally pressure less.
If the valve block gives a pressure of up to 4.5 bar in the supply line to the wheel valve, the tyre is filled, after which the valve block exhausts the supply line again when the correct tyre pressure is reached. If you want to deflate the tyre, the ECU switches the valve block to a the available system pressure (> 7 bar) which switches the wheel valve to an exhausting position of the tyre. The dirty air from the tyre passes through a fine filter with a large surface area out of the wheel valve, and vents directly into the outside air without contaminating the air system of your system. 
 
We recommend that your supply line should have a minimum internal diameter of Ø12mm. This allows us to guarantee that the bleeding capacity of our wheel valve is the fastest in the market, with 0.05bar/sec for a 900 litre tyre. The smaller your tyre, the faster the exhaust speed. 
 
To reduce the filling times of your tyres, you can also work with higher filling pressures, but then you also have to work with higher exhausting pressures. To do this, you will need a booster and an extra pressure tank of approx. 20 litres per vehicle. Please note that tyre inflating times always depend on the compressor capacity, tyre volume and pressure of the compressed air tanks. See more QTIS PARTS for article information, STEP files, of the valve block, the rotary joints and the wheel valve.
We are happy to do a test on your vehicle, provide design assistance, or make you a technical proposal for the entire installation.

There are two main challenges for the control system: connecting and controlling all the components that are spread out on the vehicle, and easily setting the tyre pressures via your in-cab screen.
Every vehicle with a QTIS tyre pressure control system is fitted with an ECU control module, connected to the CAN J1939 bus system and equipped with ISOBUS software, tested and approved by the AEF.
The ECU can perform all tasks autonomously for compressed air production, compressed air drying or making the tyre pressure settings. The vehicles are connected to each other with the ISOBUS IBBC connector to the display (VT Virtual Terminal) in the cabin. The tyre pressure is read by the adapted TPMS sensors. These pressure sensors transmit the tyre pressure wirelessly via a TPMS amplifier to the TPMS receiver. The receiver transmits the values to the ECU on the vehicle by means of CAN J1939.
The software development approaches all connected vehicles as a whole with a clear presentation and operation on your cab screen. The premise of the software is that you can also use your own sensors for pressure, dew point and inclination angles so that you don't have to validate new sensors. You will be assisted with software checks and alerts that will provide security and cost savings.
For the OEM, we can easily tailor the software based on your operating system or corporate identity. If you think you are better off with your own ECU and your own software, you can also request the CANBUS import code of the TPMS sensors from us.
We're here to help you, and your customers.

We have opted for TPMS (Tyre Pressure Monitoring System) sensors mounted in the tyre, this method ensures the most reliable pressure response.
When you measure the pressure in flowing air lines, you are dealing with a dynamic pressure. This shows significant pressure deviations compared to the static pressure that prevails in your tyre. So, if you want to set the tyre pressures quickly and properly, we recommend measuring this in the tyre. For example, you can detect tyre leaks, unwanted tyre warming, or adjust the pressure on one side of the vehicle in hill side situations.
We've improved the Tyre Pressure Sensor chip with faster pressure feedback, and 4 times bigger battery capacity for years of service life. The TPMS sensors wirelessly transmit the measured tyre pressure, temperature and battery status to a signal amplifier at 433MHz. This amplifier transmits the signal to a receiver that imports all measured values into the CAN J1939.
Usually the amplifier will be built into the trailer, but if the tractor does not have its own QTIS tyre pressure control system, a receiver can also be mounted directly from the trailer that can be read via the ISOBUS on the cabin screen.
You can mount a TPMS sensor both in the tyre and on the standard TR618A valve in the rim for maximum mounting convenience. The beauty of the QTIS control structure is that you have maximum flexibility to expand your fleet with the QTIS tyre pressure control system and that all vehicles recognize each other after coupling.
If you want to supply the ECU and develop the software yourself, but still use the TPMS sensors THEN PLEASE REQUEST THE CAN J1939 IMPORT CODE HERE.

QTIS B.V.

QTIS B.V.