DE102010011124A1 - System for optimum tire pressure control in vehicles, has compact and functional design structure with compressed air generation mechanism and energy supply mechanism - Google Patents

Abstract

The system has compact and functional design structure with compressed air generation mechanism and energy supply mechanism. The system uses the rolling deformation of a tire cross-section as a reference to regulate the tire pressure for influencing the load, axle load, tire temperature and speed in an automatic manner while driving.

Description

The invention relates to a built-in wheel of a vehicle system that always optimally adapts the rolling deformation of the tire by regulating the tire pressure while driving on the driving conditions. Influencing factors such. As axle load, temperature fluctuations, speed are automatically corrected. The compressed air required for the system is generated in / on the wheel itself. The necessary energy supply takes place by utilizing the available on / in the wheel forms of energy or by supplying via adjacent interfaces to the vehicle or the environment.

The current systems for adjusting the tire pressure are technically much more complex. In the vehicle, compressed air is generated by means of a compressor and supplied to the tire via a rotary feedthrough in the wheel hub. By a measuring u. Control system is set to the desired pressure. Such systems are currently used almost exclusively in commercial vehicles. For use in the car sector, the costs and design-related reasons (lead the supply line) against.

• – Der integrierte Reifendruckregler arbeitet im Rad vollständig autark und bezieht die notwendige Energie über Schnittstellen zum Fahrzeug und/oder der Umwelt. z. B. – Reifenverformung beim Abrollen – Zentrifugalkraft im Rad – Wechsel der Erdanziehungskräfte (zweimalig pro Radumdrehung) – induktiver/kapazitiver Einkopplung auf das Rad – Vibration/Bewegung in vertikaler Richtung – Geschwindigkeitsänderungen des Rads – Reifenquerkräfte – Zuführung über elektrische Leitung vom Bordnetz oder elektrischer Speicher – Versorgung über Druckluftspeicher in der Felge – ...
• – Der Schwerpunkt liegt in erster Linie nicht auf einen konstanten Reifendruck, sondern in der Optimierung der Abrollverformung durch der Fahrsituation jeweils angepassten Reifendrucks. Eine wesentliche Einstellgröße ist daher die Reifenverformung beim Abrollen – also die Querschnittshöhe des Reifens.

Compared to this system, the essential differences of the invention are as follows:

• - The integrated tire pressure regulator operates completely independently in the wheel and receives the necessary energy via interfaces to the vehicle and / or the environment. z. B. - Tire deformation when rolling - Centrifugal force in the wheel - Change of gravitational forces (twice per wheel revolution) - Inductive / capacitive coupling to the wheel - Vibration / movement in the vertical direction - Changes in speed of the wheel - Tire lateral forces - Supply via electrical line from the electrical system or electrical storage - Supply via compressed air reservoir in the rim - ...
• - The focus is primarily not on a constant tire pressure, but in the optimization of the rolling deformation by the driving situation in each case adapted tire pressure. A significant adjustment variable is therefore the tire deformation during unrolling - ie the cross-sectional height of the tire.

• – im reduzierter Spritverbrauch durch stets optimal angepassten Reifendruck.
• – in verminderter und gleichmäßiger Reifenabnutzung
• – im verbesserten Brems- und Fahrverhalten
• – im Entfall der Wartung des Reifendrucks
• – in der einfachen Nachrüstbarkeit (Einbau in Felge)
• – in der Kompaktheit und Kostengünstigkeit – alle Funktionen in einem Gerät integriert.

The inventive benefit of this system is:

• - in reduced fuel consumption due to optimally adjusted tire pressure.
• - in reduced and even tire wear
• - in improved braking and handling
• - in the absence of maintenance of the tire pressure
• - easy to retrofit (installation in rim)
• - in the compactness and cost-effectiveness - all functions integrated in one device.

The invention shows, on the one hand, the construction of a mechanically acting system. On the other hand, the conception of an electronic system with extended functionality. This provides two basic examples of the realization, further variants are possible according to the above approach.

1. Mechanical system

In the first example, a mechanically acting system is shown which, as drive energy, essentially makes use of the tire deformation during unrolling and the centrifugal force. To 1 this consists of a pneumatic system ( 3 ) with integrated valves, sliders and air channels for pressure generation and control, as well as an adapter piece ( 4 ) for the transmission of power from the tire ( 1 ) on the piston rod ( 5 ).

The cylindrical pneumatic system ( 3 ) is in the rim ( 2 ) radially z. B. in a threaded hole ( 2a ) in the rim ( 2 ) screwed airtight. One on the piston rod ( 5 ) attached adapter piece ( 4 ) is used for power transmission from the tire ( 1 ). The rolling deformation of the tire during the journey ( 1 ) thus causes a complete cycle of operation of the pneumatic cylinder at each wheel revolution ( 3 ). The return of the piston takes place by the centrifugal force and in the cylinder space ( 15 ) compressed air by the operation.

Based 2 the function of the pneumatic system ( 3 ) and also showed how all the functionality was brought together in one compact device.

When operating the piston rod ( 5 ) is via the piston plate ( 6 ) Air in the cylinder space ( 15 ) compressed. The functional chain, low air pressure in the tire applies → larger rolling deformation → larger piston movement → higher compression. (- and vice versa).

The compression is also due to the axial mounting position of the pneumatic system ( 3 ) in the rim ( 2 ). This can be done via the threaded hole ( 1 - 2a ) and the threaded surface ( 14 ) - not shown in the drawing - are adjusted, whereby ultimately the desired tire pressure is adjusted.

• – zu geringer Luftdruck/große Kolbenbewegung bis in Bereich A dies erzeugt im Zylinderraum (15) einen hohen Druck. Sobald dieser den Reifen-Innendruck übersteigt, strömt komprimierte Luft über das im Kolbendeckel (23) integrierte Ventil (3 – 12b) und dem Luftkanal (27b) in den Reifen. Nach Beendigung der Abrollverformung erfolgt die Rückstellung des Kolbens und seiner Anbauteile (4, 5, 6, 9, 20) durch die Zentrifugalkraft. Dabei wird über den Luftkanal (27a) und das Ventil (12a) Außenluft in den Zylinderraum (15) gezogen.
• – passender Luftdruck/mittlere Kolbenbewegung bis in Bereich B die Komprimierung erreicht nicht den Reifen-Innendruck es erfolgt keine Luftströmung über Ventil (12b) und dem Luftkanal (27) in den Reifen. Die Rückstellung des Kolben und seiner Anbauteile (4, 5, 6, 9, 20) wird durch die komprimierte Luft im Zylinderraum (15) unterstützt.
• – zu hoher Luftdruck/kleine Abrollverformung bis in Bereich C wie auch bei passendem Luftdruck wird hier keine Luft in den Reifen gepumpt. Vielmehr strömt vom Reifeninneren über die Durchgangsbohrung in der Schraube (20); das in der Kolbenstange (5) integrierte Druckbegrenzungsventil (9); der Querbohrung (19) in der Kolbenstange; dem Schieber (17), der Querbohrung (18) in der Kolbenstange, dem Luftkanal (22), Luft in den Zylinderraum (10). Dieser ist über die Öffnung (13) im Zylinderrohr (16) mit dem Luftkanal (27a) zur Umgebungsluft verbunden.

Depending on the piston movement, the following functions are alternatively carried out:

• - too low air pressure / large piston movement up to range A this generates in the cylinder space ( 15 ) a high pressure. As soon as this exceeds the tire internal pressure, compressed air flows over the piston in the piston ( 23 ) integrated valve ( 3 - 12b ) and the air duct ( 27b ) in the tires. After completion of the rolling deformation, the provision of the piston and its attachments ( 4 . 5 . 6 . 9 . 20 ) by the centrifugal force. It is via the air duct ( 27a ) and the valve ( 12a ) Outside air into the cylinder space ( 15 ) drawn.
• - suitable air pressure / average piston movement up to area B the compression does not reach the tire internal pressure no air flow occurs via valve ( 12b ) and the air duct ( 27 ) in the tires. The return of the piston and its attachments ( 4 . 5 . 6 . 9 . 20 ) is due to the compressed air in the cylinder space ( 15 ) supported.
• - Too high air pressure / small rolling deformation up to the range C as well as with suitable air pressure here no air is pumped into the tire. Rather, it flows from the inside of the tire over the through-hole in the screw ( 20 ); that in the piston rod ( 5 ) integrated pressure relief valve ( 9 ); the transverse bore ( 19 ) in the piston rod; the slide ( 17 ), the transverse bore ( 18 ) in the piston rod, the air duct ( 22 ), Air into the cylinder space ( 10 ). This is about the opening ( 13 ) in the cylinder tube ( 16 ) with the air duct ( 27a ) connected to the ambient air.

The slider ( 17 ) prevents air from flowing out of the tire in a piston movement in the region A and B. The slider ( 17 ) connects at rest the transverse bores ( 18 . 19 ) and moves together with the piston rod ( 5 ) until it passes through the stopper ring ( 8th ) is held and thus on further piston movement first the transverse bore ( 18 ) and then the transverse bore ( 19 ) closes. The axial fixation of the stopper ring ( 8th ) on the cylinder tube ( 16 ) takes place in the position that at a piston movement in the area A and B, a secure closing of at least the transverse bore ( 18 ) is guaranteed. When resetting the piston, the slider ( 17 ) at the end of the movement of the cylinder end plate ( 28 ) reset to the starting position. The holding force between slides ( 17 ) and the piston rod ( 5 ) must be chosen so that the set position is also held by the acting forces (vibration, centrifugal force). This can, for. B. by friction and / or by magnets as in ( 4 - 41a . 41b ) realized realized.

For this purpose, a permanent magnet ( 41b ) in the piston rod ( 5 ) fixed. A second permanent magnet ( 41a ) in the slide ( 17 ) close to the piston rod ( 5 ). The orientation of the magnets can be shown in the manner shown 4 or in each case rotated by 90 ° so that the same polarity shows each other, take place. Both generate a repulsion to each other with the vertex of the force when the magnets ( 41a ) and ( 41b ) are at the same level. Starting from this vertex, the slider is pressed axially in one or the other direction. That means when operating the piston rod ( 5 ) the slider ( 17 ) pushed by the repulsive magnetic force. Only at the stopper ( 8th ) the slider ( 17 ) to overcome a sufficient counterforce around the force vertex. On the slider now acts a magnetic force in the opposite axial direction and thus closes the transverse holes ( 18 . 19 ).

The reset slide ( 7 ) holds the hole ( 11 ) and prevents the air in the time between the upward movement of the piston rod to the closing of the slide ( 17 ) escapes.

At the beginning of the piston movement due to the tire deformation, the system can not yet recognize how far the tire will deform in this wheel revolution and whether there is too much or too little air in the tire. This information is only available when resetting the piston rod. Thus, the reset slide ( 7 ) only when resetting the piston rod.

This is achieved by utilizing the Luftwiederstandes in the piston chamber ( 10 ). The reset slide ( 7 ) has circumferentially streamlined openings (funnel-shaped), through the air from the piston area ( 10a ) can easily flow through only in the upward movement. In this upward movement the reset slide ( 7 ) from a shoulder in the piston rod ( 5 ) and therefore can not move axially. During the return movement of the piston rod ( 5 ), the reset slide ( 7 ) its axial clearance to the piston plate ( 6 ) exploit. Due to the much larger air resistance of the slider creates a relative movement to the piston rod ( 5 ). This opens the hole ( 11 ).

An alternative or support of the displacement of the reset slide ( 7 ) during resetting of the piston rod ( 5 ) is made by attaching magnets 4 ,

For this purpose, a permanent magnet ( 40a ) in the cylinder tube ( 16 ) fixed. A second permanent magnet ( 40b ) on the reset slide ( 7 ) close to the cylinder tube ( 16 ). - The functional principle is the same as for the slide ( 17 ) described. To reset the reset slide ( 7 ) to position in the starting position, this is reset by the piston plate ( 6 ) on the Vertex pressed. The magnetic repulsion force holds the reset slide ( 7 ) safely closed without additional spring force. Optionally, however, this can be achieved by a spring between piston plate ( 6 ) and reset slide ( 7 ) get supported.

The pressure relief valve ( 9 ) in the described outlet chain is an additional optional safety device and should ensure minimum tire pressure in the event of system malfunction. The screw ( 20 ) forms next to the attachment function for the adapter ( 4 ) also the conclusion to the pressure relief valve ( 9 )

In 3 are the in the piston cover ( 23 ) integrated functions. The piston cover ( 23 ) is with the cylinder jacket ( 13 ) tightly and hermetically sealed and includes in integrated construction the valves ( 12a + b) and air channels ( 24a + b, 26a + b) from the cylinder space ( 15 ) to those in the coat ( 13 ) integrated air ducts ( 5a + b). Furthermore, there is a hexagon socket ( 21 ) for screwing in the system.

In 7 is a conical adapter piece ( 4 ) (eg plastic material). This has the advantage that it passes through the hole ( 2a ) of the rim ( 2 ) can be introduced, thereby allowing an assembly without maturity dismantling.

By varying the height of the adapter pieces ( 4 ) can be adapted to different tires and rim sizes. Optionally, a predetermined breaking point can be installed in the adapter piece, so that in a flat tire, the vehicle weight does not damage the system. The design of the adapter pieces can be varied.

2. Electrical / Electronic System

• – Neben der Reifenverformung kann der Regelalgorithmus durch Einbeziehung von weiteren Parametern wie Reifendruck, Veränderung Reifendruck, Fahrgeschwindigkeit, Reifentemperatur, Außentemperatur, etc. noch optimaler an die gesamte Fahrsituation angepasst werden.
• – Über eine integrierte Daten Schnittstelle werden die durch das System gewonnen statischen und dynamischen Daten (Druck, Reifenverformung, Reifentemperatur, ...) zur Bordelektronik weitergeleitet und anderen Systemen wie z. B. Bremselektronik, Fahrwerksdämpfung, Fahrerinformationssystem etc. zur Verfügung gestellt.
• – Durch Zwischenspeicherung der erfassten Sensordaten und Berechnungen lassen sich weitere Informationen generieren, die für die Reifendruckregelung oder auch andere Bordsysteme von Nutzen sind. – z. B. durch die Parameter Geschwindigkeit, Reifendruck und Reifenquerschnittsverformung kann ein Rückschluss auf die statische und dynamische Achslast/Radbelastung abgeleitet werden. Diese Daten können wiederum als Eingangsdaten für z. B. Fahrwerks- und Bremssysteme dienen.
• – Bei einer Bidirektionalen Ausführung der Daten Schnittstelle können Informationen von der Bordelektronik an den Regler gesandt werden um den Regelalgorithmus z. B. nach Fahrerwunsch oder Witterungssituation (Schnee, Regen) anzupassen.

In the second example, an electrical pressure regulator ( 30 ), which offers further advantages:

• - In addition to the tire deformation, the control algorithm can be adapted even more optimally to the entire driving situation by including further parameters such as tire pressure, change in tire pressure, driving speed, tire temperature, outside temperature, etc.
• - An integrated data interface, the static and dynamic data obtained by the system (pressure, tire deformation, tire temperature, ...) are forwarded to the on-board electronics and other systems such. As brake electronics, suspension damping, driver information system, etc. provided.
• - By caching the acquired sensor data and calculations can generate more information that are useful for tire pressure control or other on-board systems. - z. For example, by the parameters of speed, tire pressure and tire cross-section deformation, a conclusion can be drawn on the static and dynamic axle load / wheel load. This data can turn as input data for z. B. chassis and braking systems serve.
• - In a bidirectional execution of the data interface information from the on-board electronics can be sent to the controller to the control algorithm z. B. according to driver or weather conditions (snow, rain) adapt.

6 schematically shows the system consisting of an electrical energy supply (generator ( 51 ), electrically operated pneumatic pump ( 50 ), electrically controllable valves ( 52 ), Electronics ( 54 ), Distance sensor ( 57 ) for measuring tire deformation / section height, air pressure sensor ( 58 ), Temperature sensor ( 56 ), Bidirectional Data Interface ( 53 ) to the on-board electronics. As with the mechanical system shown here, the components are assembled in a compact device and mounted in the same principle in the rim - see 5

Electrical power supply - generator ( 51 )

• – Aufnahme der Vibration/vertikale Bewegung des Rades und Umwandlung dieser Bewegung in einem Schüttelgenerator (Induktion). – (wie z. B. in Taschenlampen realisiert)
• – wechselnde Erdanziehungsrichtung (zweimal pro Radumdrehung)
• – Wechsel der Radumdrehungsgeschwindigkeit (Beschleunigung/Verzögerung)
• – Querkräfte auf den Reifen z. B. bei Kurvenfahrten
• – induktive Einkopplung (z. B. Spule im Druckregler, Magnet an der Achse)
• – kapazitive Einkopplung durch elektrisches Feld
• – Abgreifen von Induktionsspannung, -Ströme/Magnetkraft bei im Rad integrierten Elektromotoren
• – Zuführung über elektrische Leitung vom Bordnetz oder elektrischer Speicher
• – Versorgung über Druckluftspeicher am Rad (z. B. in der Felge integriert)

The generation or supply of electrical energy by exploiting already existing in / on the wheel conditions is possible in many ways.

• - Recording of the vibration / vertical movement of the wheel and conversion of this movement in a shaker generator (induction). - (such as realized in flashlights)
• - alternating gravity direction (twice per wheel revolution)
• - Changing the wheel rotation speed (acceleration / deceleration)
• - Transverse forces on the tires z. B. when cornering
• Inductive coupling (eg coil in the pressure regulator, magnet on the axis)
• - capacitive coupling by electric field
• - Picking up of induction voltage, currents / magnetic force in integrated in the wheel electric motors
• - Supply via electrical line from the electrical system or electrical storage
• - Supply via compressed air reservoir on the wheel (eg integrated in the rim)

1st example of energy supply: shaker generator

Here is induced by the movement of a coil to a magnet voltage (Schüttelgeneratorprinzip). The movement can be from the vibration of the wheel, changes in the speed of the wheel, or by the direction of gravitational force which changes as the wheel turns, twice per revolution of the wheel.

In a pipe section attached to the rim ( 40 ) of a non-magnetic material is at least one easily movable magnetic ball. The pipe section is in the pressure regulator ( 30 ) or attached directly to the rim. The pipe section has a curvature that follows the radius towards the rim center. Thus, the ball can always within the same radius within the pipe section ( 40 ), which neutralizes the influence of centrifugal force. The changes in the movement of the ball are thus influenced by the wheel movement in the horizontal direction (eg due to road bumps, vibration, change of the wheel speed and also by the gravitational force.) Depending on the wheel position, the gravitational force in one or the other direction in the pipe section (according to 40 ).

The ends of the tube are provided with spring or hard stop plate possibly with a hemisphere so that it is reflected back impact of the ball. Windings are placed around the pipe, which lie in all 3 space axes to each other. This ensures that during a movement of the ball, regardless of the current magnetic axis direction of the ball, a voltage is always induced. The voltages of the individual windings are z. B. via diodes (eg bridge circuit) decoupled and load about it. B. a capacitor / battery. The advantage of the spherical shape is that, on the one hand, the rolling friction losses are significantly lower compared to sliding friction losses. On the other hand with appropriate free space of the ball in the pipe piece movements can be recorded in all directions. This allows a high energy yield. If one limits oneself to an axis for absorbing movement, then the advantage of the rolling friction can also be realized by means of a cylindrical shape (roll). The pipe section is to be executed accordingly in cross section as a square. The number of coils can be reduced to one. It is more advantageous to perform the magnetic axis perpendicular to the cylinder axis, so that more voltage is induced.

2nd example: Magnetic induction

Fig. 5

For this purpose, at least one magnet (at the wheel axle) 32 ) so that its magnetic field in the pressure regulator ( 30 ) integrated coil (s), with each Radumdrehung induced a voltage. This energy is processed within the electronics, stored and used to power the device.

3rd example: Electric motor

Fig. 5

For electric motors housed in the wheel (eg e-corner from SVDO) the runner is 33 ) of the electric motor on the rim, so that the voltages induced during operation, currents can be tapped and used. Also, the resulting magnetic forces on the rotor can be used directly to actuate the pump, by acting on the actuating mechanism of the pump.

4th example: sliding contacts

Optionally, it would also be possible to supply the energy from the vehicle electrical system via grinding / rotary contacts to the wheel hub, which is, however, considered to be technically more complicated and not reliable.

5th example: integrated compressed air storage

On / in the rim ( 2 ) a compressed air accumulator is integrated (eg radially encircling sheet inside the rim, which forms a closed space together with the rim). This is filled via an additional outward-directed valve with a much higher pressure (eg 10 bar) than the tire. If necessary, the tire is then filled from the compressed air reservoir via an electrically controllable valve. An electr. Pump ( 50 ) as well as generator ( 51 ) can thus be omitted. The disadvantage is that this compressed air storage must be refilled. It is advantageous, however, that a memory running radially around the same time can perform a limp-home function with a flat tire.

Electrically operated pneumatic pump ( 50 )

To generate the necessary air pressure to fill the tire, one can resort to a wide range of pumps with different operating principles. (eg diaphragm pump, piston pump, centrifugal pump, ...). A simple solution is an actuated by an electromagnet plunger, which sucks and compresses the air in a piston according to the principle of the mechanical variant.

Electrically actuated valves ( 52 )

The discharge of air from the tire via an electrically controllable valve. In order not to cause unwanted emptying of the tire in case of failure of this valve, a second valve and / or a pressure relief valve should be installed in the outlet stream here. The control of the control electronics takes place each with a separate signal.

Distance sensor ( 57 ) for measuring tire deformation / section height

In order to determine the tire deformation (section height of the tire), the inside of the tread of the tire is scanned continuously over a contactless distance measurement. (eg by ultrasound, laser, infrared). The sampling rate must be high enough to detect the roll-off location at least 3 times each wheel revolution. From this data, the maximum amount of tire deformation can be calculated, which represents a significant input for the control algorithm.

Optionally, the distance sensor can be replaced or supplemented by an air pressure sensor and possibly a temperature sensor.

The prior art in tire pressure monitoring systems is a pressure sensor and a temperature sensor. However, hereby no conclusion on the tire deformation can draw us on the wheel load.

Air pressure sensor ( 58 ) - Optional sensor

Since the main factor is the tire deformation, the basic function is given even without this sensor. It serves to further safety and more precise adjustment of the tire pressure.

Temperature sensor ( 56 ) - Optional sensor

To monitor the tire temperature, a temperature sensor can be installed as additional safety (eg infrared, pyrometer). The tire temperature is an important factor for the on-board system and for the driver information.

Electronics ( 54 )

The electronics represent the central link. In addition to the control algorithm, the sensor signals can be processed and processed here, as well as the data storage ( 55 ) for further use. From here, the actuators become like an electric pump ( 50 ) and electrical valves ( 52 ).

Also here is the energy management such as voltage conditioning, energy storage and data interface ( 53 ) to the on-board electronics - z. B. by a radio interface (uni / bidirectional) as used in tire pressure monitoring systems.

The sizing of the system is designed so that on the one hand, the mass of the system remains low in order to balance as little as possible unbalance on the wheel, on the other hand, however, the adjustment of the air pressure after a few kilometers is adjusted.

To reduce the imbalance, several systems (possibly smaller ones) can be installed per wheel. z. B. 2 pieces offset by about 180 ° in the wheel circumference; or 3 systems offset by approx. 120 °.

7 - As an option, the rim here has a flaring directed towards the wheel center ( 2a ), so that water is systematically drained from the screw-in point and the sealing point is not loaded by the water coming or going. Another advantage is the mechanical stiffening of the rim opening and increasing the thread length.

Instead of screwing in the system, other techniques can be used, such as press-fitting, welding, ...

Claims (10)

A system for optimal tire pressure control in vehicles which is characterized in that the rolling deformation of the tire cross-section as an essential reference, and possibly also tire pressure, change tire pressure, driving speed, tire temperature, outside temperature, is used to regulate the tire pressure in order to influence variables such as load, axle load, Tire temperature to automatically correct speed while driving. A system for optimal tire pressure control in vehicles which is characterized in that the entire functionality in a compact design, with the necessary compressed air generation and the necessary energy supply by exploiting existing on / in the wheel forms of energy or by supplying via adjacent interfaces to the vehicle or the environment is generated , such as B. from the tire deformation during rolling, the centrifugal force in the wheel, the change of gravitational forces, the inductive / capacitive coupling to the wheel, the vibration / movement in the vertical direction, the speed changes, the tire lateral forces, electrical supply, integrated compressed air storage, ... and one or more of them are radially uniformly distributed per wheel. A system for optimal tire pressure control in vehicles which is characterized according to claim 1 and 2 characterized in that by a on the piston rod ( 5 ), the execution of the tire and rim geometry adapted adapter piece ( 4 ) a connection to the tire ( 1 ) and the rolling movement of the tire on the pneumatic system ( 3 ) for the actuation of which transmits air in the piston chamber ( 15 ) and supplies the tire via valves and channels, does not supply air or discharges air. A system for optimum tire pressure regulation in vehicles which is characterized according to claim 2, that air ducts ( 22 . 24a . 24b . 27a . 27b ), Bores ( 11 . 18 . 19 ), as well as valves ( 9 . 12a . 12b ), Tool approaches such. B. hexagon socket ( 21 ), in existing components such as piston covers ( 23 ) Cylinder tube ( 16 ), Piston skirt ( 13 ) Piston rod ( 5 ), Screw ( 20 ) and this compact design over the flared bore ( 2a ) in the rim ( 2 ) can be mounted without disassembling the tire. A system for optimum tire pressure control in vehicles which is characterized according to claim 2, characterized in that depending on the piston movement and the position of the stop locking ( 8th ) is ensured that possibly supported by the magnets ( 40a . 40b . 41a . 41b ) over the slider ( 17 ) and return slide ( 7 ) Air can escape or is prevented as needed. A system for optimal tire pressure control in vehicles which is characterized according to claim 2, that via an integrated data interface, the accumulated by the sensors, stored and calculated static / dynamic data are forwarded to the on-board systems or received by this data to situational adapted the tire pressure. A system for optimum tire pressure control in vehicles which is characterized according to claim 2, characterized in that an electrical power supply the electronics ( 54 ), which in turn supplies the signals / data from the distance sensor ( 57 ) Air pressure sensor ( 58 ), Temperature sensor ( 56 ) Receives and processes data interface and derived therefrom by means of an algorithm the pneumatic pump ( 50 ), Valves ( 52 ), Data interface ( 53 ). A system for optimal tire pressure control in vehicles which is characterized according to claim 2, that for generating the electrical energy in the wheel, a generator is used, by utilizing the vibration of the wheel, changing direction of gravitational force, speed changes by a wheel radius along the movable magnetic ball generated in mutually perpendicular coil windings voltages which decoupled via diodes one in the electronics ( 54 ) integrated electrical storage are supplied. A system for optimal tire pressure control in vehicles which is characterized according to claim 2, characterized in that for generating the electrical energy at the wheel axle at least one magnet ( 32 ) so that its magnetic field in the pressure regulator ( 30 ) integrated coil (s), at each Radumdrehung induced a voltage or the supply via grinding / rotating contacts from the electrical system forth. A system for optimal tire pressure control in vehicles which is characterized according to claim 2, that for generating the electric energy when using a built-in wheel e-motor induced during operation voltages, currents are tapped and used or the resulting magnetic forces on the rotor directly to Actuation of the pump are used.

Images