CN213619229U - Automatic pressure stabilizer for car tire - Google Patents

Abstract

The utility model discloses an automatic pressure stabilizer of passenger car tire relates to automobile engineering technical field. The device comprises a gas caching component arranged between a hub and a brake disc, wherein the gas caching component comprises a flat plate, and an annular cavity is formed in the flat plate. The flat plate is provided with an air pump, an air inlet valve, an air outlet valve, a controller and a storage battery, the air outlet of the air pump is connected with the air inlet of the air buffer component, the air inlet of the air inlet valve is connected with the air outlet of the air buffer component, the air outlet of the air inlet valve is connected with the air inlet arranged on the wheel rim of the wheel hub through a third pipeline, and the air inlet of the air outlet valve is communicated with the third pipeline through a fourth pipeline. The gas buffer component is provided with a first pressure sensor, and the rim of the hub is provided with a second pressure sensor. The device can be used for carrying out inflation and deflation adaptively according to detection data in the running process of the vehicle so as to maintain the stability of the air pressure in the tire.

Description

Automatic pressure stabilizer for car tire

Technical Field

The utility model belongs to the technical field of the automotive engineering technique and specifically relates to an automatic pressure stabilizer of passenger car tire.

Background

The tire is used as an important component of the automobile, bears the weight of the whole automobile, has the functions of shock absorption and buffering, and has direct influence on the safety, the driving performance and the comfort of the automobile.

In order to ensure the safe driving of the automobile, the pressure value of the tire is maintained within a certain range. The problem of tire puncture is often encountered in the actual driving process, after the tire puncture, the tire is not directly inflated but is in a slow inflation state in most cases, a driver, particularly a driver with insufficient driving experience, is difficult to find, and when the tire puncture is to be found, the tire is always completely inflated. Tire pressure monitoring devices are often arranged in some high-end cars, but the tire pressure monitoring devices can only monitor tire pressure and cannot stabilize the pressure. When the problems of tire puncture and the like occur, the place for vehicle maintenance cannot be found in time, at the moment, once the air leakage is fast, the tire pressure is difficult to maintain, and the final result is that the place for maintenance is not found, the tire is not inflated, and only the spare tire can be replaced.

In addition, in summer, due to the fact that the temperature is high, gas expands, and therefore tire pressure needs to be properly reduced relative to winter, and therefore the vehicle can maintain proper pressure when the vehicle normally runs. However, since the conventional automobile cannot deflate while the automobile is running, the pressure of the tire is adaptively adjusted.

SUMMERY OF THE UTILITY MODEL

To the above problem, the utility model provides an automatic voltage regulator device of passenger car tire, the device can be according to aerifing and the gassing of detecting data adaptability at the in-process that the vehicle traveles to maintain the stability of tire internal gas pressure, thereby the security that the guarantee traveles.

The utility model provides a technical scheme that its technical problem adopted is:

an automatic pressure stabilizing device for a car tire comprises a gas buffer component arranged between a wheel hub and a brake disc, wherein the gas buffer component comprises a flat plate, an annular cavity is arranged on the flat plate, and the cavity is distributed around the central part of the wheel hub;

the flat plate is provided with an air pump, an air inlet valve, an air outlet valve, a controller and a storage battery, and the air cache component is provided with an air inlet and an air outlet which are communicated with the cavity;

the air outlet of the air pump is connected with the air inlet of the air buffer component, the air inlet of the air inlet valve is connected with the air outlet of the air buffer component, the air outlet of the air inlet valve is connected with the air inlet arranged on the rim of the hub through a third pipeline, and the air inlet of the air outlet valve is communicated with the third pipeline through a fourth pipeline;

the gas buffer component is provided with a first pressure sensor for detecting the gas pressure in the cavity of the gas buffer component, and the rim of the wheel hub is provided with a second pressure sensor for detecting the tire pressure of the tire.

Furthermore, the brake disc is fixedly connected with a driving rotating shaft of an automobile, and the outer end face of the driving rotating shaft is positioned on the inner side of the outer side face of the brake disc.

Furthermore, a connecting disc is fixedly arranged at the outer end of the driving rotating shaft, a plurality of connecting studs are fixedly arranged on the connecting disc, the outer ends of the connecting studs sequentially penetrate through the brake disc, the flat plate of the gas buffer component and the central part of the hub from inside to outside and extend to the outside of the central part of the hub, and locking nuts are arranged on the connecting studs outside the hub.

Furthermore, the driving rotating shaft is in key connection with the brake disc, a round nut is arranged on the outer end of the driving rotating shaft, a counter bore used for containing the round nut is formed in the brake disc, and the outer end face of the driving rotating shaft and the outer side face of the round nut are located on the inner side of the connecting end face of the brake disc.

Further, the air pump, the air inlet valve, the air outlet valve and the controller are uniformly distributed along the circumferential direction, and the storage battery is positioned at the geometric center of the flat plate of the gas cache component.

Further, the battery is located in the first through hole in the center of the hub.

Furthermore, the flat plate is provided with a male connecting end, and the storage battery is provided with a female connecting end matched with the male connecting end.

Furthermore, a first avoiding groove for containing the air pump, the air inlet valve, the air outlet valve and the controller is arranged on the inner side face of the central portion of the hub.

Further, the first avoidance groove is fan-shaped.

The utility model has the advantages that:

1. the device can be used for carrying out inflation and deflation adaptively according to detection data in the running process of the vehicle so as to maintain the stability of air pressure in the tire and further ensure the running safety.

2. Adopt solitary energy supply unit, need not change the major structure of car, consequently original production line of car, production facility need not change, only need to the wheel hub of vehicle carry out the modification design of adaptability can, have good practicality.

3. The device has simple and compact structure, reasonable structure and small volume, the appearance structure of the vehicle is not influenced, and the attractiveness and visual perception of the vehicle are not influenced.

Drawings

FIG. 1 is a front view of a wheel with an automatic pressure stabilizer mounted thereon;

FIG. 2 is an exploded view of a wheel mounted automatic pressure stabilization device;

FIG. 3 is a cross-sectional view A-A of FIG. 1;

FIG. 4 is an enlarged schematic view of portion A of FIG. 3;

FIG. 5 is an enlarged schematic view of portion B of FIG. 3;

FIG. 6 is a front view of the auto voltage regulator with the power source removed;

FIG. 7 is a schematic perspective view of an automatic voltage stabilizer;

FIG. 8 is a schematic view of a connection structure between a first air inlet pipe and a tire cavity;

FIG. 9 is an enlarged view of the portion C of FIG. 8;

FIG. 10 is a perspective view of the hub;

FIG. 11 is an enlarged view of portion D of FIG. 10;

FIG. 12 is a schematic view of the connection structure between the brake disc and the driving shaft;

FIG. 13 is a first schematic perspective view of a battery;

fig. 14 is a schematic perspective view of a battery.

In the figure: 1-hub, 11-center, 111-first through hole, 112-first avoidance groove, 113-second avoidance groove, 114-third avoidance groove, 12-spoke, 13-rim, 14-decorative cover,

2-a tyre, wherein the tyre is a tyre,

3-an air buffer component, 31-a flat plate, 311-a male joint connecting end, 312-a transition connecting pipe, 32-an arc plate, 33-a cavity, 34-an air pump, 35-an air inlet valve, 36-an air outlet valve, 37-a controller, 38-a storage battery, 381-a female joint connecting end, 382-a handle, 391-a first pipeline, 392-a second pipeline, 394-a fourth pipeline, 395-a fifth pipeline and 396-a sixth pipeline,

4-a brake disc is arranged on the brake disc,

5-driving rotating shaft, 51-connecting disc, 52-connecting stud, 53-locking nut and 54-positioning column.

Detailed Description

Example one

In order to facilitate understanding of the present embodiment, the structure of the conventional wheel portion of the automobile will be briefly described, where the conventional wheel portion of the automobile generally includes a hub 1, the hub 1 includes a central portion 11, a first through hole 111 axially penetrating through the central portion 11 is formed in the central portion 11, and a decorative cover 14 for sealing the first through hole 111 is disposed at an outer end of the first through hole 111. The outer portion of the central portion 11 is provided with spokes 12 extending outwards in the radial direction, the outer portion of the spokes 12 is provided with a rim 13 arranged coaxially with the central portion 11, the outer portion of the rim 13 is provided with a tire 2 made of rubber, and the tire 2 and the rim 13 jointly form a cavity for containing gas. The connecting portion between the spoke 12 and the central portion 11 is located at the outer end of the central portion 11 in the axial direction, that is, the inner end of the central portion 11 protrudes from the inner side surface of the spoke 12, forming a boss-like structure. The brake disc 4 is arranged on the inner side of the central portion 11 of the hub 1, the brake disc 4 is fixedly connected with the end portion of the driving rotating shaft 5 in the automobile transmission part, and the central portion 11 of the hub 1 is fixedly connected with the brake disc 4 through a threaded connecting piece.

As shown in fig. 1, 2 and 3, an automatic pressure stabilizing device for a passenger car tire 2 includes a gas buffer member 3 disposed between a wheel hub 1 and a brake disc 4. As shown in fig. 3, 6 and 7, the gas buffer member 3 includes a flat plate 31, an outwardly arched arc 32 is disposed at an outer side edge (a side close to the hub 1 is an outer side) of the flat plate 31, the arc 32 and the flat plate 31 together form a ring-shaped cavity 33 for accommodating buffer gas, and the cavity 33 is located outside the central portion 11 of the hub 1 and distributed around the central portion 11 of the hub 1. The threaded connecting piece for connecting the hub 1 and the brake disc 4 sequentially penetrates through the hub 1 and the flat plate 31, and fixes the hub 1 and the gas buffering component 3 on the brake disc 4.

Here, there are various ways of connecting the brake disc 4 and the driving rotating shaft 5, and in order to adapt to the structure of the present embodiment, the outer end face of the driving rotating shaft 5 is located inside the outer side face of the brake disc 4. As a specific embodiment, as shown in fig. 2 and fig. 3, in this embodiment, an outer end of the driving rotating shaft 5 is fixedly provided with a connecting disc 51 by welding, an outer side surface of the connecting disc 51 is fixedly provided with a plurality of connecting studs 52 by welding, and the plurality of connecting studs 52 are uniformly distributed along a circumferential direction. The outer end part of the connecting stud 52 sequentially penetrates through the brake disc 4, the flat plate 31 of the gas buffer component 3 and the central part 11 of the hub 1 from inside to outside and extends to the outside of the central part 11 of the hub 1, a locking nut 53 is arranged on the connecting stud 52 and positioned outside the hub 1, and the hub 1, the gas buffer component 3 and the brake disc 4 are sequentially pressed on the connecting disc 51 under the action of the locking nut 53.

Further, as shown in fig. 3, a positioning post 54 coaxially arranged with the driving shaft 5 is disposed on an outer side surface of the connecting disc 51, and a positioning hole matched with the positioning post 54 is disposed on the brake disc 4, preferably, the positioning hole axially penetrates through the brake disc 4.

As shown in fig. 6, an air pump 34, an air inlet valve 35, an air outlet valve 36, a controller 37 and a storage battery 38 for supplying electric power to the components are arranged on the flat plate 31 and located on the inner side of the arc-shaped plate 32. The arc-shaped plate 32 of the gas buffer component 3 is provided with a gas inlet and a gas outlet which are communicated with the cavity 33. An air outlet of the air pump 34 is connected with an air inlet of the air buffer component 3 through a first pipeline 391, and an air inlet of the air pump 34 is communicated with the outside. The air inlet of the air inlet valve 35 is connected with the air outlet of the air buffer component 3 through a second pipeline 392, the air outlet of the air inlet valve 35 is connected with the air inlet arranged on the rim 13 of the hub 1 through a third pipeline, and the air inlet is communicated with a cavity formed by the rim 13 and the tire 2. The air inlet of the air outlet valve 36 is communicated with the third pipeline through a fourth pipeline 394, and the air outlet of the air outlet valve 36 is communicated with the outside. A first pressure sensor (not shown in the figure) for detecting the gas pressure in the cavity 33 of the gas buffer member 3 is arranged on the arc-shaped plate 32 of the gas buffer member 3, and a second pressure sensor (not shown in the figure) for detecting the tire pressure of the tire 2 is arranged on the rim 13 of the hub 1.

Preferably, four connecting studs 52 are arranged on the connecting disc 51, correspondingly, four second through holes for accommodating the connecting studs 52 are arranged on the flat plate 31, and the air pump 34, the air inlet valve 35, the air outlet valve 36 and the controller 37 are arranged at intervals with the second through holes. The accumulator 38 is located at the geometric center of the circular plate 31 of the gas buffer member 3.

Further, in order to facilitate the charging of the battery 38, as shown in fig. 3, the battery 38 is located in the first through hole 111 of the central portion 11 of the hub 1.

Further, as shown in fig. 6, a male connection terminal 311 for connecting with the battery 38 is disposed at the geometric center of the flat plate 31 of the gas buffer member 3, and as shown in fig. 13, a female connection terminal 381 for matching with the male connection terminal 311 is disposed on the battery 38. The structure is similar to the mounting structure of the storage battery 38 of a common rechargeable electric hand drill in the current market, and the electrical connection structure between the male connection end 311 and each component belongs to the prior art for those skilled in the art, so that adaptive design and actual connection can be performed according to professional knowledge of the person, and details are not repeated herein.

Further, in order to facilitate the removal of the storage battery 38 and thus to charge the storage battery 38, as shown in fig. 14, a handle 382 is provided at the outer end of the housing of the storage battery 38. As shown in fig. 5, a decoration cover 14 is disposed at an outer end of the battery 38 in the first through hole 111, and the decoration cover 14 is connected to the first through hole 111 of the hub 1 in a snap-fit manner, that is, an interference fit is formed between a cylindrical surface of the decoration cover 14 and the first through hole 111.

Further, as shown in fig. 6, an annular transition connection pipe 312 is fixedly arranged on the outer side surface of the flat plate 31, the transition connection pipe 312 is respectively provided with a first air port, a second air port and a third air port, the air outlet of the air inlet valve 35 is connected with the first air port through a fifth pipeline 395, the second air port is connected with the air inlet arranged on the rim 13 of the hub 1 through a sixth pipeline 396, and the air inlet of the air outlet valve 36 is connected with the third air port through a fourth pipeline 394.

Here, the fifth pipeline 395, the sixth pipeline 396 and the transition connection pipe 312 together form a third pipeline.

In operation, in a normal state, the pressure of the gas in the cavity 33 of the gas buffer member 3 is higher than the pressure of the tire 2 in the normal state, and when the second pressure sensor detects that the pressure of the tire 2 is lower than a normal value, a signal is sent out, the controller 37 controls the valve of the air intake valve 35 to open according to the signal fed back by the second pressure sensor, and because a pressure difference exists between the gas buffer member 3 and the tire 2, the gas will automatically flow into the tire 2 from the gas buffer member 3 through the fifth pipeline 395, the transition connecting pipe 312 and the sixth pipeline 396, and the tire 2 is inflated. Until the tire pressure of the tire 2 reaches a normal value, the second pressure sensor again sends a signal, and the controller 37 controls the intake valve 35 to close. Meanwhile, the first pressure sensor detects the pressure in the gas buffer member 3, and when the pressure in the gas buffer member 3 is detected to be equal to the tire pressure of the tire 2, the first pressure sensor sends a signal, and the controller 37 controls the air pump 34 to start to work, so as to inflate the gas buffer member 3, thereby ensuring that the pressure in the gas buffer member 3 is always greater than the tire pressure of the tire 2. After the tire pressure of the tire 2 is restored to normal, the air intake valve 35 is closed under the control of the controller 37, so that the inflation of the tire 2 is stopped, but at this time, the air pump 34 does not stop operating until the first pressure sensor detects that the pressure in the gas buffer member 3 reaches the set upper limit pressure, a signal is sent to the controller 37, and the controller 37 controls the air pump 34 to stop operating. When the second pressure sensor detects that the tire pressure of the tire 2 is greater than the normal value, a signal is sent to the controller 37, the controller 37 controls the air outlet valve 36 to open, at this time, the gas in the tire 2 is discharged through the sixth pipeline 396, the transition connecting pipe 312, the fourth pipeline 394 and the air outlet valve 36, so that the tire pressure of the tire 2 is reduced until the second pressure sensor detects that the tire pressure of the tire 2 reaches the normal value, a signal is sent to the controller 37, and the controller 37 controls the air outlet valve 36 to close.

Further, in order to reduce the overall size of the device, the inner side surface of the arc-shaped plate 32 is attached to the outer side surface of the central portion 11 of the hub 1, as shown in fig. 10 and 11, a first avoiding groove 112 for accommodating the air pump 34, the air inlet valve 35, the air outlet valve 36 and the controller 37 is provided on the inner side surface of the central portion 11 of the hub 1, and preferably, the first avoiding groove 112 is fan-shaped. As shown in fig. 4, a second avoiding groove 113 for avoiding the transition connection pipe 312 is further provided on the inner side surface of the central portion 11 of the hub 1, and as a specific embodiment, the second avoiding groove 113 is communicated with the first avoiding groove 112. A third avoidance groove 114 for avoiding other pipelines and lines is further arranged on the inner side surface of the central portion 11 of the hub 1. Here, in the drawing of the present embodiment, a part of the third avoiding groove 114 is drawn, and a part of the third avoiding groove 114 is not drawn, because the third avoiding groove 114 is designed adaptively according to actual pipeline and line distribution, which belongs to the prior art for those skilled in the art, and can be designed by self-expertise of themselves, and will not be described herein again.

Further, as shown in fig. 8 and 9, the inner diameter of the arc plate 32 is greater than the outer diameter of the connection end surface of the brake disc 4, a third through hole axially penetrating through the flat plate 31 is disposed on the flat plate 31 between the arc plate 32 and the connection end surface of the brake disc 4, one end of the sixth pipeline 396 is connected to the second air port of the transition connection pipe 312, and the other end of the sixth pipeline 396 passes through the third through hole and then is connected to the air inlet disposed on the rim 13 of the hub 1.

Example two

The shaft end of the driving rotating shaft 5 is not provided with a connecting disc 51, the driving rotating shaft 5 is connected with the brake disc 4 through a key, and a round nut used for fixing the brake disc 4 is arranged on the outer end of the driving rotating shaft 5. The brake disc 4 is provided with a counter bore for containing the round nut, and the outer end face of the driving rotating shaft 5 and the outer side face of the round nut are both positioned on the inner side of the connecting end face of the brake disc 4. The rest of the structure is the same as the first embodiment.

Claims (9)

1. An automatic pressure stabilizing device for car tires is characterized in that: the gas buffer component comprises a flat plate, wherein an annular cavity is formed in the flat plate, and the cavity is distributed around the center of the hub;

the flat plate is provided with an air pump, an air inlet valve, an air outlet valve, a controller and a storage battery, and the air cache component is provided with an air inlet and an air outlet which are communicated with the cavity;

the air outlet of the air pump is connected with the air inlet of the air buffer component, the air inlet of the air inlet valve is connected with the air outlet of the air buffer component, the air outlet of the air inlet valve is connected with the air inlet arranged on the rim of the hub through a third pipeline, and the air inlet of the air outlet valve is communicated with the third pipeline through a fourth pipeline;

the gas buffer component is provided with a first pressure sensor for detecting the gas pressure in the cavity of the gas buffer component, and the rim of the wheel hub is provided with a second pressure sensor for detecting the tire pressure of the tire.

2. The automatic pressure stabilizing device for the tyres of the passenger cars as claimed in claim 1, wherein: the brake disc is fixedly connected with a driving rotating shaft of an automobile, and the outer end face of the driving rotating shaft is located on the inner side of the outer side face of the brake disc.

3. The automatic pressure stabilizing device for the tyres of the passenger cars as claimed in claim 2, characterized in that: the outer end of the driving rotating shaft is fixedly provided with a connecting disc, the connecting disc is fixedly provided with a plurality of connecting studs, the outer end portions of the connecting studs sequentially penetrate through the brake disc, the flat plate of the gas cache component and the central portion of the hub from inside to outside and extend to the outside of the central portion of the hub, and locking nuts are arranged on the connecting studs and located outside the hub.

4. The automatic pressure stabilizing device for the tyres of the passenger cars as claimed in claim 2, characterized in that: the driving rotating shaft is connected with the brake disc in a key mode, a round nut is arranged on the outer end of the driving rotating shaft, a counter bore used for containing the round nut is formed in the brake disc, and the outer end face of the driving rotating shaft and the outer side face of the round nut are located on the inner side of the connecting end face of the brake disc.

5. The automatic pressure stabilizing device for the tyres of the passenger cars as claimed in claim 1, wherein: the air pump, the air inlet valve, the air outlet valve and the controller are uniformly distributed along the circumferential direction, and the storage battery is positioned at the geometric center of the flat plate of the gas cache component.

6. The automatic pressure stabilizing device for the tyres of the passenger cars as claimed in claim 5, wherein: the storage battery is positioned in the first through hole in the center of the hub.

7. The automatic pressure stabilizing device for the tyres of the passenger cars as claimed in claim 6, wherein: the flat plate is provided with a male connecting end, and the storage battery is provided with a female connecting end matched with the male connecting end.

8. The automatic pressure stabilizing device for the tyres of the passenger cars as claimed in claim 5, wherein: and a first avoiding groove for accommodating the air pump, the air inlet valve, the air outlet valve and the controller is arranged on the inner side surface of the central part of the hub.

9. The automatic pressure stabilizing device for the tyres of cars of claim 8, characterized in that: the first avoidance groove is fan-shaped.

Images