EP4709618A1 - Pressure regulating valve assembly and method for tire inflation equipment - Google Patents

Abstract

A pressure regulator valve assembly and method for tire inflation equipment, which comprises a set of pressurizing pistons, at least one of them comprising a magnet, whose position is detected by a sensor provided on an electronic board to take measurements and parameters and to evaluate the number of cycles carried out, develop a preventive maintenance plan, know the operation and any equipment defect, as well as the maximum compression point necessary for inflation control, and also to command the opening and closing of a solenoid valve at the outlet according to information coming from the inlet and outlet pressure sensors.

Description

PRESSURE REGULATING VALVE ASSEMBLY AND METHOD

FOR TIRE INFLATION EQUIPMENT

FIELD OF THE INVENTION

The present invention relates to equipment and methods for controlling, regulating, and calibrating pressure in a tire pressure arrangement, preferably for calibrating vehicle tires, and, more particularly, it refers to a regulator, elevator, and depressurizer valve assembly and method that, because of the arrangement of a set of pressurizing pistons provided with a magnet which position is detected using a sensor, allows measuring and taking parameters to conduct more accurate preventive maintenance schedules, detect defects and, in turn, locate the maximum compression point necessary for tire inflation monitoring.

BACKGROUND OF THE INVENTION

Tire pressure control, regulation, and maintenance in a vehicle are of utmost importance when transporting heavy loads or passengers to allow safer transportation without interruptions or occasional accidents. Currently, numerous arrangements are designed to calibrate tire pressure when tires are both in motion and at rest. These arrangements are commonly known as central tire inflation-deflation systems, which can be applied in a wide variety of vehicles, the vehicles most commonly equipped with this type of system being those fortransporting passengers or cargo such as short, medium, and long-distance buses, trucks, cargo transport trailers, etc.

Currently, several types of vehicle tire pressure booster systems are made up of tanks or compressors connected to valves through which the pressure of the compressed air coming from the compressor is raised. Once the target pressure is reached, it is distributed to the vehicles' tires through hoses or pipes connected to the respective inflation valves of each tire. Likewise, the tires have pressure sensors that send the corresponding signals to respective controllers to maintain the appropriate tire pressure and avoid accidents.

Document US 2021276372 discloses systems and methods for inflating a tire to an operating pressure above a cold inflation tire pressure. More specifically, the system may include a tire pressure sensor coupled to a vehicle tire, a compressor configured to provide compressed air to the vehicle tire, a valve between the compressor and the vehicle tire; and a controller configured to: access a tire parameter associated with the vehicle tire, receive a tire pressure of the vehicle tire from the tire pressure sensor, and when then tire pressure received from the tire pressure is less than an operating tire pressure that is based on the accessed tire parameter, cause the valve to pass pressurized air from the compressor to the vehicle tire, wherein the operating tire pressure is greater than a cold inflation tire pressure of the vehicle tire.

Document DE 202017104222 (U1) discloses a device for automatically filling an air-filled vehicle tire (R) mounted on a vehicle equipped with a compressed air-carrying compressed air system (12) with tire pressure air whose pressure corresponds to a prescribed tire pressure (PR). The device comprises a drive device with two chambers and is defined using a piston or plunger that moves between positions E1 and E2.

Furthermore, the device includes a compressor device driven by the drive device, which comprises chambers defined from a piston and is operatively connected to said piston through a shaft. The chambers have respective air inlets and compress the intake air to the prescribed tire pressure PR, supplying the compressed air to the tire via a compressed-air tire connection.

Still, another arrangement is disclosed by Document W02015136006 (A2), which refers to a distributed system for supplying pressurized air in a vehicle, wherein the vehicle has central supplies of compressed air for adjusting or regulating tire pressure. Central compressed air supplies may include a compressor, memory, and control unit. Furthermore, in each case, an operator interface may be provided through which a user can enter data such as actual tire pressure information.

Compressed air supplies may also include control (central) elements. The control elements may be designed as data acquisition elements, data storage elements, or the like. Control elements can be coupled to control units to exchange data. The compressed air central supply also has a data line (central) with which the control units can be connected to the control elements to exchange data.

Furthermore, Document GB2505943 (A) discloses a tire pressure monitoring system on a utility vehicle trailer with a steerable front axle with front wheels and a rear axle with rear wheels. The wheel rotation speed sensors are assigned in each case to the front wheels and rear wheels and are connected via power lines to an electro-pneumatic brake pressure control module (EBS module) which is primarily assigned to the brakes of the rear axle. The trailer comprises tire pressure sensors associated with each wheel, which can measure the pressure in each tire. The tire pressure sensors are located inside the respective tire, measure tire pressure and temperature, and transmit this data wirelessly to the tire pressure monitoring system, which is connected to the trailer's CAN bus. A pressure control module has an integrated pressure sensor that measures the pressure in the tire monitoring line, that is, the control pressure present at the tire monitoring inlet of the electro-pneumatic valve, which control pressure is identical to the maximum pressure that can be controlled in the brake cylinders.

Still, Document DE102008062071 (A1) discloses a system has a pressure distributor provided with switching valves and multiple high-pressure compressors that are symmetrically formed with electric actuators. The high-pressure compressors are arranged in hubs of wheels. The electric actuators are provided with solenoids and a tandem-type piston, where the solenoids are arranged between two single-piston parts of the tandem piston. The electric actuators and the high-pressure compressors are provided with a common cylindrical housing.

Still, Document DE102008062069 (A1) discloses a tire pressure control system that has a tire pressure sensor, a tire valve, a pressure distributor with control valves, a control device, and regulation, a high-pressure compressor, and a tire pressure control valve. The high- pressure compressor has an electric actuator with a solenoid. The electric actuator drives a tandem piston, and the solenoid is arranged between two individual pistons of the tandem piston.

Still, Document DE102008062048 (A1) discloses a system has a tire pressure sensor), a tire pressure control valve, a pressure distributor (5) with switching valves, a control and regulating device, a pressure coupling (30) that is connected to a pressure line, and a post pressure reinforcement pump. An electromechanical control device is provided in the reinforcement pump. The post-pressure reinforcement pump has a tandem piston that comprises two single pistons. The electromechanical control device and the post-pressure reinforcement pump are arranged in a common housing that is radially symmetrical. An independent claim is also included for a method for regulating the pressure of a tire.

Document DE102008062066 (A1) discloses tire pressure control system comprises a tire pressure sensor, a tire valve, a pressure distributor with switching valves, a control and regulating unit, and a pressure line. The tire pressure control system comprises a central tire pressure control valve. A high-pressure container is provided for storing high-pressure volume.

Accordingly, the state of the particular art comprises different arrangements that allow the regulation and calibration of tires. In general, the flow of information managed by these arrangements among tire sensors, control centers, and visual devices or user interfaces is usually related to parameters such as tire pressure, desired predetermined pressure, as well as temperature parameters, and tire rotation speed. That involves all information that allows both the control system and the driver to know at all times if the tires have the appropriate pressure.

Although these parameters have contributed to alerting the driver about anomalies in tire pressure to regularize such tire pressure, a new arrangement is desirable which, in addition to the above, will allow measuring the necessary values to conduct different operative analyses which, on such basis, would allow determining, for example, the average preventive maintenance schedules, typical defects, and maximum compression points within the chambers of the valve assembly for control during calibration processes, among others, all under control of the hysteresis of pressure variations in the network or circuit of the inflation system.

BRIEF DESCRIPTION OF THE INVENTION

It is therefore an object of the present invention to provide a valve assembly for regulating, boosting, and decreasing vehicle tire pressure, which allows obtaining and measuring different parameters to determine tire maintenance schedules, among others.

It is still an object of the present invention to provide a valve assembly comprising a set of reciprocating pressurizing pistons in a pressurizing jacket within which the pressurized air is compressed, the pressurizing pistons being provided with at least one magnet on one of its faces.

It is yet another object of the present invention to provide said magnet in conjunction with an electronic board comprising a sensor that detects or senses the position of said magnet.

It is also another object of the present invention to provide said magnet-sensor assembly to obtain data about the position of the piston during its operation. It is yet another object of the present invention to provide a valve assembly that allows measuring the number of cycles performed, determining the inflation air flow rate, knowing the operation of the equipment, detecting anomalies, and locating the point of maximum compression necessary for inflation control, among others.

It is yet another object of the present invention to provide a pressure-regulating valve assembly for tire inflation equipment, of the type comprising an air-regulating body with a pressurized air inlet connected to a pressurized air source, and a valve connected to said airregulating body to receive pressurized air therefrom and boost the pressure within a pressurizing chamber above the inlet pressure, there being at least one set of pressurizing pistons which comprises a reciprocating rod mounted slidingly within a conduit of the said valve body, and having respective pistons arranged at each of its ends, at least one of said pistons being provided with at least one magnet; and at least one electronic board is mounted on one side of a container module of the said valve assembly, said electronic board being provided with at least one sensor of said piston with a said magnet.

It is yet another object of the invention to provide a pressure regulating method for tire inflation equipment, which uses the valve assembly of the invention, which incorporates a "Hysteresis Analysis" task that consists of applying adaptive predictive control to adjust a higher hysteresis threshold according to the real-time behavior of the inflation system outlet pressure value.

BRIEF DESCRIPTION OF THE DRAWINGS

For the sake of clarity and a better understanding of the object of the present invention, a preferred embodiment of the invention has been represented in several figures, all by way of example, wherein:

Fig. 1 shows a perspective view of the interior of the valve assembly of the invention;

Fig. 2 shows another view of Fig. 1 , where the respective parts of the pressurizing jacket have been removed to visualize one of the pressurizing pistons according to the present invention;

Fig. 3 shows a cross-sectional view of the valve assembly of the invention, wherein construction details are provided;

Fig. 4 shows an enlarged sectional view of the area of the pressurization chamber where one of the pressurizing pistons is located according to the present invention; Fig. 5 shows an enlarged sectional view showing in more detail illustration of the pressurizing piston provided with a magnet and the electronic board with the sensor that detects the relative position of the said magnet;

Fig. 6 shows a perspective view of the closed valve assembly.

Fig. 7 shows a diagram of the variables managed by the system, illustrated on the abscissa and in the order of magnitude among them, and

Fig. 8 shows a flow chart corresponding to the operating logic of the inventive valve assembly.

DETAILED DESCRIPTION OF THE INVENTION

Referring now to the figures, it can be seen that the present invention refers to a new pressure regulating valve assembly for tire inflation equipment, or tire inflation systems which, as known, comprise pressurized air sources and one or more pipe networks to distribute the air to the tires, wherein the inventive assembly has a set of pressurizing pistons where at least one of them is provided with a magnet, and which position is detected by a sensor provided on an electronic board to perform measurements and to take parameters to evaluate the number of cycles involved, develop a preventive maintenance plan and know the operation and anomalies of the equipment as well as the maximum compression point necessary for inflation control.

It is to be noted that the operation principle of the inventive valve assembly is similar to that described in patent US 9104209 B2 filed by the same applicant. Based on the above, only the general structural and functional concepts will be described, focusing on the object of the present invention, and understanding that the operation and structure are sufficiently detailed and described in said US 9104209 B2.

Thus, and according to Figs. 1 to 6, the valve assembly of the present invention is indicated by the general reference 1 and is arranged within module 2 which comprises complementary housings 3, at least one of them being provided with an air inlet connector 4 that connects to a source of pressurized air (not shown), an outlet connector 5, at least one discharge connector 6 and at least one electrical connector 7 that is connected with an electrical power supply (not shown). It is to be further noted that outlet connector 5 is provided with a safety valve 65, the purpose of which is that in the event of any error or abnormal operation in the system (increase in pressure) said connector can be released through the valve and any tire overpressure can be prevented. In turn, housings 3 are closed using respective fixing screws to avoid leaks inside the module 2.

Likewise, the valve assembly 1 of the invention comprises an air regulator 8 having an inlet 9 provided with an inlet connector 10 that is operatively connected to said air inlet connector 4 through a hose or conduit 11 and that receives pressurized air from the pressurized air source. Said inlet connector 10 comprises an internal channel 12 that communicates with an internal passage 13 of said air regulator 8, said internal passage 13 projecting internally through said regulator 8, and communicating with a main internal conduit 14. In turn, said air regulator 8 comprises an air outlet 15 provided with a respective connector 69 operatively connected to said discharge connector 6 through a hose or conduit 16.

In turn, said valve body 17 comprises an internal conduit 18 in fluid communication with said main internal conduit 14 of said air regulator 8, which leads into a bypass conduit 19 communicated with two intake pistons 20 - 21 provided in said valve body 17. Said intake pistons 20 - 21 are supported by respective springs 22, each intake piston-spring assembly being mounted on an internal seat 23 of said valve body 17. Both each spring 22 and said intake pistons 20-21 are duly retained and sealed using respective seals to avoid air leaks. Likewise, each intake piston has an arrangement of fins 24 that rests against a portion of said seat 23, more particularly against the seat portion 23 adjacent to said bypass conduit 19 that communicates both intake pistons 20-21 one to the other. The fin arrangement 24 will allow the free passage of air. It is noted that seat 23 of each intake piston 20-21 - spring 22 are in fluid communication with a passage 25 operatively communicated with the internal part of a pressurizing chamber 26, described below.

In addition to the intake pistons 20-21 , said valve body 17 has two output pistons 27 - 28 supported by respective springs 29, each output piston-spring assembly being mounted on an internal seat 30 of the said valve body 17. Both spring 29 and said output pistons 27-28 are duly retained and sealed using respective seals to avoid air leaks. Seat 30 of each output piston 27-28 - spring 29 are in fluid communication with passage 31 operatively communicated with the internal part of a pressurizing chamber 26, described below.

In this way, the pressurized air inside said pressurizing chamber 26 is evacuated through one of the passages 31 - outlet piston 27-28 that communicate internally with an outlet conduit 32 that intercommunicates both passages 31 , said outlet conduit 32 being in turn in communication with an outlet orifice 33 of the pressurized air, which in turn is in operative communication with a connector 34 using an outlet channel 35 provided in a solenoid valve body 36 having a solenoid valve 68. The solenoid valve 68 allows determining the opening or closing of air towards the connector 34, said solenoid valve being connected to an electronic board. For example, the previous situation may occur when the tire is underinflated. It is to be noted that the solenoid valve body 36 is arranged downstream of the said valve body 17. Said connector 34 is connected to said outlet connector 5 through a corresponding hose or conduit 35 to discharge the pressurized air to the corresponding tire thereby being inflated. It should be clarified that said outlet connector 5 is connected to a respective hose or conduit that will be coupled to the tire valve, which does not pertain to the object of the present invention and will not be further described herein.

To elevate the air pressure coming from the pressurized air source, the invention is provided with said pressurizing chamber 26 which is traversed by said valve body 17 dividing said chamber into two parts. Likewise, at least one set of pressurizing pistons 37 is provided, which comprises a reciprocating rod 38 mounted slidingly within a conduit 39 of said valve body 17, and which has respective pistons 40 - 41 arranged on each end thereof. Said conduit 39 has a larger section portion in which bushing 42 is housed, sealed by seal 43 to avoid leaks. Likewise, a sealed connection is provided between the ends of rod 38 and an internal face 45 - 46 of said pistons 40 - 41 through respective seals 44. Each piston 40 - 41 in turn is provided with respective seals 47 to avoid leaks or depressurization.

On the other hand, each piston 40 - 41 has an external face 48 - 49 that rests on seat 50 defined by the respective covers 51 of the pressurizing chamber 26, each cover 51 being provided with a seal 52. As mentioned above, the valve body 17 divides the pressurizing chamber 26 into two parts, each part being in turn subdivided through each piston 40 - 41 into an internal pressurizing chamber 53 - 54 and an external pressurizing chamber 55 - 56. As each piston 40 - 41 moves simultaneously, the volume of each internal-external chamber will vary.

In this way, the air from the pressurized air source enters through the air inlet 4, passing through said inlet connector 10, internal passage 13, the main internal conduit 14 of the air regulator 8, and entering the valve body 17 through the internal conduit 18. Once inside the valve body 17, the relative movement of the pressurizing piston assembly 37 is taken into account. That is, and by way of example but not limiting the invention, if piston 40 moves to the right (according to Figs. 3 and 4), the internal pressurizing chamber 53 begins to reduce its volume, and in compensation the pressure of the contained air increases. As greater pressure is exerted in the internal pressurizing chamber 53, due to the displacement of piston 40, the air entering through the bypass conduit 19 is directed and displaces the intake piston 21 to the right, overcoming the spring 22, enters the chamber internal pressurizer 54 and is compressed by piston 41 to raise its pressure. Likewise, under these circumstances, the outlet piston 27 allows the exit of the already pressurized air from the internal pressurizing chamber 53 and passes through solenoid valve 68 towards the outlet connector 5, while the outlet piston 28 is retained, preventing the passage of air. When piston 40 moves completely to the right, piston 41 begins to move to the left, repeating the cycle but in reverse direction. It is to be noted that the movement of the pistons 40 - 41 is limited by the joints of directional valve shafts 61 - 62 mounted at the ends of the conduit 39 of the valve body 17, also highlighting that they are displaced by the pistons when they reach the ends, thereby activating the directional valves and alternating the direction of the air that circulates towards the external pressurizing chambers 55 or 56. Each shaft joint of directional valves 61-62 will have an internal seat 63-64 which the seals 44 of each piston 40 - 41 first make contact. Thus, air enters and boosts pressure, said pressure being the target pressure for the tire at stake.

According to one of the objects of the present invention, it is of utmost importance not only to measure the tire air pressure but also to measure and analyze the different parameters related to the operation of the valve assembly to obtain estimations about its life cycle and maintenance schedule requirements and to determine common failures and their occurrences, among others.

To that effect, the present invention provides a magnet 57 housed within a seat 58 located on, by way of example but without limitation, said external face 48 of the piston 40. In conjunction with said magnet 57, electronic board 59 with a Hall effect detection sensor 60 is provided, said sensor 60 detects the presence of a magnetic field and gives an electrical voltage signal to the electronic board. Said electronic board 59 is arranged on one side of said module 2, on the same side as said magnet 57 to detect its position and calculate the cycles conducted and the point of maximum compression, among others. The electronic board 59 is electrically operated by an electrical power supply.

The operation of the electronic board is as follows when one of the sensors detects any of the below functions: An inlet pressure sensor 66 detects the inlet pressure in the air regulator 8, where, if pressure is below a specified setting, the electronic board sends a command to stop the equipment operation through of solenoid valve 68.

An outlet pressure sensor 67 is provided in said solenoid valve body, which continuously operates sending signals to said electronic board and, if the pressure signal that comes from the tires or the network and is sent to the board electronic is below the specified setting, then the electronic board directs an electrical opening signal to the solenoid valve 68 until the set pressure is obtained or maintained.

It is to be noted that each of the sensors 66 and 67 is connected to the electronic board. Likewise, using sensor 60 located on the electronic board 59, the number of cycles carried out, the inflation airflow, equipment operation, and detected defects are calculated and the maximum compression point necessary for controlling inflation, among others, is determined. All this data from the electronic board is subsequently sent to a control center of the unit (truck or trailer) which is responsible for informing the user.

Thus, it is possible to conduct more accurate preventive maintenance plans, as well as determine better manufacturer’s guarantees.

The valve assembly of the present invention is capable of working according to an operating logic, also in accordance with the invention, as shown in the diagram of Fig. 8 referred to below.

However, before describing the logic of Fig. 8, it is convenient to refer to the variables of the inflation system, network, or assembly, which are shown in Fig. 7, where each of these variables is as follows:

P_out : Inflation system outlet pressure, measured by outlet pressure sensor 67; it is the pressure present in the pressurized air network that feeds the tires.

P_in. Inflation system inlet pressure, measured by the inlet pressure sensor 66.

^threshold ■ Minimum inlet pressure for inflation equipment to inflate.

P_set : Cold tire pressure, considering the sum of the average hysteresis value of all the non-return valves in the inflation system or assembly. hyst_L Lower hysteresis threshold, which is constant, for the outlet pressure. hyst_H Upper hysteresis threshold, which is variable, for the outlet pressure.

Back to the flow or operation chart in Fig. 8, when the equipment is initialized, that is, connected to a suitable electrical power source, it performs a series of configurations and verifications before starting normal operation. This process is called “Initialization of program variables,” which consists of reading and configuring data and variables stored in the memory of the electronic control board 59 that are relevant for the operation of the inflation system.

Once the previous process is completed, the conditional test or task called “System error?” is executed, which can lead to two situations: a) If a failure is detected in the inflation system or assembly, such as disconnection of a sensor, too low inlet pressure, etc., and failure persists for more than a pre-established time, the failure will be confirmed and the “YES” path will be taken, the output solenoid valve 68 will be kept closed and the equipment will be set in a failure status as indicated in the diagram as “Failure time to restart”. This process will take a certain time interval to restart the inflation system and check if the failure persists. b) If no failure has been detected in the system, the “NO” path will be taken, and the diagram sequence will continue.

Once no failure and/or problem is confirmed in the inflation system, the following analysis will be carried out: a) If at least one of the two conditions of the previous formula is not fulfilled, the “NO” path will be taken, and the “System error?” evaluation will be resumed.

- If the inlet pressure is below the minimum threshold Pin_threshoid > ^a problem or failure will be considered.

- If the outlet pressure P_out is not lower than the difference between P_set and hyst_L the cycle will be repeated indefinitely until one of the two conditions changes. This situation shows that the output pressure has an adequate value and that tires need no more pressure. b) If both conditions of the previous formula are met, the “YES” path will be taken, and the solenoid valve 68 will be opened. In this case the equipment must operate because the pressure of the outlet system P_out is lower than the proper level but there is no significant failure or problem in the inflation system.

Resuming the flow chart sequence of Fig. 8, if the previous evaluation results in “YES”, the solenoid valve 68 is immediately opened and the following analysis is carried out: out — (Pset + hyst_H)

This comparison evaluates whether the outlet pressure value is high enough, that is, higher than the sum of P_set and hyst_H, so as to consider that the system has reached an adequate pressure value. Based on this comparison, the following alternatives arise: a) If the above condition is met, the “YES” path is taken, the solenoid valve 68 is closed, and the outlet system air supply is interrupted. Immediately after the previous action, the evaluation task indicated as “System error?” is resumed and the cycle is repeated indefinitely until any intermediate comparisons are modified. b) If the above condition is not met, the “NO” path is taken and the task indicated as “Network rupture analysis” is executed, which will be detailed below. This condition may occur because:

- The pressure P_out has not yet reached an adequate value, and the air supply continues in a normal condition.

- There is a problem in the output network.

Further referring to the sequence, and considering that the previous analysis has concluded in the “NO” option, the “Network rupture analysis” task is executed, which evaluates the behavior of two system variables to determine if there is any problem with the output network, namely:

• Detection by pressure: if the outlet pressure P_out is lower than a set value, it is considered that some component of the inflation system has broken, and the leak is too large.

• Detection by flow rate: when the outlet pressure P_out has no critical value, lower than the set one, because the failure has occurred very far from the pressure measurement point, but the flow rate consumed exceeds a limit considered in a time interval, a flow limit to be considered as a network rupture is determined as am inflation system variable.

From this analysis, two alternatives arise: a) If a network rupture is determined, the “YES” path is followed, and the equipment enters an error or failure status. b) If no network rupture is determined, the “NO” path is followed and the “Hysteresis Analysis” process is executed and once this task is completed, the evaluation P_out > (P_set + hyst_H) is resumed, which is repeated indefinitely until a certain value that meets the desired outlet pressure condition P_out is reached.

Regarding the “Hysteresis Analysis” task, which results in a fundamental characteristic for high-performance equipment, it consists of applying adaptive predictive control to adjust the upper hysteresis threshold hyst_H according to the real-time behavior of the value of outlet pressure P_out, characterized by its dynamics and disturbances. The adjustment can be applied according to the following tasks:

• Raising hyst_H if the outlet solenoid valve 68 remains open for a time longer than a defined interval, the threshold value must increase. This is due to the fact that if the inflation system has a significant pressure loss rate, the target pressure must be raised to reduce the system actuation frequency.

• Decreasing hyst_H if the output solenoid valve 68 has remained closed for longer than a set value since the last operation, the upper threshold hysteresis value will be decreased. This happens when a leak in the inflation system has been reduced or eliminated.

In summary, this analysis allows for the “smart” performance of the inflation equipment or system over different operating conditions, which renders its performance highly effective and at the same time fairly efficient.

Claims

1. A pressure regulating valve assembly for tire inflation equipment, of the type comprising an air regulator with at least one pressurized air inlet connected to a pressurized air source, and a valve body connected to said air regulator to receive pressurized air therefrom and boost the pressure within a pressurizing chamber above the inlet pressure, said valve assembly being characterized by comprising: a container module wherein at least one set of pressurizing pistons is housed, which comprises a rod in reciprocating motion and mounted slidingly within a conduit of the said valve body, and which has respective pistons arranged on each end thereof, at least one of said pistons comprising at least one magnet; and at least one electronic board being mounted on one side of said container module of the valve assembly, wherein said electronic board comprises at least one sensor of the piston provided with said magnet.

2. A valve assembly according to claim 1 , characterized in that said valve body divides said pressurizing chamber into two parts, each part being in turn subdivided into an external pressurizing chamber and an internal pressurizing chamber.

3. A valve assembly according to claim 1 or 2, characterized in that each part of said pressurizing chamber comprises one corresponding piston which in turn spatially subdivides said external pressurizing chamber and said internal pressurizing chamber.

4. A valve assembly according to claim 3, characterized in that said external and internal pressurizing chambers are of variable volume.

5. A valve assembly according to any of the preceding claims, characterized in that said electronic board provided with the said sensor is arranged on the same side on which the piston comprising the magnet is operated.

6. A tire valve assembly according to claim 5, characterized in that said electronic board is connected to a central control unit.

7. A valve assembly according to any of the preceding claims, characterized in that said air inlet comprises an inlet connector linked to a said pressurized air source, said inlet connector being provided with an internal channel in communication with the main internal conduit of said regulating body and said main internal conduit of the regulating body being in turn in communication with an internal conduit of the said valve body leading into a bypass conduit communicated to two intake pistons.

8. A valve assembly according to any of the preceding claims, characterized in that said intake pistons are supported by respective springs, each intake piston-spring assembly being mounted on an internal seat of the said valve body, wherein each intake piston is in communication with a corresponding internal pressure chamber.

9. A valve assembly according to any of the preceding claims, characterized in that said valve body also comprises two output pistons supported by respective springs, each output piston-spring assembly being mounted on an internal seat of the said valve body, wherein each outlet piston is in communication with a corresponding internal pressure chamber and in turn with a common outlet conduit between them, said outlet conduit being in communication with an orifice for the pressurized air outlet.

10. A valve assembly according to any of the preceding claims, characterized by comprising an inlet pressure sensor in said air regulator, an outlet pressure sensor in a solenoid valve body, and a safety valve in an output connector, said solenoid valve body being provided with a solenoid valve operatively communicated with the said electronic board.

11. A valve assembly according to any of the preceding claims, characterized in that said inlet and outlet pressure sensors are operatively communicated with said electronic board so that the solenoid valve is in a stopped state when the pressure at the inlet of the pressure regulator is below a set pressure, while it operates when the pressure of the network connected to the outlet of the equipment is lower than the set pressure.

12. A pressure regulating method for tire inflation equipment, which uses the valve assembly according to any of the preceding claims, characterized by comprising the steps of: i. performing a process of “Initialization of program variables”, which includes reading and configuring data and variables stored in a memory of an electronic control board; ii. performing a conditional testing task of “System error?”, which comprises detecting any system failure, wherein: a) if a failure is detected in the system, a “YES” path is taken, proceeding to keep the solenoid valve closed and setting the equipment in a failure status “Fault time restart,” and b) If no failure is detected in the system, a “NO” path is taken, advancing to the next step iii: iii. running the following analysis: wherein: a) if at least one of the two conditions of the above formula is not met, the “NO” path is taken, returning to the “System error?” evaluation step, and b) if both conditions of the above formula are met, the “YES” path is taken, and the solenoid valve is opened; iv. after opening the solenoid valve, performing the following analysis:

Pout — P set + hyst_H) and evaluating whether the outlet pressure P_out has a value higher than the sum of P_set and hyst_H, to consider that the system reached an adequate pressure value, where: a) if the condition is met, the “YES” path is taken by closing the solenoid valve, interrupting air supply to the tire inflation equipment, and returning to the “System error?” evaluation task to repeat the cycle indefinitely until any of the intermediate comparisons are modified, and b) if the condition is not met, the “NO” path is taken and a “Network rupture analysis” task is executed; v. if the “NO” path has been taken in step b) of the previous step iv), executing a “Network rupture analysis” task, which evaluates a behavior of two system variables to determine if there is any problem with the output network, wherein: a) if a network rupture is determined, the “YES” path is taken, and the equipment enters the failure status; b) if no network rupture is determined, the “NO” path is followed and a “Hysteresis Analysis” process is executed and, once this task is completed, the evaluation is resumed and repeated indefinitely until a value is reached such that it meets the desired outlet pressure condition, where:

P_out is the pressure present in the pressurized air network that feeds the tires, as measured by the outlet pressure sensor, P_in is the inflation system inlet pressure, measured by the inlet pressure sensor,

^threshold '^s ® minimum inlet pressure for the inflation equipment to inflate,

P_set is the tire cold pressure, considering the sum of the average hysteresis value of all the non-return valves in the system, hyst_L is the lower constant hysteresis threshold for the outlet pressure, and hyst_H is the upper variable hysteresis threshold for the outlet pressure.

13. The method according to claim 12, characterized in that in step a) of step ii), a failure is selected from some sensor disconnection, too low inlet pressure, among others, and if such failure persists for more than one set time, the existence of a failure will be confirmed and the “YES” path will be taken, keeping the solenoid valve closed and setting the equipment in said failure status “Fault time to restart”, where a certain time interval to reboot the system and check if the failure persists will be taken.

14. The method according to claim 12, characterized in that in step a) of step iii) the following occurs: the inlet p ^rressure below the minimum threshold P_i ^L _nfth_hresh „old will be considered a problem/error; when the outlet pressure P_out is not lower than the difference between P_set and hyst_L, the cycle is repeated indefinitely until one of the two conditions changes, where this situation represents that the outlet pressure has an adequate value and it is not necessary to add pressure to the tires; and in step b) of step iii), the valve assembly must be actuated because the pressure of the outlet system P_out is lower than adequate, but there is no failure or significant problem in the system.

15. The method according to claim 12, characterized in that the condition of step b) of step iv) is not fulfilled because the pressure has not yet reached an adequate value and the air supply continues in a normal condition, or there is a problem in the output network.

16. The method according to claim 12, characterized in that the task "Network rupture analysis" comprises at least one of the following: detection by pressure: when the outlet pressure P_out is less than a pre-established value, it is considered that some component of the inflation system has broken and the leak is too large, and detection by flow rate: when the outlet pressure P_out has no critical value, lower than the set one, because the failure has occurred very far from the pressure measurement point, but the flow rate consumed exceeds a limit considered in a time interval, a flow limit to be considered as a network rupture is determined as am inflation system variable.

17. The method according to claim 12, characterized in that said "Hysteresis Analysis" task comprises applying adaptive predictive control in order to adjust the upper hysteresis threshold hyst_H according to the real-time behavior of the outlet pressure P_out valve.

18. The method according to claim 17, characterized in that said “Hysteresis Analysis” task comprises: raising hyst_H when the outlet solenoid valve remains open fora time greater than a set interval, the threshold value must increase, wherein, if the inflation system has a considerable pressure loss rate, the pressure is raised to a target pressure to decrease the system actuating frequency; reducing hyst_H when the outlet solenoid valve has remained closed for longer than a set value since the last operation, which happens if a leak in the inflation system has been reduced or eliminated.