CN110077179B - Passive pressure stabilizer - Google Patents
Passive pressure stabilizer Download PDFInfo
- Publication number
- CN110077179B CN110077179B CN201910416037.5A CN201910416037A CN110077179B CN 110077179 B CN110077179 B CN 110077179B CN 201910416037 A CN201910416037 A CN 201910416037A CN 110077179 B CN110077179 B CN 110077179B
- Authority
- CN
- China
- Prior art keywords
- valve
- pressure
- tire
- channel
- vent pipe
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
- B60C23/004—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving the control being done on the wheel, e.g. using a wheel-mounted reservoir
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Tires In General (AREA)
Abstract
The invention discloses a passive pressure stabilizer, and belongs to the field of automobiles. Fixedly connected in a closed space formed by the tire and the rim; consists of a pressure pump, a regulating valve, a control valve and a vent pipe; the vent pipe is communicated with the external atmosphere; when the pressure of the tire is within a set range, the regulating valve seals the vent pipe, and the inside and the outside of the tire are isolated; when the pressure of the tire is lower, the control valve drives the regulating valve, the air passage from the vent pipe to the pressurizing pump to the regulating valve is communicated with the interior of the tire, and the pressurizing pump is driven by the centrifugal force generated by the movement of the tire to pump the atmosphere into the tire; when the tire pressure is higher, the control valve drives the regulating valve, the air passage from the vent pipe to the regulating valve is communicated with the inside of the tire, and the air in the tire flows out to the atmosphere. The invention utilizes the centrifugal force generated when the wheels dynamically move to drive the pressurizing pump to generate high-pressure gas for pressurizing the tire pressure, does not need external energy input, and can stabilize the tire pressure within a set range by combining the control of the regulating valve and the control valve.
Description
Technical Field
The invention discloses a passive pressure stabilizer, and belongs to the field of automobiles.
Background
The tire almost affects all performances of the automobile and is concerned about driving safety, the tire pressure of the tire is a key parameter affecting the performances and safety of the tire, and the too low tire pressure can cause the increase of oil consumption and the tire burst after the tire side cord is rolled and broken; the tire with the excessively high tire pressure does not have good grip performance, and the handling and braking performance is reduced, so it is very important to stabilize the pressure of the tire in a proper range.
The pressure of the tire can increase and decrease along with the increase of the temperature, the tire pressure increases when the temperature of the tire rises when the wheel rotates at a high speed, the external temperature can also cause the fluctuation of the tire pressure during the season change, and the change of the external atmospheric pressure of the vehicle at high altitude and low altitude can also cause the change of the tire pressure (it needs to be explained that the tire pressure in the industry refers to the difference value of the absolute pressure inside the tire and the external atmospheric pressure).
Although more and more vehicles are equipped with a TPMS (tire pressure monitoring system), the driver is only informed of the real-time tire pressure detection result, and the tire pressure cannot be actively regulated. The driver can only manually deflate according to the detected tire pressure value to reduce the tire pressure or increase the tire pressure by using an external air source, which requires a certain manual ability of the driver or needs to spend effort for the operation of a professional.
The above explains the problem that the tire pressure of the automobile in the prior art can not be automatically stabilized within the set range and an external air source is required to increase the tire pressure.
Disclosure of Invention
The invention mainly aims to solve the problems that the pressure of the automobile tire in the prior art can not be automatically adjusted and an external air source is required to increase the tire pressure.
In order to achieve the above purpose, the scheme is as follows:
the passive pressure stabilizer is characterized by being fixedly connected in a closed space formed by a tire and a rim; consists of a pressure pump, a regulating valve, a control valve and a vent pipe; the vent pipe is communicated with the external atmosphere; when the pressure of the tire is within a set range, the regulating valve seals the vent pipe, and the inside and the outside of the tire are isolated; when the pressure of the tire is low, the control valve drives the regulating valve, the air passage from the vent pipe to the pressurizing pump to the regulating valve is communicated with the interior of the tire, and the pressurizing pump is driven by the inertia force generated by the movement of the tire to pump the atmosphere outside the tire into the interior of the tire; when the pressure of the tire is higher, the control valve drives the regulating valve, the air passage from the air pipe to the regulating valve is communicated with the interior of the tire, and the air in the tire flows out to the external atmosphere; the inertial force is the centrifugal force generated when the wheel rotates.
Furthermore, the passive pressure stabilizer is characterized by also comprising a bracket and a filter element; the support is fixedly connected with the rim, the center of the vent pipe is hollow, and the vent pipe penetrates through the support and the circumferential surface of the rim and is communicated with the outside of the tire; the vent pipe is in a hook shape, extends from the radial direction of the rim to the wheel center direction of the rim and then bends to the direction away from the wheel center of the rim; the filter element is connected in series in the vent pipe.
Further, the passive pressure stabilizer is characterized in that the pressure pump consists of a pump shell, a piston and a return spring; the piston axis is placed along the radial direction of the wheel; the pump shell is fixedly connected with the rim, and a cavity with stretching characteristics matched with the piston is arranged in the pump shell; when the required inertia force acts on the piston, the piston moves towards the high-pressure end, and air is pumped out of the high-pressure end to the regulating valve; when the required inertia force is removed, the piston is acted by a return spring arranged between the piston and the high-pressure end, the piston moves towards the direction far away from the high-pressure end, and meanwhile the high-pressure end sucks air.
Further, the passive pressure stabilizer is characterized in that in order to ensure that the piston moves smoothly in the pump shell, the low-pressure end of the pressure pump is communicated with the atmosphere, namely the low-pressure end of the pressure pump is connected with the vent pipe.
Further, the passive pressure stabilizer is characterized by further comprising a first one-way valve and a second one-way valve; a second one-way valve is connected between the high-pressure end of the pressure pump and the regulating valve in series, so that air can only flow into the regulating valve from the high-pressure end of the pressure pump; a first one-way valve is connected in series between the high-pressure end of the pressure pump and the vent pipe, so that air can only flow into the high-pressure end of the pressure pump from the vent pipe.
Furthermore, the passive pressure stabilizer is characterized in that the regulating valve consists of a valve casing and a valve column, a cavity with stretching characteristics matched with the valve column is arranged in the valve casing, 4 groups of sealing rings are axially arranged on the valve column, and the 4 groups of sealing rings enable the outer peripheral surface of the valve column and the inner wall of the valve casing to form 3 mutually independent cavities, namely a first cavity positioned in the middle of the valve column, a second cavity positioned at the first end of the valve column and a third cavity positioned at the second end of the valve column; when the valve column of the regulating valve is in a central state, the first cavity is communicated with a first channel penetrating through the valve casing, the first channel is communicated with the interior of the tire, the second cavity is communicated with a second channel, the second channel is communicated with a second one-way valve, the third cavity is communicated with a third channel, and the third channel is connected with a vent pipe; when the valve column moves towards the first end of the valve column, the second channel is communicated with the first cavity, the first cavity is still communicated with the first channel, and the third cavity is still communicated with the third channel, namely the second channel is communicated with the first channel, and the third channel is still only connected with the third cavity; when the valve column moves towards the direction of the second end of the valve column, the third channel is communicated with the first cavity, the first cavity is still communicated with the first channel, the second channel is still communicated with the second cavity, namely the third channel is communicated with the first channel, and the second channel is still only connected with the second cavity.
Furthermore, the passive pressure stabilizer is characterized in that the control valve consists of a control spring, a valve shell and a valve column; the two end faces of the valve column respectively detect the tire pressure and the atmospheric pressure, and the pressure difference between the two drives the valve column to move.
Furthermore, the passive pressure stabilizer is characterized in that a valve casing corresponding to the first end of the valve post is provided with a second detection port penetrating through the valve casing, and the second detection port is communicated with the interior of the tire; the valve casing that the second end of valve post corresponds is equipped with the first mouth of surveying that runs through the valve casing, first mouth of surveying and breather pipe intercommunication.
Further, the passive pressure stabilizer is characterized in that a control spring is arranged between the second end of the valve column and the inner end face of the valve casing; when the air pressure in the tire is within a set range, the acting force of the tire pressure in the tire, which is applied to the first end of the valve column, and the resultant force of the atmospheric pressure acting force applied to the second end of the valve column and the elastic force of the control spring are equal in magnitude and opposite in direction, and the valve column is located at the middle position; when the pressure of the tire is low, the resultant force of the atmospheric pressure acting force applied to the second end of the valve column and the elastic force of the control spring is relatively large, and the valve column moves to the limiting position in the direction of the first end; when the tire pressure is high, the resultant force of the atmospheric pressure acting force applied to the second end of the valve column and the elastic force of the control spring is not enough to resist, and the valve column moves to the direction of the second end to the limiting position.
Further, the passive pressure stabilizer is characterized in that the first end of the valve column is provided with a blind hole which extends inwards along the axis of the valve column.
The invention utilizes the inertia force generated when the wheels move dynamically to drive the pressurizing pump to generate high-pressure gas for pressurizing the tire pressure of the tire, does not need external energy input, namely is passive, and can stabilize the pressure in the tire within a set range by combining the control of the regulating valve and the control valve.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic diagram of a pressure stabilizer, steady state;
FIG. 2 is a schematic diagram of the pressure stabilizer, pressurized;
FIG. 3 is a schematic view of the pressure stabilizer, in a depressurized state;
FIG. 4 is a perspective view of a pressure stabilizer, embodiment one;
FIG. 5 is a schematic view of the pressure stabilizer installed inside a wheel, embodiment one;
FIG. 6 is a cross-sectional view of FIG. 5, embodiment one;
FIG. 7 is a cross-sectional view B-B of FIG. 6, illustrating a first embodiment;
FIG. 8 is a schematic view of the pressure stabilizer only splitting the housing and the base plate of the components, embodiment one;
FIG. 9 is a cross-sectional view A-A of FIG. 6, with the wheel hidden, steady state, first embodiment;
FIG. 10 is a cross-sectional view A-A of FIG. 6, with the wheel hidden, pressurized, embodiment one;
FIG. 11 is a cross-sectional view A-A of FIG. 6, with the wheel hidden, in a depressurized state, according to one embodiment;
FIG. 12 is a perspective view of a pressure stabilizer of the second embodiment;
FIG. 13 is a schematic view of the pressure stabilizer installed inside the wheel, embodiment two;
FIG. 14 is a cross-sectional view of FIG. 13, embodiment two;
FIG. 15 is a cross-sectional view taken along line C-C of FIG. 14, embodiment two.
Labeled as:
1. a pressure pump; 11. a pump housing; 12. a piston; 13. a return spring;
2. adjusting a valve; 21. a valve housing; 211. a first channel; 212. a second channel; 213. a third channel; 22. a spool; 221. a first chamber; 222. a second chamber; 223. a third chamber;
3. a control valve; 31. a first detection port; 32. a second detection port; 33. a control spring;
41. a first check valve; 42. a second one-way valve;
51. a breather pipe; 52. a filter element;
6. a support;
71. a rim; 72. a tire;
the wheel herein is the assembly comprising the rim 71 and the tire 72, and for ease of presentation, the drawings relating to the rim 71 and the tire 72 are cut away about 1/4 turns.
Detailed Description
The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to facilitate its implementation.
As shown in fig. 1, the inside of the square frame is a closed space formed by a tire and a rim (namely, the inside of the tire), the outside of the square frame is the atmosphere (namely, the outside of the tire), and the pressure stabilizer is fixedly connected in the closed space formed by the tire and the rim; the pressure stabilizer consists of a pressure pump 1, a regulating valve 2, a control valve 3 and a vent pipe 51, the components are mutually connected through a gas path and are fixedly connected with a rim 71, and the vent pipe 51 is communicated with the external atmosphere;
when the tire pressure is in a set range, the adjusting valve 2 seals the vent pipe 51, and the inside and the outside of the tire are isolated;
when the tire pressure is low, as shown in fig. 2, the control valve 3 drives the regulating valve 2, the air passages from the vent pipe 51 to the booster pump 1 to the regulating valve 2 are communicated with the interior of the tire, and the booster pump 1 is driven by the inertia force generated by the tire movement to pump the atmosphere outside the tire into the interior of the tire;
when the tire pressure is high, as shown in fig. 3, the control valve 3 drives the regulating valve 2 to communicate the air passage from the air pipe 51 to the regulating valve 2 with the inside of the tire, and the air inside the tire flows out to the outside atmosphere.
In particular, the method comprises the following steps of,
in the first embodiment, the first step is,
as shown in fig. 4 to 11, the pressure stabilizer is composed of a pressurizing pump 1, a regulating valve 2, a control valve 3, a vent pipe 51, a bracket 6 and a filter element 52.
As shown in fig. 5 and 6, the bracket 6 is fixedly connected to the circumferential surface of the rim 71, and the vent pipe 51 is hollow in the center and penetrates through the bracket 6 and the circumferential surface of the rim 71 to communicate with the outside of the tire; the vent pipe 51 is bent, and the vent pipe 51 extends from the rim 71 radially toward the center of the rim 71 and then bends away from the center of the rim 71. When the tire runs on a water accumulation road surface, the vent pipe 51 is rotated by the wheel to the ground and soaked by water, but due to the action of centrifugal force generated by the rotation of the wheel, the accumulated water at the opening part of the vent pipe 51 can be thrown out by the centrifugal force deviating from the wheel center direction of the rim 71, so that the accumulated water is prevented from entering the vent pipe 51, and impurities, soil and lamp foreign matters can also be thrown out by the centrifugal force when the wheel rotates and cannot enter the vent pipe 51; when the tire is at rest on a deep water accumulation road surface, and the vent pipe 51 is located at the ground of the tire, the vent pipe 51 is submerged by the accumulated water, but because the tire does not rotate, the pressurizing pump 1 in the tire pressure stabilizer does not have inertia force to drive air suction, the vent pipe 51 is not communicated, and because the inner diameter of the vent pipe 51 is small and the opening of the vent pipe is downward, water is difficult to enter the interior of the vent pipe 51 due to surface tension, a small amount of water is accumulated at most at the turning section of the vent pipe 51, and when the tire rotates, the water at the turning section is thrown out due to the centrifugal force. In order to ensure the cleanness and no impurity of the air entering the air vent pipe 51, a filter element 52 is connected in series in the air vent pipe 51 to filter the air impurity; preferably, the filter element 52 is provided at a section of the breather pipe 51 away from the center of the rim 71, so that accumulated water can be kept away from the remaining section to the maximum extent, and water and foreign substances can be thrown away by centrifugal force of the tire rotation.
As shown in fig. 4, 8 and 9, the system further comprises a first check valve 41 and a second check valve 42, and the pressurization pump 1, the regulating valve 2, the control valve 3, the first check valve 41, the second check valve 42 and the vent pipe 51 are all fixedly connected with the bracket 6. The booster pump 1 consists of a pump shell 11, a piston 12 and a return spring 13, wherein the pump shell 11 is fixedly connected with the bracket 6, and a cavity with stretching characteristics matched with the piston 12 is arranged in the pump shell 11, preferably, the cavity is cylindrical; the piston 12 has a mass and a cross-sectional area that generate a sufficiently high air pressure to supplement the pressure of the tyre under the effect of the inertia forces generated by the dynamic movement of the tyre; when the required inertial force acts on the piston 12, the piston 12 moves toward the high-pressure end, pumping air out of the high-pressure end to the regulating valve 2; when the required inertia force is removed, the piston 12 is acted by a return spring 13 arranged between the piston 12 and the high-pressure end, the piston 12 moves towards the direction far away from the high-pressure end, namely the piston 12 moves towards the low-pressure end, and meanwhile, the high-pressure end sucks air; in order that the high-pressure air pumped out by the high-pressure end does not flow into the atmosphere and the high-pressure end cannot suck air from the tire, two one-way valves are required to be arranged, and a second one-way valve 42 is connected between the high-pressure end of the booster pump 1 and the regulating valve 2 in series, so that the air can only flow into the regulating valve 2 from the high-pressure end of the booster pump 1; a first check valve 41 is connected in series between the high-pressure end of the booster pump 1 and the vent pipe 51, so that air can only flow into the high-pressure end of the booster pump 1 from the vent pipe 51; in order to make the piston 12 move smoothly in the pump housing 11, the low-pressure end of the pressure pump 1 is communicated with the atmosphere, that is, the low-pressure end of the pressure pump 1 is connected with the vent pipe 51, so that the low-pressure end of the pressure pump 1 does not form negative pressure due to the movement of the piston to block the movement of the piston 12; it should be noted that, as long as inertial force acts on the piston 12, the piston 12 moves or tends to move, depending on whether the regulator valve 2 communicates the high-pressure end of the booster pump 1 with the tire interior.
As shown in fig. 7, the above-described inertial force is generated due to braking of the wheel, and the pressure pump 1 is disposed tangentially to the direction of rotation of the wheel, that is, the axis of the piston 12 is disposed tangentially to the direction of rotation of the wheel. This embodiment gives quantitative calculations as to the mass and cross-sectional area of the piston 12, the brake will apply a braking torque to the wheel, the rotating wheel will be decelerated by the braking torque, the direction of movement of the piston 12 is set parallel to the tangential direction of rotation of the wheel, the piston 12 is arranged as far away from the center of the rim 71 as possible, the deceleration at the time of braking is considerable the farther away from the center of the rim 71, and the braking deceleration of the piston 12 is equal to the deceleration of the entire vehicle when the distance of the piston 12 from the center of the rim 71 is equal to the rolling radius of the wheel. Based on the analysis, the mass of the piston 12 is 60g, the deceleration of the piston 12 is consistent with the deceleration of the whole vehicle, the value is 5m/s2 (medium-intensity braking), the diameter of the piston 12 is 1mm, the generated pressure is 382Kpa (absolute pressure), the tire pressure is generally 331Kpa (relative pressure is 230Kpa + atmospheric pressure is 101Kpa), and the tire pressure can be supplemented through a plurality of braking conditions. It should be noted that, when emergency braking is performed, the wheel will lock within 0.3 second when the vehicle speed per hour is 100km/h, the wheel side deceleration is as high as 92.7m/s2, and the piston 12 of the above specification can generate 7085kpa of pressure, so that the range of values that can be taken by the specification design of the piston 12 is large, which depends on the matching relationship among the frequency of occurrence of the inertia force working condition, the displacement of the piston 12 and the pump air pressure, and the calculation example herein is enough to prove the feasibility of the present invention.
As shown in fig. 4, 8, 9, 10 and 11, the regulating valve 2 is composed of a valve housing 21 and a valve column 22, a cavity with stretching characteristics is arranged inside the valve housing 21 and is matched with the valve column 22, 4 groups of sealing rings are arranged in the axial direction of the valve column 22, and the 4 groups of sealing rings enable the outer peripheral surface of the valve column 22 and the inner wall of the valve housing 21 to form 3 mutually independent chambers, namely a first chamber 221 located in the middle of the valve column 22, a second chamber 222 located at the first end of the valve column 22 and a third chamber 223 located at the second end of the valve column 22.
As shown in fig. 8 and 9, when the tire pressure is within the set range, the spool 22 of the regulating valve 2 is in the centered state, the first cavity 221 is communicated with the first passage 211 penetrating through the valve housing 21, the first passage 211 is communicated with the inside of the tire, the second cavity 222 is communicated with the second passage 212, the second passage 212 is communicated with the second one-way valve 42, the third cavity 223 is communicated with the third passage 213, and the third passage 213 is connected with the vent pipe 51, that is, the first passage 211, the second passage 212 and the third passage 213 are isolated from each other;
as shown in fig. 10, when the tire pressure is low, driven by the control valve 3, the spool 22 moves towards the first end thereof, so that the second channel 212 is communicated with the first cavity 221, the first cavity 221 still communicates with the first channel 211, the third cavity 223 still communicates with the third channel 213, that is, the second channel 212 communicates with the first channel 211, and the third channel 213 still communicates with only the third cavity 223;
as shown in fig. 11, when the tire pressure is high, the spool 22 moves toward the second end thereof under the driving of the control valve 3, the third channel 213 communicates with the first cavity 221, the first cavity 221 still communicates with the first channel 211, the second channel 212 still communicates with the second cavity 222, that is, the third channel 213 communicates with the first channel 211, and the second channel 212 still communicates with only the second cavity 222.
When the spool 22 moves inside the valve housing 21, the moving position needs to be limited, and limit structures are provided between the first end of the spool 22 and the inner end surface of the valve housing 21 and between the second end of the spool 22 and the inner end surface of the valve housing 21.
As shown in fig. 4, 8, 9, 10 and 11, the control valve 3 is composed of a control spring 33, a valve housing 21 and a spool 22, i.e., the control valve 3 and the regulating valve 2 can share the valve housing 21 and the spool 22 to realize a compact structure and a low cost design, and the tire pressure and the atmospheric pressure are respectively detected at both end surfaces of the spool 22 of the control valve 3, and the spool 22 is driven to move by the pressure difference between the two. Specifically, a valve casing 21 corresponding to the first end of the valve column 22 is provided with a second detection port 32 penetrating through the valve casing 21, and the second detection port 32 is communicated with the interior of the tire; the valve casing 21 corresponding to the second end of the valve column 22 is provided with a first detection port 31 penetrating through the valve casing 21, and the first detection port 31 is communicated with the vent pipe 51; a control spring 33 is arranged between the second end of the valve column 22 and the inner end face of the valve housing 21, the rigidity and the pretightening force of the control spring 33 determine other adjusting ranges in the tire, when the air pressure in the tire is in a set range, the acting force of the tire pressure in the tire, which is received by the first end of the valve column 22, and the resultant force of the atmospheric pressure acting force received by the second end of the valve column 22 and the elastic force of the control spring 33 are equal in magnitude and opposite in direction, and the valve column 22 is located at the central position; when the tire pressure is low, the resultant force of the atmospheric pressure acting force applied to the second end of the spool 22 and the elastic force of the control spring 33 is relatively large, and the spool 22 moves to the limit position in the direction of the first end; when the tire pressure is high, the resultant force of the atmospheric pressure acting force applied to the second end of the spool 22 and the elastic force of the control spring 33 is not sufficient to resist, and the spool 22 moves in the direction of the second end to the limit position.
In order to clearly explain the scheme, the invention places each component singly, and uses the air pipe to connect each functional interface according to the principle of the scheme, when in specific application, the pressure pump 1, the regulating valve 2, the control valve 3, the first one-way valve 41, the second one-way valve 42, the vent pipe 51 and the bracket 6 can be integrated and fused into a compact whole, and the air passage is realized by injection molding core pulling or machine adding and then plugging.
Because the inertia force is complex when the wheel moves dynamically, and the internal parts of the regulating valve 2, the control valve 3, the first check valve 41 and the second check valve 42 have certain mass, in order to avoid the undesirable effect caused by the inertia force on the parts, the movement direction of the internal parts needs to avoid the direction of strong inertia force, such as the radial direction of the wheel and the tangential direction of the rotation direction, and the axial direction of the valve column 22 of the regulating valve 2 and the control valve 3 is parallel to the axial direction of the wheel rotation shaft preferentially; the opening and closing directions of the first check valve 41 and the second check valve 42 are parallel to the axial direction of the wheel rotation shaft.
As shown in fig. 9 to 11, the spool 22 in the control valve 2 should reduce its own mass to reduce the influence of inertial force, and the first end of the spool 22 is provided with a blind hole extending inward along the axis to reduce the mass.
The connection and communication are referred to as air path connection.
In the second embodiment, the first embodiment of the method,
according to the first embodiment, only the inertial force of the high-pressure air generated by the movement of the driving piston 12 is changed into the centrifugal force generated by the rotation of the wheel generated by the braking of the wheel.
As shown in fig. 12 to 15, the booster pump 1 is disposed in the radial direction of the wheel, that is, the axis of the piston 12 is disposed in the radial direction of the wheel, and when the vehicle speed reaches a set threshold value, the centrifugal force applied to the piston 12 drives the piston 12 to generate high-pressure air.
The mass and the sectional area of the piston 12 are calculated quantitatively in the embodiment, the vehicle wheel specification is 235/55R19, the vehicle speed is 40km/h, the mass of the piston 12 is 30g, the diameter of the piston 12 is 6mm, the piston 12 is placed close to the edge of the vehicle wheel (calculation is convenient), the pressure can be 353Kpa (absolute pressure), the tire pressure is 331Kpa (relative pressure 230Kpa + atmospheric pressure 101Kpa), and the tire pressure can be supplemented from low speed to set speed after multiple times of vehicle speed. The calculation of this example is conservative enough to prove the feasibility of the invention due to the large centrifugal force of the wheel.
Because the piston 12 moves in the radial direction of the wheel, the mass distribution of the wheel is changed, which has an effect on the dynamic balance, but the effect is small. Because the tire pressure is in the air pressure equilibrium state most of the time, when the vehicle speed reaches the set threshold value, the piston 12 only has the tendency of moving, i.e. the piston 12 does not move frequently; in addition, because the force value of the centrifugal force is objective, the motion stroke of the piston 12 can be reduced by increasing the section of the piston 12, and therefore the influence on the dynamic balance of the wheel is also reduced.
In the third embodiment, the first step is that,
based on the first and second embodiments, the pressure pump 1 is inclined such that both the centrifugal force and the braking inertial force of the wheel can generate the driving force in the pumping direction of the piston 12, and both the centrifugal force and the braking inertial force of the wheel can be used.
In the fourth embodiment, the first step is that,
based on the first, second, and third embodiments, the number of the pressurizing pumps 1 is 1 or more, and the pressurizing pumps 1 are driven to pump air by the inertial force described above simultaneously or separately.
The foregoing is a more detailed description of the invention that is presented in connection with specific embodiments, and the practice of the invention is not intended to be limited to these descriptions. For those skilled in the art to which the invention pertains, several simple deductions or substitutions can be made without departing from the spirit of the invention, and all shall be considered as belonging to the protection scope of the invention.
Claims (6)
1. A passive pressure stabilizer is characterized in that the passive pressure stabilizer is fixedly connected in a closed space formed by a tire (72) and a rim (71);
consists of a pressure pump (1), a regulating valve (2), a control valve (3) and a vent pipe (51);
the vent pipe (51) is communicated with the external atmosphere;
when the tire pressure is in a set range, the adjusting valve (2) seals the vent pipe (51), and the inside and the outside of the tire are isolated;
when the tire pressure is low, the control valve (3) drives the regulating valve (2), the air passages from the vent pipe (51) to the pressurizing pump (1) to the regulating valve (2) are communicated with the interior of the tire, and the pressurizing pump (1) is driven by the inertia force generated by the movement of the tire to pump the atmosphere outside the tire into the interior of the tire;
when the tire pressure is high, the control valve (3) drives the regulating valve (2), the air passage from the vent pipe (51) to the regulating valve (2) is communicated with the interior of the tire, and the air in the tire flows out to the external atmosphere;
the inertial force is a centrifugal force generated when the wheel rotates;
the booster pump (1) consists of a pump shell (11), a piston (12) and a return spring (13);
the axis of the piston (12) is arranged along the radial direction of the wheel;
the pump shell (11) is fixedly connected with the rim (71), and a cavity with a stretching characteristic matched with the piston (12) is arranged in the pump shell (11);
when the required inertia force acts on the piston (12), the piston (12) moves to the high-pressure end, and air is pumped out of the high-pressure end to the regulating valve (2);
when the required inertia force is removed, the piston (12) is acted by a return spring (13) arranged between the piston (12) and the high-pressure end, the piston (12) moves towards the direction far away from the high-pressure end, and meanwhile the high-pressure end sucks air;
in order to ensure that the piston (12) moves smoothly in the pump shell (11), the low-pressure end of the pressure pump (1) is communicated with the atmosphere, namely the low-pressure end of the pressure pump (1) is connected with a vent pipe (51);
further comprising a first one-way valve (41) and a second one-way valve (42);
a second one-way valve (42) is connected between the high-pressure end of the booster pump (1) and the regulating valve (2) in series, so that air can only flow into the regulating valve (2) from the high-pressure end of the booster pump (1);
a first check valve (41) is connected in series between the high-pressure end of the booster pump (1) and the vent pipe (51) so that air can only flow into the high-pressure end of the booster pump (1) from the vent pipe (51);
the adjusting valve (2) is composed of a valve casing (21) and a valve column (22), a cavity with stretching characteristics matched with the valve column (22) is arranged inside the valve casing (21), 4 groups of sealing rings are arranged in the axial direction of the valve column (22), the 4 groups of sealing rings enable the outer peripheral surface of the valve column (22) and the inner wall of the valve casing (21) to form 3 mutually independent cavities, namely a first cavity (221) located in the middle of the valve column (22), a second cavity (222) located at the first end of the valve column (22) and a third cavity (223) located at the second end of the valve column (22);
when the valve column (22) of the adjusting valve (2) is located in a central state, the first cavity (221) is communicated with a first channel (211) penetrating through the valve shell (21), the first channel (211) is communicated with the interior of a tire, the second cavity (222) is communicated with a second channel (212), the second channel (212) is communicated with a second one-way valve (42), the third cavity (223) is communicated with a third channel (213), and the third channel (213) is connected with a vent pipe (51);
when the valve column (22) moves towards the first end, the second channel (212) is communicated with the first cavity (221), the first cavity (221) is still communicated with the first channel (211), the third cavity (223) is still communicated with the third channel (213), namely, the second channel (212) is communicated with the first channel (211), and the third channel (213) is still only connected with the third cavity (223);
when the spool (22) moves towards the second end, the third channel (213) is in communication with the first chamber (221), the first chamber (221) remains in communication with the first channel (211), the second channel (212) remains in communication with the second chamber (222), i.e. the third channel (213) is in communication with the first channel (211), and the second channel (212) remains only in communication with the second chamber (222).
2. A passive pressure stabilizer according to claim 1, characterized by further comprising a support (6) and a filter element (52);
the support (6) is fixedly connected with the rim (71), the center of the vent pipe (51) is hollow, and the circumferential surface penetrating through the support (6) and the rim (71) is communicated with the outside of the tire;
the vent pipe (51) is in a hook shape, and the vent pipe (51) extends from the radial direction of the rim (71) to the wheel center direction of the rim (71) and then bends to the direction away from the wheel center of the rim (71);
the filter element (52) is connected in series in the vent pipe (51).
3. A passive pressure stabilizer according to claim 1,
the control valve (3) consists of a control spring (33), a valve shell (21) and a valve column (22); the two end faces of the valve column (22) respectively detect the tire pressure and the atmospheric pressure, and the pressure difference between the two ends drives the valve column (22) to move.
4. A passive pressure stabilizer according to claim 3, characterized in that the valve housing (21) corresponding to the first end of the valve stem (22) is provided with a second detection port (32) extending through the valve housing (21), the second detection port (32) communicating with the interior of the tire;
the valve casing (21) corresponding to the second end of the valve column (22) is provided with a first detection port (31) penetrating through the valve casing (21), and the first detection port (31) is communicated with the vent pipe (51).
5. A passive pressure stabilizer according to claim 4, characterized in that a control spring (33) is arranged between the second end of the spool (22) and the inner end surface of the valve housing (21);
when the air pressure in the tire is within the set range, the acting force of the tire internal pressure received by the first end of the valve column (22) is equal to the resultant force of the atmospheric pressure acting force received by the second end of the valve column (22) and the elastic force of the control spring (33), and the valve column (22) is located at the middle position;
when the tire pressure is low, the resultant force of the atmospheric pressure acting force received by the second end of the valve column (22) and the elastic force of the control spring (33) is relatively large, and the valve column (22) moves to the limiting position in the direction of the first end;
when the tire pressure is high, the resultant force of the atmospheric pressure acting force received by the second end of the valve column (22) and the elastic force of the control spring (33) is not enough to resist, and the valve column (22) moves to the direction of the second end to the limiting position.
6. A passive pressure stabiliser according to claim 5 in which the first end of the spool (22) is provided with a blind bore extending inwardly along the axis of the spool (22).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910416037.5A CN110077179B (en) | 2019-05-19 | 2019-05-19 | Passive pressure stabilizer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910416037.5A CN110077179B (en) | 2019-05-19 | 2019-05-19 | Passive pressure stabilizer |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110077179A CN110077179A (en) | 2019-08-02 |
| CN110077179B true CN110077179B (en) | 2021-06-01 |
Family
ID=67420722
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910416037.5A Active CN110077179B (en) | 2019-05-19 | 2019-05-19 | Passive pressure stabilizer |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110077179B (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1084944A (en) * | 1992-09-30 | 1994-04-06 | 中国人民解放军运输工程学院 | Pressure fluid direction control valve and in tyre pressure adjusting device, using |
| US5342177A (en) * | 1992-04-01 | 1994-08-30 | Cheng Chen Kuang | Tire automatic pneumatic pump device |
| US5707215A (en) * | 1994-11-14 | 1998-01-13 | Hughes Aircraft Company | Tuned resonant oscillating mass inflation pump and method of extracting electrical energy therefrom |
| EP1186452A2 (en) * | 2000-09-12 | 2002-03-13 | GKN Walterscheid GmbH | Arrangement with a wheel and a device to deflate and/or inflate a tyre of a vehicle, particulary of a tractor |
| CN202213455U (en) * | 2011-07-26 | 2012-05-09 | 冯泇铖 | Tire automatic inflating device and wheel with same |
| CN103879247A (en) * | 2012-12-21 | 2014-06-25 | 固特异轮胎和橡胶公司 | Compact valve system for self-inflating tire |
| CN105050838A (en) * | 2013-03-15 | 2015-11-11 | 戴科知识产权控股有限责任公司 | Tire pressure maintenance apparatus and system |
Family Cites Families (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2813601A1 (en) * | 1978-03-30 | 1979-10-04 | Innova Ges Zur Innovationsfoer | Self pumping pressure control for vehicle tyre - includes radial inertial pump mass and air ballast reservoir |
| US4349064A (en) * | 1978-11-17 | 1982-09-14 | Booth George R | Inertial tire pressure regulators |
| US4651792A (en) * | 1984-07-02 | 1987-03-24 | Allen F. Ehle | Automatic tire pressurizing system |
| JPH01301405A (en) * | 1988-05-27 | 1989-12-05 | An Kurafuto:Kk | Tire wheel |
| CA2116436A1 (en) * | 1991-08-27 | 1993-03-04 | Grant J. Renier | Tire pressuring and regulating apparatus |
| US5355924A (en) * | 1992-10-06 | 1994-10-18 | Hughes Aircraft Company | Vehicle wheel including self-inflating mechanism |
| JP4010454B2 (en) * | 2003-04-09 | 2007-11-21 | 太平洋工業株式会社 | Tire pressure retention system, tire wheel, vehicle and tire valve unit |
| GB2436617A (en) * | 2006-03-29 | 2007-10-03 | Martin Baker Aircraft Co Ltd | Acceleration sensor |
| GB2476263A (en) * | 2009-12-17 | 2011-06-22 | Agco Gmbh | Air supply system with a secondary consumer to control tyre pressure |
| CN105644278B (en) * | 2010-07-30 | 2018-02-16 | 亨德里克森美国有限责任公司 | Tire inflation system with discrete deflation loop |
| JP2014518532A (en) * | 2011-04-11 | 2014-07-31 | マグナ インターナショナル インコーポレイテッド | Tire valve with micro air pump |
| CN102358183B (en) * | 2011-09-05 | 2015-07-08 | 郑乃时 | Device and method for utilizing recovered pressure energy and inertia energy of pneumatic tire and application |
| US10052834B2 (en) * | 2012-10-16 | 2018-08-21 | The Goodyear Tire & Rubber Company | Protective structure for a retreaded air maintenance tire |
| DE102014113064A1 (en) * | 2014-09-10 | 2016-03-10 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Mechanically driven tire pressure regulating device, in particular for a commercial vehicle trailer |
| US20160167465A1 (en) * | 2014-12-12 | 2016-06-16 | The Goodyear Tire & Rubber Company | On-wheel air maintenance system |
| CN105730156B (en) * | 2016-02-02 | 2019-01-11 | 北京汽车研究总院有限公司 | A kind of device and automobile adjusting tire pressure |
-
2019
- 2019-05-19 CN CN201910416037.5A patent/CN110077179B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5342177A (en) * | 1992-04-01 | 1994-08-30 | Cheng Chen Kuang | Tire automatic pneumatic pump device |
| CN1084944A (en) * | 1992-09-30 | 1994-04-06 | 中国人民解放军运输工程学院 | Pressure fluid direction control valve and in tyre pressure adjusting device, using |
| US5707215A (en) * | 1994-11-14 | 1998-01-13 | Hughes Aircraft Company | Tuned resonant oscillating mass inflation pump and method of extracting electrical energy therefrom |
| EP1186452A2 (en) * | 2000-09-12 | 2002-03-13 | GKN Walterscheid GmbH | Arrangement with a wheel and a device to deflate and/or inflate a tyre of a vehicle, particulary of a tractor |
| CN202213455U (en) * | 2011-07-26 | 2012-05-09 | 冯泇铖 | Tire automatic inflating device and wheel with same |
| CN103879247A (en) * | 2012-12-21 | 2014-06-25 | 固特异轮胎和橡胶公司 | Compact valve system for self-inflating tire |
| CN105050838A (en) * | 2013-03-15 | 2015-11-11 | 戴科知识产权控股有限责任公司 | Tire pressure maintenance apparatus and system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110077179A (en) | 2019-08-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10773560B2 (en) | System for an air maintenance tire assembly | |
| EP3308986B1 (en) | Pump assembly for use with a pneumatic tire and air maintenance tire system | |
| US5947696A (en) | Wheel mounted tire pump with a reciprocating piston | |
| US7748422B2 (en) | Wheel mounted pump for self-inflating tires | |
| US9327562B2 (en) | Air maintenance tire assembly | |
| EP3012125B1 (en) | Air maintenance tire assembly | |
| EP3299187A1 (en) | Rim assembly and air maintenance system | |
| US20150147198A1 (en) | Air maintenance tire assembly | |
| CN110077180B (en) | Automobile tire pressure stabilizer | |
| EP3130487A1 (en) | Valve stem-based air maintenance tire and method | |
| EP3299188A1 (en) | Tire assembly with a modified valve stem | |
| CN110077179B (en) | Passive pressure stabilizer | |
| US20150147201A1 (en) | Air maintenance tire assembly | |
| EP3332994A1 (en) | Air maintenance tire and valve assembly and method | |
| US7992300B1 (en) | Method of assembling a hydraulic fluid accumulator | |
| EP3170684B1 (en) | Valve stem-based air maintenance tire and method | |
| JP2005313738A (en) | Tire air pressure adjustment device for vehicle | |
| US20200039303A1 (en) | Tire Inflator | |
| CN108202566B (en) | System for air maintenance tire assembly | |
| EP3031633B1 (en) | Air maintenance tire and valve assembly | |
| CN201170280Y (en) | Gas tension spring of ultralong stroke | |
| US1285808A (en) | Compensating air-pump for pneumatic vehicle-wheels. | |
| KR101316965B1 (en) | Pulsation pressure decreased type flux control valve |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |