DE102008062076A1 - Tire pressure control system, particularly for vehicles with pneumatic tires, comprises mass damper, which is arranged on wheel axle, tire pressure sensor, tire valve, and pressure distributor - Google Patents

Abstract

The tire pressure control system (1) comprises a mass damper, which is arranged on a wheel axle (30), a tire pressure sensor (3), a tire valve, a pressure distributor (5) with switching valves, a control and regulating unit (10), and a high pressure accumulator (12). The tire pressure control system has a tire pressure control valve (4) as tire valve. The mass damper cooperates with the high pressure accumulator and forms a vibration damper-high pressure compressor (15). An independent claim is also included for a method for tire pressure control.

Description

The The invention relates to a tire pressure regulating system, in particular for Vehicles with pneumatic tires and a tire pressure control method. To The tire pressure regulating system has at least one tire pressure sensor and a tire valve. In addition, the tire pressure control system has at least one pressure distributor with switching valves and a control and control device and a high pressure vessel.

From the publication WO 2005/032863 A1 a compressed air control system is known to ensure a compressed air suspension of a vehicle by means of pneumatic springs and / or pneumatic shock absorbers. This compressed air suspension system must be supplied with compressed air via a high-pressure compressor. At the same time, the deflection of the same in the air pressure shock absorbers and air springs is measured by height sensors in the air pressure springs or on the air pressure shock absorbers and the air pressure in the air pressure springs or air pressure shock absorbers is controlled.

These Air suspension of a chassis to a vehicle frame however, can not meet the requirements of a tire pressure regulation system fulfill, especially a tire pressure control system the task has, optimal tire pressure depending on the road condition, the vehicle speed, the vehicle load, the outside temperature and the extrapolated tire and roadway temperature even while driving by increasing and decreasing tire pressure optimally adjusted in the rotating wheels.

Known Tire pressure valves assume that in the state of a vehicle the tire pressure is adapted to the relevant environmental conditions. This means that the journey is to be stopped and the tires individually by the vehicle driver manual optimal tire pressure are to be adapted. For this purpose, corresponding service stations have been started, the corresponding stationary high pressure systems dispose of the need for compressed air under high pressure to provide.

Around the demand also during the ride to the tire pressure To comply with regulations are not just special tire pressure control valves required, but also a corresponding high pressure supply of the vehicle, the vehicle self-sufficient with appropriate pressure energy provided.

The publication is a system US 6,269,691 B1 known, which automatically regulates the tire pressure, wherein the high pressure energy is achieved by a Drucknachverstärkungspumpe or a booster pump, which brings the existing air pressure, which is required for example for a compressed air suspension, air brakes or steering and brake booster systems, to a higher pressure level , The disadvantage of this system, however, is that a significant amount of compressed air is consumed, since the known booster pump itself must be driven by compressed air. Another disadvantage of this system is that the pressure can at most be doubled due to the structure of the booster.

task The invention is a tire pressure control system for vehicles indicate with pneumatic tires and a tire pressure control method, that not only allows for a pressure boost, but also from the ambient pressure starting a high pressure generation for a vehicle.

These Task is solved with the independent claims. Advantageous developments of the invention will become apparent from the dependent claims.

According to the invention a tire pressure control system for vehicles with pneumatic Tire and a tire pressure control method created. For this purpose points the vehicle shock or vibration damper, between a vehicle frame or a flywheel and a Wheel axle of the vehicle are arranged. Furthermore, the tire pressure control system has at least one tire pressure sensor and a tire valve. Furthermore the tire pressure regulating system has at least one pressure distributor with switching valves and a control and regulating device as well a high pressure vessel. As a tire valve has the tire pressure control system a tire pressure control valve. The shock or vibration absorbers of the vehicle form shock or vibration damper high pressure compressors and interact with the high pressure vessel. This is excess Pressure energy supplied to the energy management of the vehicle.

This Tire pressure control system has the advantage that both generated excess High pressure energy from the shock or vibration damper high pressure compressors as well as excess pressure energy from the tires in the case of reducing the tire pressure for the energy management of the Vehicle is recovered back.

In a first embodiment of the invention, the tire pressure regulating system includes a damper having a cylinder housing in which a vibration damper piston divides the cylinder volume into two compression chambers. The compression chambers each cooperate with at least one inlet and one outlet valve and bil the one vibration damper high pressure compressor. In this case, the vibration damper piston moves synchronously with movements of the absorber and alternately compresses air in the compression chambers.

The Exhaust valves of the compression chambers are connected to the high pressure reservoir pneumatically connected, so that the compression chambers the high pressure vessel Food. For high pressure generation, the vibration damper piston one out of the cylinder housing slidably and airtight outstanding Piston rod on. This piston rod is connected to the flywheel, wherein the cylinder housing on a wheel axle, a rigid axle or a vehicle half-axis of a pendulum axis is fixed and the Flywheel for damping vibrations vibrates without fixation. Such a high-pressure damper compressor can in be advantageously installed in off-road vehicles, since these improve the grip with such vibration absorbers are equipped.

In In another aspect of the invention, the movements of the vehicle shock absorbers used, with the shock absorbers with the high pressure vessel interact and shock absorber high pressure compressors form. Again, excess pressure energy can the energy management of both the high pressure generating shock absorbers as well as being recovered from the high pressure tires, if the high pressure tires to adapt to a changed Road structure, to adapt to a changed load or to adapt to the temperature conditions of tires, roadway and environment must reduce the tire pressure by one to achieve advantageous and optimal target tire pressure. Show this the shock absorbers of the vehicle have an interior and an outer cylinder, which are aligned coaxially with each other, and wherein the inner cylinder has an inner shock absorber piston has. The outer cylinder acts with at least one inlet and an exhaust valve and forms a high pressure shock absorber compressor, in synchronism with movements of the shock absorber piston Compressed air. The exhaust valves of the high pressure shock absorber compressor communicate pneumatically with the high-pressure vessel and charge this while driving the vehicle.

In a preferred embodiment of the invention, the Outer cylinder a movable first outer cylinder part and a rigid second outer cylinder part over a flexible bellows are connected to each other airtight. The bellows encloses in cooperation with the outer cylinder parts a compressible air volume. With this shock absorber high pressure compressor The tire pressure regulation system has a self-sufficiency with high pressure energy, advantageously the pressure energy, which otherwise convert the shock absorbers into heat now profitably supplied to the energy management. As long as the vehicle is in motion, so can be continuous, too if the tires do not require further pressure increase, Compressed air can be generated, allowing excess Compressed air via a corresponding switching valve of the compressed air supply, for example, for the application of brakes, for the brake boost, for the steering gain or for other air pressure systems of a Vehicle is needed is available.

This special shock absorber high pressure compressor points only a single compression chamber with at least one inlet valve and an exhaust valve, with Radachsbewegungen down for example, when driving over a pothole relative can follow without hindrance, while with movements the shock absorber to the transition of a pothole on the roadway by the compressed air generation in addition is dampened. This results in an asymmetric characteristic for the shock absorber, which in some cases Of applications can be quite beneficial.

In In a further embodiment of the invention that becomes compressing volumes of the shock absorber high pressure compressor divided into two compression chambers, so that the shock absorber in uniformly damped in both directions but will generate compressed air in both directions as well can. For this purpose, the first lower movable outer cylinder part an upper edge, on its inside a ring seal wearing in an annular groove. This ring seal is airtight slidable on the outer surface of the inner cylinder arranged. Thus, the first lower movable outer cylinder part forms a first lower compression chamber with an inlet valve and a Exhaust valve.

Also In this variant, the outer cylinder has a flexible Bellows on, now at the top of the first outer cylinder part is arranged and the lower edge of the second outer cylinder part airtight with the upper edge of the first outer cylinder part combines. This creates a second upper compression chamber each with an inlet and an outlet valve. This embodiment The invention has the advantage that in both directions of movement the damper pressure generation done can and that now the shock absorber symmetrical damped by the additional compression chambers becomes. This can also change the characteristics of the shock absorber improve.

at Another embodiment of the invention is not divided the outer cylinder but rather the inner cylinder, the now a lower movable inner cylinder part and an upper having rigid inner cylinder part, wherein the be movable inner cylinder part is rigidly connected to the movable cylinder piston. Between the inner cylinder and the outer cylinder, which now no Has bellows, but is formed in one piece, a compressor piston is arranged, which is slidable and airtight opposite the outer wall of the inner cylinder and the inside of the outer cylinder is movable and that Air volume between inner cylinder and outer cylinder in shares two compression chambers. Because each of the two compression chambers again has inlet and outlet valves, thus a downstream High-pressure tank to be loaded with compressed air. To support it the outer cylinder part and the inner cylinder on the Vehicle body, while the shock absorber piston and the compressor piston together on a suspension axle or support a semi-axis.

Preferably the outlet valves are pressure valves that when exceeded a threshold pressure have an open position and below the threshold pressure maintained a closed position. there can use multiple shock or vibration damper high pressure compressors a tire pressure control system via pressure lines to the high pressure vessel pneumatically communicate with the pressure in the high pressure vessel through a corresponding pressure sensor can be monitored.

This Tire pressure regulation system has in addition to the new shock or vibration damper high-pressure compressors a switchover option on, with the help of a switching valve optionally a first Switching position of the switching valve the low pressure side of the shock or vibration damper high-pressure compressors with the ambient air connect or at a second switching position, the low pressure sides shock or vibration damper high pressure compressors bring into operative connection with a medium pressure line.

In the first switching position is an air treatment system with a Air filter unit and an air drying unit activated to the sensitive air seals from abrasion by particles to protect and also to form condensation in the compressed air system of the vehicle. A derarti ges air treatment system can be omitted if already processed on the pressure inlet side Air from a pressure medium line provided is, with such pressure medium lines in the compressed air supply network a vehicle are provided to brake booster, steering amplifier and / or to allow brake actuation of air brakes. In such a case, the shock or vibration damper high pressure compressors operate as Drucknachverstärkungspumpen or as a booster.

The present tire pressure control system can thus in the absence cooperate directly with the ambient air of such a medium pressure supply, with the help of the shock absorbers a high-pressure vessel to load and beyond the possibility on, the medium pressure or form of an existing pressure supply to use, especially for vehicle trailers interesting is.

in the Case of interaction with a medium pressure supply line can the shock or vibration damper high pressure compressors, after the high-pressure vessel is fully loaded with high pressure, use the high pressure generated while driving, to support the general air pressure supply system, through a multi-way valve, the compressed air a medium-pressure vessel is supplied.

While as mentioned above the absorber swinging freely only Fixed on a single axle, the shock absorber high pressure compressors are between a vehicle axle and a vehicle frame arranged to order now the vehicle tires depending on the type of load, speed, temperature conditions or road conditions with the help of the high pressure vessel inflate or tire pressure via appropriate valves To reduce, the high pressure control system has a pressure distributor which cooperates with a tire pressure control valve, which means Pressure pulse edges of the pressure distribution is adjustable.

Thus, in a preferred embodiment of the invention, the tire pressure control valve has an open position at a pressure rise edge of a high pressure pulse. In the case of a throttled pressure descending flank, the tire maintains a pressure control valve in its open position when the excess compressed air is delivered via a throttle valve to a medium-pressure feed line or to the environment. On the other hand, with a steep pressure descending flank, for example to ambient pressure, such a tire pressure control valve has a closed position. Such pressure control valves thus have the advantage that they require no additional connections, but only a pressure input port and an outlet port, wherein via the pressure inlet with the aid of the above-mentioned pressure edges different switching positions of the tire pressure control valve are adjustable. Such a tire pressure control valve can control the pressure in all vehicle tires or the pressure in groups of vehicle tires as a central tire pressure control valve and in a decentralized tire pressure control system, each wheel may be provided with a tire pressure control valve requiring only a single co-rotating pressure line for each of the tire pressure control valves to drive the tire pressure control valve.

Corresponding It is possible, on the one hand, a central tire pressure sensor to be used for all tires or for one Tire group of a vehicle measures the tire pressure or decentralized to use a co-rotating tire pressure sensor for each wheel, in which case a connecting line via a rotary feedthrough or wirelessly via a radio link with a control and control unit of the vehicle is to connect over the pressure distributor and the switching position of the closing valves in the pressure distributor the tire pressure even while driving to adapt to the external conditions.

In a preferred embodiment, the pressure distributor and the high-pressure vessel in a common housing arranged, wherein a vehicle axle, the common housing can form. Here are the switching valves of the pressure distributor with the control and regulating device and the pressure vessel in operative connection such that pressure pulse edges for the The tire pressure control valve is ready. As switching valves can provided in the pressure manifold pneumatically pilot-operated switching valves be. On the other hand, it is also possible, the switching valves the pressure distributor via switching pulses to the pressure distributor be fed, set electromechanically. Preferably the control unit has a CPU (central microprocessor unit) on, which controls the pressure distributor and with the tire pressure sensor and with pressure monitoring sensors of a medium-pressure vessel and a high-pressure container cooperates.

The Tire pressure control system according to the invention can in a further embodiment of the invention part one of the existing vehicle control units or a vehicle control computer or an air spring control or a light control or a Be brake control unit.

method for tire pressure control has the following process steps on. First, air is generated by means of high pressure Shock or vibration dampers during the ride of the vehicle compressed. This compressed air will stored in a high pressure vessel. At the same time while driving the tire pressure of the vehicle detected. This is to optimize the tire pressure first measured tire pressure with a table showing the optimal tire pressure depending on the road condition, the vehicle speed, the outside temperature and the extrapolated Tire and road surface temperature as well as of the loading pretends compared.

ever after the difference between tire pressure and the optimal tire pressure then the tire pressure is increased or diminished until a match between actual and nominal tire pressure is reached is. This excess pressure energy of the High pressure generating shock or vibration damper as well as excess pressure energy of the tires supplied to the energy management of the vehicle. This method has the advantage that fuel consumption can be reduced as existing air compressors are relieved and / or the air compressors completely through the shock or vibration damper compressors be replaced. This could advantageously with the compressed by shock or vibration damper Compressed air all compressed air dependent systems of a vehicle operate.

to Capture can be a central stationary tire pressure sensor in a central pressure distributor for the vehicle tires or capture the tire pressure for a vehicle tire group. On the other hand, it is also possible to decentralize the tire pressure in each wheel through corresponding co-rotating tire pressure sensors capture. Both embodiments of the invention have but different advantages. In the one case can The costs are significantly reduced, as a small number of central Tire pressure control systems are to be used and this example can be integrated in the pressure distribution. By doing In another case, the advantage arises in a decentralized system, each tire is individually sealed with the tire pressure control valve is, so that in case of failure of a single tire not equal to one whole group of tires or all tires of a vehicle fail.

The Data on the table of optimal tire pressure will be advantageously in a central processing unit of a control and control device stored, with such a control and control device also an integral part of an already existing Can be a vehicle management computer. To set the optimal tire pressure is up to the balance between actual tire pressure and optimal tire pressure, the tire pressure control valve over the Pressure distributor switched to an open position and upon reaching of the optimal tire pressure, the tire pressure control valve in his Closed position in the above-mentioned steep Pressure drop switched at the inlet of the tire pressure control valve.

In this case, in a preferred embodiment of the invention in the open position of the tire pressure control valve, the tire pressure can be reduced by a switching valve of the pressure distributor the tire or a set of tires with the medium pressure supply line via a throttle valve connects, whereby the excess tire pressure is supplied to the energy management of the vehicle. In addition, in the open position of the tire pressure control valve, the tire pressure can be increased by connecting a switching valve of the pressure distributor, the tire or a set of tires with a high pressure supply line. Finally, in the open position of the tire pressure control valve, the tire pressure can be reduced by connecting a switching valve of the pressure distributor with the tire or a set of tires with a throttle valve to the ambient air. In this case, the open position of the tire pressure control valve is maintained because the throttle valve prevents a steep drop to the atmospheric pressure of the vehicle. However, in the case of a steep falling edge of the pressure, the tire pressure control valve returns to a closed position, which can be achieved by briefly applying the ambient pressure to the tire pressure control valve.

The The invention will now be more apparent from the accompanying drawings explained.

1 shows a schematic diagram of a tire pressure control system according to an embodiment of the invention, which is connected to ambient air supply;

2 shows a schematic diagram of the tire pressure control system according to 1 after switching the system to an on-board medium pressure supply;

3 shows a schematic diagram of the tire pressure control system according to 1 after switching to a return of the generated air pressure in the on-board medium pressure supply system;

4 shows with the 4A to 4D different variants of shock absorber or vibration damper high pressure compressors;

5 shows a schematic diagram of tire pressure control phases of the tire pressure control system according to the invention;

6 shows a schematic diagram of the tire pressure control system in a phase of tire pressure increase;

7 shows a schematic diagram of the tire pressure control system in a phase of tire pressure reduction;

8th shows a schematic diagram of the tire pressure control system in a phase of closing the tire pressure control valves;

9 shows with the 9A to 9C different variants of high pressure control valves;

10 shows a schematic diagram of the tire pressure control system according to 1 a further embodiment of the invention;

11 shows a schematic diagram of the tire pressure control system according to 1 a further embodiment of the invention;

12 shows a schematic diagram of the tire pressure control system according to another embodiment of the invention;

13 shows a schematic diagram of the tire pressure control system according to another embodiment of the invention.

1 shows a schematic diagram of a tire pressure control system 1 according to an embodiment of the invention, which is connected to ambient compressed air supply. Switching to ambient air supply is done with the circuit valve 28 causes an on-board medium-pressure supply is interrupted, and intake valves 33 a shock absorber high pressure compressor 15 with ambient air 31 is supplied. For this purpose, in this embodiment of the invention, the ambient air 31 via an air treatment system 32 from the shock absorber compressor 15 sucked.

In the air treatment system 32 are an air particle filter unit 26 and an air-dry unit 27 arranged so that dry and particle-free ambient air through a check valve 23 and a suction line 66 at the inlet valve 33 is available. Whenever, due to the movement in the direction of arrow A, a compression chamber of the high-pressure shock absorber compressor increases, because the distance of the shock absorber between the vehicle frame 37 and a wheel axle 30 increases, the pressure in a compression chamber decreases, allowing air through the vacuum supply line 66 into the shock absorber high pressure compressor via the inlet valve 33 received. If by reducing the distance between the vehicle frame 37 and the wheel axle 30 the air in the compression chamber is compressed and a threshold pressure is exceeded, becomes an outlet valve 34 open. If the threshold pressure is overcome, then via the pressure line 35 and a multiway valve 29 the compressed air in the manner shown here a high pressure vessel 12 fed. In the high pressure container 12 is a sensor 25 arranged, via a signal line 67 the measured high pressure in the high pressure vessel 12 to a control and regulating device 10 for evaluation transfers. Both the multiway valve 29 as well as the switching valve 28 that have switching cables 70 and 71 with the tax and Re gelgerät 10 connected together form with a pressure distributor 5 and its switching valves 6 . 8th and 9 a common housing 20 out, which is bounded here by a dash-dotted line.

On the functioning of the pressure distributor 5 with its switching valves 6 . 8th and 9 will be discussed later. In 1 should only be shown that, in cooperation with the pressure distributor 5 the high pressure via a rotary union 21 a wheel axle 30 and a co-rotating pressure line 18 the mature 2 via a tire control valve 4 while driving a pressure increase or a pressure reduction in the tire 2 can be made, depending on the type of load, vehicle speed, temperature conditions, road conditions and other boundary conditions that require changing the tire pressure to optimally adapt the tire pressure to the boundary conditions of the vehicle driving and the road. The optimal tire pressure can do this in the control and regulating device 10 stored in a CPU, where the actual pressure of the tire 2 in this embodiment of the invention with a co-rotating tire pressure sensor 3 detected and via the signal line 19 the control and regulating device 10 is supplied. This can be the connection 19 also from a wireless connection to the control unit 10 will be realized. In this tire pressure regulation system 1 is in addition to the ambient air pressure supply and an on-board supply from a medium-pressure vessel 13 provided, however, in the 1 and the position of the switching valve 28 is not activated.

2 shows a schematic diagram of the tire pressure control system according to 1 after switching the system to an on-board medium pressure supply. This medium pressure supply is from a medium pressure vessel 13 , which has a medium pressure supply line 11 and a check valve 38 is subjected to a medium pressure. This pressure is measured with the pressure sensor 24 detected and via a signal line 72 the control and regulating device 10 fed. Due to the switched switching valve 28 is now the outlet of the medium pressure vessel to the suction line 66 connected so that over this the medium pressure at the inlet valve 33 pending. Once the volume of a compression chamber of the high pressure shock absorber compressor increases by increasing the distance between the vehicle frame 37 and the wheel axle 30 enlarged, compressed air is from the medium pressure vessel 13 via the on-off switching valve 28 , the intake pipe 66 and the inlet valve 33 flow into the compression chamber. As soon as the volume in the compression chamber is reduced and a threshold pressure is overcome, high-pressure air is released via the outlet valve 34 and the pressure line 35 in the high-pressure vessel 12 pumped. The advantage of this embodiment of the invention is that can be changed at any time of circulating air on-board compressed air, so that this tire pressure control system has a high flexibility and in particular for vehicle trailer brings benefits.

3 shows a schematic diagram of the tire pressure control system according to 1 after switching to a return of generated air pressure. Is the high pressure vessel 12 Charged to its permissible pressure limit, so can further air pressure caused by the shock absorber high pressure compressors 15 is generated after switching the multi-way valve 29 in the vehicle's own compressed air supply and thus in the medium pressure vessel 13 be initiated. Thus, with the shock absorber high pressure compressor 15 also the pressure supply of the entire vehicle are supported and thus fuel can be saved.

4 shows with the 4A to 4D different variants of shock absorber or vibration damper high pressure compressors. While the 4A to 4C Variants of shock absorber high pressure compressors will be available in 4D a high pressure damper compressor is shown, which uses the kinetic energy of a damper to high pressure for the high pressure vessel 12 as he is in 1 is shown to produce. The difference between a damper and a shock absorber lies essentially in the fact that shock absorbers are usually arranged between an axle and a wheel suspension or an axle and a vehicle frame, while the absorber is fixed only on an axle itself and a flywheel 49 has, are damped with the vibrations of the axle.

4A shows a shock absorber high pressure compressor operating in an inner cylinder 50 a shock absorber piston 52 leads and from an outer cylinder 51 surrounded, which is a lower movable outer cylinder part 54 and an upper rigid outer cylinder part 55 having the lower and the upper outer cylinder part 54 respectively. 55 through a bellows 60 connected to each other and to the inner cylinder a compressible air volume 56 exhibit.

These are the shock absorber piston 52 and the lower movable outer cylinder part 54 rigidly connected with each other, allowing the movements between the wheel axle 30 and vehicle frame 37 an increase and decrease in the volume of air 46 cause, via an inlet valve 33 either conditioned ambient air or on-board compressed air into the compression chamber 46 is admitted. Via the outlet valve 34 is then compressed air to the in 1 shown high pressure vessel discharged as soon as the axis 30 on the vehicle frame 37 too moved. The charak teristik of such a shock absorber with coupled shock absorber high pressure compressor is clearly differentiated from conventional shock absorbers, this shock absorber with shock absorber high pressure compressor during a movement of the axle 30 down reacts almost without damping and in a phase in which the axis 30 is shifted upward, a compression sets in at the same time the movement between the outer cylinder 51 and the inner cylinder 50 is additionally dampened.

With 4B discloses a high-pressure shock absorber compressor having a two-chamber system, wherein the two chambers via a bellows 60 are connected to each other airtight. There is an additional seal for this 58 at the top 57 the lower first outer cylinder part 54 arranged, the sliding and sealing on the outer jacket 59 of the inner cylinder 50 is and an upper compression chamber 47 opposite the lower compression chamber 46 seals. Each of the chambers is equipped with a corresponding inlet valve 33 and exhaust valve 34 fitted.

4C shows a shock absorber high-pressure compressor, where not the outer cylinder 51 divided, but the inner cylinder 50 , which has a movable lower inner cylinder part 64 and a rigid upper inner cylinder part 65 having. Between the outer cylinder 51 and the inner cylinder 50 is a compressor piston 53 arranged the volume between outer cylinder 51 and inner cylinder 50 in two compression chambers 46 and 47 Splits.

A vibration damper high pressure compressor, as in 4D can be shown with a single ring seal 58 get along that between the vibration damper piston 44 and the inside of a cylinder housing 43 is arranged and the volume of the cylinder housing in two compression chambers 46 mouth 47 Splits. From the cylinder housing 43 protrudes on one side a piston rod 48 out, on the one flywheel 49 for damping vibrations of the axle 30 at the cylinder housing 43 is attached, free-swinging is fixed.

5 shows a schematic diagram of different tire pressure control phases of the tire pressure control system of the invention. For this purpose, the time t is plotted on the abscissa, beginning with the time t ₀ and the further time stages t ₁ , t ₂ , t ₃ , t ₄ , t ₅ and t ₆ . On the ordinate the pressure D is plotted, which with R _D the level of the tire pressure of the tire schematically shown on the right side of the diagram 2 represents. H _D is used to denote the area of the high pressure, as in the high-pressure vessel shown schematically on the right-hand side of the image 12 is present in different phases. Below the tire pressure, a mean pressure M _{D is} provided, which is required for the remaining druckab dependent facilities of a vehicle. Each of these three pressure ranges, namely the medium pressure range M _D , the tire pressure range R _D and the high pressure range H _D , has an upper value and a lower value.

In phase I between t ₀ and t ₁ it is assumed that the high-pressure vessel 12 not yet loaded with high pressure and the tire pressure has its desired tire pressure R _DS . The medium pressure M _D is also at a medium level.

In phase II between t ₁ and t ₂ , the vehicle starts to move and the shock absorber compressors or high-pressure compressors increase the pressure in the high-pressure vessel to a maximum high pressure H _DO due to the absorber swinging freely on an axle or the shock absorber arranged between axle and vehicle frame , This compressed air from the medium-pressure vessel 13 consumed so that the pressure here drops slightly. In addition, it is assumed that in this phase II, the tire pressure is reduced to the tire pressure R _DU due to, for example, a required adaptation of the tire pressure to higher tire temperatures.

If the tire pressure has reached this lowest point and no new target value is set, then in phase III between t ₂ and t ₃ the tire is inflated with the aid of the high-pressure air from the high-pressure vessel 12 , so that this falls, for example, to its minimum value H _DU . Since in this phase III of the medium-pressure vessel 13 is not loaded, the medium pressure remains constant there.

In phase IV between t ₃ and t ₄ it is now assumed that the tire pressure is at its desired value and can be maintained, while by the operation of the shock and vibration high pressure compressors of the high pressure vessel 12 is recharged while the pressure in the medium pressure vessel 13 slightly further diminished.

Because the high pressure tank 12 In phase IV again has its full pressure, in phase V can now compressed air in the medium-pressure vessel 13 be delivered until this again reaches its target value. If the outside conditions require it, the tire pressure can be increased as well again.

In the last phase VI, the high pressure in the high pressure vessel 12 maintained, while the tire pressure takes a maximum value and at time t _{5 has reached} the maximum pressure value and now excess pressure energy example example, the medium-pressure vessel to maintain a medium pressure levels can supply.

6 shows a schematic diagram of the tire pressure control system 1 in a phase of tire pressure increase. For this phase of tire pressure increase, the tire pressure control valve must first 4 via the co-rotating pressure line 18 receive at its inlet a high pressure pulse, so that the tire pressure control valve 4 goes into an open position and only falls back into a closed position when steep pressure drop at the entrance of the tire pressure control valve 4 is created. The pressure rise edge in the form of a high-pressure pulse can be achieved that via the pressure line 63 High pressure air from the high pressure vessel 12 via a switching valve 6 of the pressure distributor 5 and about the rotary feedthrough 21 the co-rotating pressure line 18 through the now in open position pressure control valve 4 in the tires 2 is pressed.

In this case, the tire pressure on the co-rotating high pressure sensor 3 be checked, this tire pressure over a wireless connection 19 to the control and regulating device 10 forwards, so that upon reaching the target pressure, the switching valve 6 to a closed position of the control and regulating device 10 over the switching line 73 can be switched. At the same time, the tire pressure control valve 4 to spend in a final closed position, the closing valve 9 spent in its open position to a steep pressure drop in the tire pressure control valve 4 by a brief opening of the closing valve 9 to the ambient air 31 to create. This is the closing valve 9 of the pressure distributor 5 also via a switching line 76 with the control unit 10 in active connection.

7 shows a schematic diagram of the tire pressure control system in a phase of tire pressure reduction. If, for example, a paved road turns off on a gravel path while driving, it may be that the tire pressure requires a reduced setpoint in order to be optimally adapted to the roadway. In this case, the tire pressure regulating system 1 according to 1 by switching the switching valve 8th to a switching position by means of a switching signal via the switching line 74 from the control and regulating device 10 now the overpressure in the vehicle tire 2 the medium pressure cylinder 13 via a throttle valve 75 respectively. The throttle valve 75 intended to reduce the pressure drop at the inlet of the tire pressure control valve 4 Moderately lower, so no steep pressure drop edge, but a throttled pressure drop edge at the entrance of the tire pressure control valve 4 pending. In that case, the tire pressure control valve keeps 4 its open position and it can be the excess pressure in the tire or in a group of tires supplied to the energy management of the vehicle. As soon as the new reduced tire pressure setpoint is reached, the tire pressure sensor transmits it to the control unit 10 , Over the switching line 74 First, the switching valve 8th closed and by briefly opening the switching valve 9 Ambient air pressure is applied to the inlet of the tire pressure control valve 4 placed so that this falls into a final closed position. This is shown with the following figure.

8th shows a schematic diagram of the tire pressure control system in a phase of closing the tire pressure control valve. Components having the same functions as in the previous figures are identified by the same reference numerals and will not be discussed separately. Once a steep pressure drop at the inlet of the tire pressure control valve 4 in the co-rotating pressure line 18 is applied, the tire pressure control valve is placed in its closed position and the in 8th in the open position shown switching valve 9 can be returned to its closed position.

9 shows with the 9A to 9C different variants of high pressure control valves, the in 6 to 8th allow switching phases shown. 9A shows a tire pressure control valve 150 , which can be controlled via pressure flanks ge and a bistable disc spring 157 has, the bypass openings 156 owns, whereby a valve piston 154 by a closing spring 155 and the plate spring 157 on a valve seat 153 is pressed. This is the inlet opening 151 the tire pressure control valve 150 by the spring forces of disc spring 157 and feathery spring 155 held in a closed position. The outlet opening 152 , which is directed towards the tire, is thus also kept closed. As the plate spring 157 a bistable device having two stable positions is subjected to a corresponding pressure flank via a high pressure pulse at the inlet port 151 the plate spring 157 spent in their second stable position. The valve piston 154 against the force of closing spring 155 and plate spring 157 open.

This is the closing spring 155 squeezed and the plate spring 157 held in their second stable position. About the bypass openings 156 in the plate spring 157 can now get compressed air from the outlet opening 152 be pumped into the tire, wherein in this second stable position of the plate spring 157 also overpressure from the tire over the outlet opening 152 the bypass 156 and the inlet opening 151 can be discharged as long as at the inlet opening 151 no steep pressure descending flank is present. At the moment in which a steep pressure descending flank at the inlet opening 151 stands, the plate spring falls 157 in her first stable butt position back and the tire pressure control valve 150 closes by the valve piston 154 on the valve seat 153 is pressed, as is in 9A will be shown.

9B shows a tire pressure control valve 160 , where components with the same functions as in 9A be denoted by like reference numerals and will not be discussed separately. The bistable position for the valve piston 154 is not achieved this time with a diaphragm spring, but with a permanent magnet 167 , that after applying a pressure pulse to the inlet opening 151 the valve piston 154 holds in an open position, wherein the closing spring 155 is compressed and generates a counterforce, but not sufficient to the valve piston 154 to bring back to the closed position, as long as no steep pressure drop occurs at the inlet opening. Thus, not only on the A lassöffnung 151 Compressed air in the tire via the outlet opening 152 be pumped, but also compressed air from the tire through the outlet opening 152 and over the inlet opening 151 be delivered.

9C shows a schematic cross section through another tire pressure control valve 170 in which the bistability of the valve piston 154 is achieved by two different coil springs, namely the closing spring 155 against the with a weaker spring force a retaining spring 177 suppressed. Once a pressure pulse or a pressure rising edge at the inlet opening 151 is applied, the valve piston 154 against a locking seat 158 pressed so through the bypass 156 either compressed air in the direction of the outlet opening 152 can flow in the tire, not shown there, or vice versa in the direction of the inlet opening 151 can be discharged from the tire, as long as no steep pressure drop flank at the inlet opening 151 is applied. By applying such a steep pressure descending flank to the inlet opening 151 falls the valve piston 154 in its closed position on the valve seat 153 back.

10 shows a schematic diagram of the tire pressure control system according to 1 a further embodiment of the invention. Components having the same functions as in the previous figures are identified by the same reference numerals and will not be discussed separately. The difference from the embodiment according to 1 lies in the fact that no extra high-pressure tank in this 10 you can see, rather, the high-pressure vessel 12 in the wheel axle 30 integrated by a part of the Achshohlrohres is used as a high-pressure vessel. To the pressure distributor 5 With his wheel valves, he is here outside the axis 30 outlines, however, the pressure distributor 5 with its switching valves directly integrated into the hollow shaft tube, allowing for a dividing wall 77 within the axle tube to the rotary feedthrough 21 can be completely dispensed with. Instead of this partition 77 At this point, the integrated pressure distributor will be installed 5 arranged.

11 shows a schematic diagram of the tire pressure control system according to 1 a further embodiment of the invention. This tire pressure control system according to 1 differs from the previous embodiments in that now not only the high-pressure vessel 12 , but also the high-pressure vessel 13 or at least one auxiliary pressure vessel 13 ' in the hollow tube of the axle 30 is arranged. In this case, the auxiliary pressure vessel 13 ' Take over functions that allow caching of excess pressure energy and as needed, then this excess pressure energy can be passed at different times to the different consumers.

12 shows a schematic diagram of a tire pressure control system of another embodiment of the invention. This will be done in 12 a tire pressure regulation system 1 with six pneumatic tires 2 shown distributed on six vehicle half-axles. The movement of the shock absorbers 14 or the vibration damper in the form of absorbers 16 , which are mounted on the vehicle half-axles and may be fixed to the vehicle frame, form shock or vibration damper high-pressure compressors 15 in this embodiment of the invention on their low pressure sides 36 with inlet valves 33 and the ambient air 31 via an air treatment system 32 connected, the air treatment system 32 at least one particle filter 26 and an air drying device 27 having. Such an air treatment device 32 can also be upstream of the high pressure side of the shock absorber compressors 15 be arranged and in the high pressure line 35 be integrated.

The exhaust valves 34 shock or vibration damper high pressure compressors 15 be through a check valve 38 a high pressure vessel 12 supplied, the pressure of which via a pressure sensor 25 measured and connected to a control and regulating device 10 is transmitted. While in this embodiment of the invention decentralized tire pressure control valves 4 for every tire 2 are provided and decentralized tire pressure sensors 3 for each tire individually detecting the tire pressure is with corresponding dashed marks in the pressure manifold 5 a central tire pressure control valve 42 arranged, which could control the tire pressure centrally, for which instead of the tire pressure control valves 4 only an opening or access to the tires is required.

At the same time, the tire pressure can also be centrally with a central tire pressure sensor 41 statio när also be measured in the pressure manifold 5 is arranged and marked here as an alternative with dashed border. The high pressure vessel 12 is loaded with high pressure by the shock or vibration damper high pressure compressors and communicates with the pressure manifold 5 in operative connection, in turn, via the tire pressure control valves 4 The tire pressure in the tire optimally adapted to the respective road conditions, the temperature conditions and / or the loading conditions and to the speed of the vehicle.

13 shows a schematic diagram of a tire pressure control system 1 a further embodiment of the invention. Components with the same functions as in 12 are denoted by like reference numerals and will not be discussed separately. The difference of this further embodiment of the invention over in 12 shown tire pressure control system 1 is that the low pressure side 36 the shock and vibration damper high-pressure compressors is in operative connection with an air pressure supply. Furthermore, this embodiment of the invention has a switching valve 8th on, the excessively generated high pressure from the high-pressure vessel 12 in the medium-pressure supply line 11 and thus in the medium-pressure vessel 13 can feed.

1

Tire Inflation System

2

pneumatic tires

3

Tire pressure sensor

4

Tire pressure control valve

5

pressure distributor

6

switching valve

7

tire valve

8th

switching valve

9

switching valve

10

Tax- and control device

11

Medium pressure line

12

High pressure vessel

13

Intermediate pressure vessel

14

shock absorber or vibration absorbers (absorbers)

15

shock or vibration damper high pressure compressor

16

absorber

18

co-rotating pressure line

19

sensor line

20

casing

21

Rotary union

22

Intermediate pressure vessel

23

check valve

24

Pressure Sensor

25

High pressure sensor

26

air filter

27

air dryer

28

switching valve

29

Multi-way valve

30

wheel axle

31

ambient air

32

Air conditioning system

33

pressure valve

34

pressure valve

35

pressure line

36

Low pressure side

37

vehicle frame

38

check valve

41

centrally Tire pressure sensor

42

central Tire pressure control valve

43

cylinder housing

44

Vibration damping piston

45

cylinder volume

46

compression chamber

47

compression chamber

48

piston rod

49

Inertia

50

inner cylinder

51

outer cylinder

52

shock absorber pistons

53

compressor piston

54

first Outer cylinder part

55

second Outer cylinder part

56

compressible air volume

57

upper Edge (of the first outer cylinder part)

58

ring seal

59

outer sheath (of the inner cylinder)

60

bellow

61

lower Edge (of the second outer cylinder part)

62

inside of the outer cylinder

63

High pressure supply line

64

Inner cylinder part

65

Inner cylinder part

66

suction

67

signal line

68

ring seal

69

ring seal

70

switching line

71

switching line

72

signal line

73

switching line

74

switching line

75

throttle valve

76

switching line

77

partition wall

151

inlet port

152

outlet

153

valve seat

154

plunger

155

closing spring

156

bypass

157

Belleville spring

158

Arretierungssitz

160

Tire pressure control valve

167

permanent magnets

170

Tire pressure control valve

177

retaining spring

H _D

High pressure area

H _DO , H _YOU

compressed compressed air

M _D

Medium pressure range

R _D

tire pressure

^R DS

optimal tire pressure

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• WO 2005/032863 A1 [0002]
• - US 6269691 B1 [0006]

Claims (40)

Tire pressure regulating system, in particular for vehicles with pneumatic tires ( 2 ) comprising: - at least one absorber ( 16 ), which on at least one wheel axle ( 30 ), - at least one tire pressure sensor ( 3 ), - at least one tire valve ( 7 ), - at least one pressure distributor ( 5 ) with switching valves; - a control and regulating device ( 10 ), - a high-pressure vessel ( 12 ), wherein the tire pressure regulating system ( 1 ) as a tire valve ( 7 ) a tire pressure control valve ( 4 ), and wherein the absorber ( 16 ) with the high pressure container ( 12 ) and a vibration damper high pressure compressor ( 15 ) and wherein excess pressure energy is supplied to the energy management of the vehicle. Tire pressure regulating system according to claim 1, characterized in that the absorber ( 16 ) a cylinder housing ( 43 ), in which a vibration damper piston ( 44 ) the cylinder volume ( 45 ) in two compression chambers ( 46 . 47 ), each with at least one inlet ( 33 ) and an outlet valve ( 34 ) and a vibration damper high-pressure compressor ( 15 ), and wherein the vibration damper piston ( 44 ) synchronously with movements of the absorber ( 16 ) alternately air in the compression chambers ( 46 . 47 ) and the high pressure container ( 12 ) with the exhaust valves ( 34 ) of the compression chambers ( 46 . 47 ) communicates pneumatically. Tire pressure control system according to claim 1 or claim 2, characterized in that the vibration damper piston ( 44 ) one from the cylinder housing ( 43 ) slidable and airtight outstanding piston rod ( 48 ) equipped with a flywheel ( 49 ), wherein the cylinder housing ( 43 ) on a wheel axle ( 30 ), a pendulum axle or a rigid axle and the flywheel ( 49 ) vibrates to eradicate vibrations without fixation. Tire pressure control system for vehicles with pneumatic tires comprising: - shock absorbers ( 14 ) between a vehicle frame ( 37 ) and a wheel axle ( 30 ) of the vehicle are arranged, - at least one tire pressure sensor ( 3 ), - at least one tire valve ( 7 ), - at least one pressure distributor ( 5 ) with switching valves; - a control and regulating device ( 10 ), - a high-pressure vessel ( 12 ), wherein the tire pressure regulating system ( 1 ) as a tire valve ( 7 ) a tire pressure control valve ( 4 ), and wherein the shock absorbers ( 14 ) with the high pressure container ( 12 ) and shock absorber high pressure compressors ( 15 ) and wherein excess pressure energy is supplied to the energy management of the vehicle Tire pressure regulating system according to claim 4, characterized in that the shock absorbers ( 14 ) of the vehicle has an interior ( 50 ) and an outer cylinder ( 51 ), which are aligned coaxially with each other, and wherein the inner cylinder ( 50 ) an inner shock absorber piston ( 52 ) and the outer cylinder ( 51 ) with at least one inlet ( 33 ) and an outlet valve ( 34 ) and a shock absorber high pressure compressor ( 15 ) synchronized with movements of the shock absorber piston ( 52 ) Compressed air, and wherein the high-pressure vessel ( 12 ) with the outlet valve ( 34 ) of the high pressure compressor ( 15 ) communicates pneumatically. Tire pressure control system according to claim 4, characterized in that the outer cylinder ( 51 ) a flexible bellows ( 60 ) having a movable first outer cylinder part ( 54 ) with a second rigid outer cylinder part ( 55 ) connects airtight, wherein the bellows ( 60 ) in cooperation with the outer cylinder parts ( 54 . 55 ) a compressible volume of air ( 56 ) encloses. Tire pressure control system according to claim 4, characterized in that the first outer cylinder part ( 54 ) an upper edge ( 57 ), which on its inside a ring seal ( 58 ), which on the outer shell ( 59 ) of the inner cylinder ( 50 ) is arranged airtight sliding and a first lower compression chamber ( 46 ) with inlet ( 33 ) and exhaust valve ( 34 ), and wherein the flexible bellows ( 60 ) the upper edge ( 57 ) of the first outer cylinder part ( 54 ) with a lower edge ( 61 ) of the second outer cylinder part ( 55 ) airtight to an upper compression chamber ( 47 ) with inlet ( 33 ) and exhaust valve ( 34 ) connects. Tire pressure regulating system according to claim 4, characterized in that in the outer cylinder ( 51 ) a compressor piston ( 53 ) between the outer jacket ( 59 ) of the inner cylinder ( 50 ) and the inside ( 62 ) of the outer cylinder ( 51 ) is arranged airtight and slidable, wherein the compressor piston ( 53 ) the space between inner cylinder ( 50 ) and outer cylinder ( 51 ) in two compression chambers ( 46 . 47 ), each having at least one inlet ( 33 ) and an outlet valve ( 34 ) exhibit. Tire pressure control system according to one of claims 4 to 8, characterized in that the second outer cylinder part ( 55 ) and the inner cylinder ( 50 ) are rigidly connected and the shock damper pistons ( 52 ) as well as the compressor piston ( 53 ) are rigidly coupled together. Tire pressure control system according to one of claims 4 to 9, characterized in that the second outer cylinder part ( 55 ) and the inner cylinder ( 50 ) supported on the vehicle body, and the shock absorber piston ( 52 ) and the compressor piston ( 53 ) on a chassis axle ( 30 ) or a semi-axle support. Tire pressure control system according to one of the preceding claims, characterized in that the exhaust valves ( 34 ) Are pressure valves which have an open position when a threshold pressure is exceeded and maintain a closed position below the threshold pressure. Tire pressure control system according to one of the preceding claims, characterized in that a plurality of shock or vibration damper high-pressure compressors ( 15 ) of a tire pressure regulating system ( 1 ) via pressure lines ( 35 ) with the high pressure container ( 12 ) communicate pneumatically. Tire pressure control system according to one of the preceding claims, characterized in that the shock or vibration damper high-pressure compressors ( 15 ) optionally at a first switching position of a switching valve ( 28 ) with an air treatment system ( 32 ) and the ambient air ( 31 ) and at a second switching position of the multiway valve ( 28 ) via a medium pressure line ( 11 ) are in operative connection with cleaned compressed air. Tire pressure control system according to one of the preceding claims, characterized in that the shock or vibration damper high-pressure compressors ( 15 ) of a tire pressure regulating system ( 1 ) with their inlet valves ( 33 ) to a medium pressure supply ( 11 ) are connected to a pressure supply system of a vehicle. Tire pressure control system according to claim 14, characterized in that the shock or vibration damper high-pressure compressors ( 15 ) of a tire pressure regulating system ( 1 ) with filled high-pressure container ( 12 ) their compressed air of the medium pressure supply line ( 11 ) via a multi-way valve ( 29 ) respectively. Tire pressure regulating system according to one of claims 4 to 8, characterized in that the shock absorber high-pressure compressors ( 15 ) between a wheel axle ( 30 ) and a vehicle frame ( 27 ) are arranged. Tire pressure control system according to one of the preceding claims, characterized in that switching positions of the tire pressure control valve ( 4 ) by means of pressure pulse edges ( 14 . 15 . 16 ) of the pressure distributor ( 5 ) are adjustable. Tire pressure control system according to one of the preceding claims, characterized in that the tire pressure control valve ( 4 ) has an open position at a pressure rising edge of a high-pressure pulse and at a throttled pressure descending flank to a mean pressure of the medium-pressure feed line ( 11 ) maintains the open position and at a pressure drop edge to ambient pressure ( 31 ) has a closed position. Tire pressure control system according to one of the preceding claims, characterized in that the tire pressure control valve ( 4 ) and a central tire pressure sensor ( 41 ) stationary in relation to a rotary feedthrough ( 21 ) are arranged. Tire pressure control system according to one of the preceding claims, characterized in that the tire pressure regulating system ( 1 ) a central tire pressure control valve ( 42 ) and a central tire pressure sensor ( 41 ) stationary with respect to rotary feedthroughs ( 21 ) are arranged and the tire pressure of the vehicle tires ( 2 ) centrally. Tire pressure control system according to claim 19 or 20, characterized in that the tire pressure control valve ( 4 ) rotating in relation to a rotary union ( 21 ) is arranged and via an axially coupled co-rotating pressure line ( 18 ) with a stationary pressure distributor ( 5 ) is pneumatically connected. Tire pressure control system according to one of claims 19 to 21, characterized in that the tire pressure sensor ( 3 ) rotating in relation to a rotary union ( 21 ) is arranged and via an axially coupled co-rotating sensor line ( 19 ) with the control and regulating device ( 10 ) connected is. Tire pressure control system according to one of claims 19 to 22, characterized in that the tire pressure sensor ( 3 ) rotating in relation to a rotary union ( 21 ) and via a wireless connection with the control and regulating device ( 10 ) is in operative connection. Tire pressure regulating system according to one of the preceding claims, characterized in that the pressure distributor ( 5 ) and the high-pressure vessel ( 12 ) in a common housing ( 20 ) are arranged. Tire pressure control system according to one of the preceding claims, characterized that a vehicle axle ( 30 ) forms the common housing. Tire pressure control system according to one of the preceding claims, characterized in that the switching valves ( 6 . 8th . 9 ) of the pressure distributor ( 5 ) with the control and regulating device ( 10 ) and the pressure vessel ( 12 . 22 ) are operatively connected in such a way that pressure pulse edges ( 14 . 15 . 16 ) for the tire pressure control valve ( 4 ). Tire pressure control system according to one of the preceding claims, characterized in that as switching valves ( 6 . 8th . 9 ) of the pressure distributor ( 5 ) are provided pneumatically pilot operated switching valves. Tire pressure control system according to one of the preceding claims, characterized in that the switching valves ( 6 . 8th . 9 ) of the pressure distributor ( 5 ) via switching pulses ( 14 . 15 . 16 ) connected to the pressure distributor ( 5 ), are electromechanically adjustable. Tire pressure control system according to one of the preceding claims, characterized in that the control and regulating device ( 10 ) has a CPU (central microprocessor unit), the pressure distributor ( 5 ) and with the tire pressure sensor ( 3 ) as well as with pressure monitoring sensors ( 24 . 25 ) of the medium pressure pipeline ( 11 ) and the high-pressure container ( 12 ) cooperates. Tire pressure control system according to one of the preceding claims, characterized in that the control and regulating device ( 10 ) Part of one of the existing driving tool control units, a vehicle control computer, an air spring control, a lighting control or a brake control unit is. Method for regulating tire pressure with the following method steps - compressing air with the aid of high-pressure shock absorbers or vibration dampers ( 14 . 16 while driving the vehicle; Storing the compressed air in a high-pressure vessel ( 12 ); - Detecting a tire pressure (R _D ) when the vehicle is moving; Comparing the measured tire pressure (R _D ) with a table which specifies the optimum tire pressure (R _DS ) as a function of the road condition, the vehicle speed, the outside temperature and the extrapolated tire and road temperature, wherein the difference between tire pressure (R _D ) and the optimal tire pressure (R _DS ), the tire pressure (R _D ) is then increased or decreased until a match between actual and desired tire pressure is reached, and wherein excess pressure energy is supplied to the energy management of the vehicle. A method according to claim 31, characterized in that with the shock or vibration damper ( 14 . 16 ) compressed air pressure all the compressed air-dependent systems of a vehicle to be operated. A method according to claim 31 or claim 32, characterized in that for detecting a central stationary tire pressure sensor ( 41 ) in a central pressure distributor ( 5 ) for the vehicle tires ( 2 ) or a vehicle tire group detects the tire pressure (R _D ). Method according to one of claims 31 to 33, characterized in that for detecting the tire pressure (R _D ) decentralized in each tire ( 2 ) arranged co-rotating tire pressure sensors ( 3 ) detect the actual tire pressure (R _D ). Method according to one of claims 31 to 34, characterized in that the table, which provides the optimal tire pressure (R _DS ) depending on the road condition, the vehicle speed, the outside temperature and the extrapolated tire and road temperature, in a central processing unit of a control and control device ( 10 ) is stored. Method according to claim 31 or claim 32, characterized in that until the balance between actual tire pressure (R _D ) and the optimal tire pressure (R _DS ) a tire pressure control valve ( 4 . 42 ) via a pressure distributor ( 5 ) is switched into an open position and upon reaching the optimal tire pressure (R _DS ), the tire pressure control valve ( 4 . 42 ) switched to its closed position. A method according to claim 36, characterized in that in the open position of the tire pressure control valve ( 4 . 42 ) the tire pressure (R _D ) is reduced by a switching valve ( 8th ) of the pressure distributor ( 5 ) a tire or a set of tires with a medium-pressure delivery line ( 11 ) via a throttle valve ( 32 ), whereby the excess tire pressure (R _D ) is supplied to the energy management of the vehicle. A method according to claim 36 or claim 37, characterized in that in the open position of the tire pressure control valve ( 4 . 42 ) the tire pressure (R _D ) is increased by a switching valve ( 6 ) of a pressure distributor ( 5 ) a tire ( 2 ) or a set of tires with a high-pressure feed line ( 63 ) connects. Method according to one of claims 36 to 38, characterized in that in the open position of the tire pressure control valve ( 4 . 42 ) the tire pressure is reduced by a switching valve ( 8th ) of the pressure distributor ( 5 ) a tire ( 2 ) or a set of tires with a throttle valve ( 32 ) connects. Method according to one of claims 36 to 39, characterized in that the tire pressure control valve ( 4 . 42 ) at a steep trailing edge of the pressure at the tire pressure control valve ( 4 . 42 ) comes into its closed position when a brief application of the ambient pressure to the tire pressure control valve ( 4 . 42 ) he follows.