ES2423083A1 - Automatic deflation system of the tires of a motor vehicle, and double-chamber tire for the same (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Automatic deflation system of the tires of a motor vehicle in full operation and without affecting the outer side walls of the cover due to lack of pressure or loss of lateral stability. The system comprises a tire with an outer cover and an inner cover, both covers and the corresponding rim defining two independent and separated chambers, a rolling chamber in contact with the tread and a main chamber; a drain solenoid valve for automatic deflation of the rolling chamber through at least one emptying duct; a control unit configured to execute, based on the information received through at least one input from the vehicle, the selective deflation of the tire rolling chamber by controlling the corresponding emptying solenoid valves. (Machine-translation by Google Translate, not legally binding)

Description

Automatic deflation system of the tires of a motor vehicle, and double chamber tire for the same.

Field of the Invention

The present invention is encompassed within the field of the automobile, and more specifically, in automatic tire deflation systems when the vehicle is running.

Background of the invention

The only contact that the car has with the ground are the wheel covers, and in fact only a part of them, a simple footprint of the cover in approximately elliptical form. The area of the surface of the footprint that is the result of its average pressure (force exerted by the vehicle down by surface of the footprint) and the specific coefficient of friction for each rubber and asphalt is what causes a vehicle to move or brake or accelerate.

In emergency situations in which abrupt braking is necessary, it is necessary to reduce the braking distance. For them, systems are known that allow the tire to be deflated when the vehicle is running, which increases the footprint and produces more effective braking. However, in a standard normal tire when the wheel pressure is lowered, the entire tire pressure is lowered, both on the side walls and on the tread. This also occurs in those tires that have a double chamber, a main chamber and an auxiliary air reserve, as is the case of the invention disclosed in WO2006061479-A1, since the main chamber encompasses both the rolling area and the side walls. The deflation of the outer side walls of the tire can cause the tire to run out due to lack of pressure or that the tire loses lateral stability, which would affect braking safety.

The present invention proposes a solution to the above problem, allowing effective and safe braking in emergency situations by only deflating the tire only in the tread area, keeping the pressure on the side walls intact.

Description of the invention

The present invention makes it possible to automatically deflate the tires in full operation of the car and without affecting the outer side walls of the tire so that the tire does not come out due to lack of pressure or lose lateral stability of the rubber tire.

In a standard normal cover when the wheel pressure is lowered, the pressure of both the walls and the tread pressure is lowered. In the present invention this does not happen since the side walls are always at the safety pressure and what varies is the tread.

In case of sudden braking the increase in the footprint thanks to a pressure drop produces a more effective braking. Therefore, the advantages of the present invention consist in an increase in safety, since a significant reduction of up to 5% could be achieved in braking distance in case of controlled deflation, without varying the pressure on the side walls ..

Brief description of the drawings

A series of drawings that help to better understand the invention and that expressly relate to an embodiment of said invention which is presented as a non-limiting example thereof is described very briefly below.

Figure 1 shows different sections A-A and B-B of a wheel according to the present invention, from which the different internal elements will be broken down.

Figure 2 shows section A-A for the two wheels of the same axle.

Figure 3 represents a more detailed view of said section A-A.

Figure 4 represents a cross section of the wheel.

Figure 5 shows a view of section B-B for the two wheels of the same axle.

Figure 6 represents a more detailed view of said section B-B.

Figure 7 shows in detail, according to section A-A, the area of the drain solenoid valve for the closed position.

Figure 8 shows in detail, according to section A-A, the area of the drain solenoid valve for the open position.

The elements of the drain solenoid valve are shown in Figures 9A to 9D.

Figures 10 and 11 show the electronic control part.

Detailed description of the invention

Figure 1 shows sections A-A and B-B of a wheel according to the present invention, from which the internal elements thereof will be broken down. The section AA will allow to appreciate the drain solenoid valve 13 and the elements used for the automatic deflation of the rolling chamber 16, while the section BB will allow to appreciate the secondary inflation valve 12 for the manual inflation of the rolling chamber 16. In This figure shows two manual inflation valves:

-

a secondary inflation valve 12, for manual inflation of the rolling chamber 16 with the car stopped, and

-

a main inflation valve 26, for manual inflation of the main chamber 17 with the car stopped.

Figure 2 shows the section AA for the two wheels of the same axle, where the main inflation valve 26 can be seen on one side through which the user can manually inflate or deflate the main chamber 17, with the car stopped, and on the other, the drain solenoid valve 13, through which the system automatically deflates the rolling chamber 16. In said figure a drain duct 14 is also seen, which connects the rolling chamber with the drain solenoid valve 13, to deflate the camera. A pressure sensor 18 is also shown, which is optional, responsible for measuring the pressure of the rolling chamber 16.

Figure 3 represents a more detailed view of said section A-A, to show the elements in a wheel. Specifically, it is appreciated that the wheel has two cameras:

-

the main chamber 17, responsible for maintaining the pressure in the side walls 31 and extending in the main part of the tire including the side walls 31 and except the tread 32, and

-

the tread chamber 16, responsible for maintaining the pressure in the tread 32 and extending in the tread area.

The tire therefore has an external tire that incorporates an internal tire 8 inside. Both tires define inside the tire the two zones or chambers, the main chamber 17 and the rolling chamber 16. These chambers are independent and are not communicated, but are sealed and separated from each other. The rolling chamber 16 is the closest to the rolling area, while the main chamber 17 is responsible for maintaining the pressure on the side walls 31 of the tire.

Both chambers (16.17) are therefore separated by the inner cover 8. The rolling chamber 16 is delimited by the inner cover 8 and the outer cover. In particular, the tread chamber 16 is delimited by the inner cover 8 and the tread 32 of the outer cover (up to the beginning of the side walls 31).

According to the particular arrangement of the covers, internal and external, the pressure of the side walls 31 of the outer cover is independent, which does not greatly influence the adhesion, of the pressure of the tread 32, determined by the pressure in the tread chamber 16. Thus, the pressure in the running tread can be modified, without stopping the vehicle and without modifying the pressure on the side walls. Maximum adhesion is achieved with a constant, wide and short footprint, deflating the rolling chamber

16.

Figure 4 represents a cross section of the wheel where the rolling chamber 16 and the main chamber 17 are shown, in addition to the main inflation valve 26 and the tire 24.

Figure 5 shows a view of section BB for the two wheels of the same axle, in which the secondary inflation valve 12 is appreciated by means of which the user can perform manual inflation of the rolling chamber 16. Therefore, the Rolling chamber 16 communicates with the outside through a drain duct 14 to deflate the chamber and through a fill duct 6, for inflation thereof.

 Figure 6 represents a more detailed view of said section B-B.

Deflation works thanks to the emptying solenoid valve 13, integral with the rim 24, through which it is quickly able to lower the pressure of the rolling chamber 16. Said pressure change is carried out by a pair of wheels and independent in the front train or rear train.

Figures 7 and 8 show in detail, according to section AA, the area of the emptying solenoid valve 13, for the closed (Figure 7) and open (Figure 8) positions, allowing in this case the passage of air from the chamber variable pressure 16 outside.

The deflation of the wheels must take place in a need for sudden braking, with maximum efficiency and shorter braking distance, for example in situations where ice, water or sudden impact sensors or when the driver acts sharply on the brake pedal . The drain solenoid valves 13, the elements of which are shown in Figures 9A to 9D, are operated in order of a control unit 20, as will be explained later in detail, after turning a moving part 34.

The drain solenoid valve 13 comprises a fixed disk 36 and a moving part 34 located on the same axis 37. In figure 9A, in a top view, the moving part 34 is shown comprising a plurality of blades

or rotating sectors 39 (three, in the figure). Figure 9B shows in perspective the fixed disk 36, which has three openings or windows 35 separated 120 degrees. These openings 35 have a sector shape, and the fixed disk 36 is fixed to the rim 24. The rotating sectors 39, in the form of blades like the blades of a fan, are integral with the central axis 37 and have relative movement with respect to the disc fixed 36.

As shown in Figure 7, through a very thin cable 25 a signal arrives at the moving part that rotates the rotating sectors 39 the necessary degrees to close or open the openings 35 of the fixed disk

36. To this end, it has a magnetized shaft 41 integral to the moving part (34) and at least one electromagnet 42 integral to the fixed disk 36. A bearing 43 is also shown in Figure 7 to allow rotation of the moving part 34, and the upper head 44 of the movable part 34.

Figures 9C and 9D show in perspective the drain solenoid valve 13 in the closed and open position, respectively.

The control unit or control unit 20 is shown in Figures 10 and 11. The control unit 20 controls the emptying solenoid valves 13 to carry out the individual deflation of the tires 40. Optionally the control unit 20 can receive the information of pressure sensors 18 installed in the rolling chamber 16 of the tires 40, although the presence and use of said pressure sensors 18. is not essential. Said deflation operation will be carried out simultaneously on all the tires, or on the tires of a tire. same axle (front / rear). Other inputs 50 are also shown in the control unit that can be used for the decision of tire deflation 40. These inputs are information directly obtainable from the vehicle, such as speed 51, accelerator pressure sensor 52, pressure sensor of brake pedal 53, ABS state 54, ESP 55, load sensor 56, front collision sensor 57 (distances to front vehicle via sensors in the vehicle), rain sensor 58, wheel temperature sensor 59, type information or firm state, etc. The control unit 20 has an input module, which receives the information of the pressure sensors 18 (if these were present) of the tires and other inputs 50, of a decision module 61, for the analysis of the inputs and the decision regarding the deflation of the tires, and of an output module 62 for, depending on the decision of the decision module 61, to execute the deflation order of the variable pressure chamber 16 of the tires 40 by means of the emptying solenoid valve control 13.

Below are possible deflation situations. For example, when the vehicle travels fast on the highway, in rainy conditions, and gets too close to a car, then the vehicle control unit 20 decides which pressures are optimal on the front and rear axle, ordering a flat tire deflation. (for example, 0.1 bar) in the rolling chamber 16 by means of the emptying solenoid valve 13. If it continues to approach the front vehicle, it orders another pressure reduction but maintaining the pressure on the side walls 31 of the cover external so as not to lose maneuverability. If the driver operates the brake abruptly, the control unit 20 immediately orders, according to a pre-established calculation, to reduce the pressure as much as possible in the rolling chamber 16 through the drain line 14, by opening the drain solenoid valve 13. Deflation is not accompanied by a lack of rigidity of the side walls 31 of the outer cover 7. The air zone that contacts the asphalt is the rolling chamber 16, while the side walls 31 are at the constant pressure marked by the main chamber 17 (constant factory pressure).

Claims (13)

1. Automatic tire deflation system of a motor vehicle, comprising:

-

 on each wheel:

a tire (40) with an external cover and an internal cover (8), both tires and the corresponding rim (24) defining two independent and separated chambers (16.17), a rolling chamber (16) in contact with the tread (32) and a main chamber (17); a drain solenoid valve (13) for automatic deflation of the rolling chamber (16) through at least one drain duct (14);

-

 a control unit (20) configured to, depending on the information received through at least one input (50) coming from the vehicle, perform selective deflation of the rolling chamber

(16) of the tires (40) by controlling the corresponding emptying solenoid valves (13); characterized in that the main chamber (17) is delimited by the inner cover (8), the side walls (31) and the rim (24), extending in the main part of the tire including the side walls (31) without including the band rolling (32), and is responsible for maintaining the pressure on the side walls (31); and because the tread chamber (16) is delimited by the inner cover (8) and the tread (32), extending in the tread area, and is responsible for maintaining the pressure in the tread (32) .

2.

 System according to claim 1, characterized in that each drain solenoid valve (13) comprises a fixed disk (36) with openings (35) and a moving part (34) with a plurality of rotating sectors (39) responsible for, depending on of the activation or deactivation of the drain solenoid valve (13), open or close the air passage through the drain line (14).

3.

 System according to claim 2, characterized in that each emptying solenoid valve (13) has, for its activation or deactivation, a magnetized shaft (41) integral with the moving part (34) and at least one solenoid (42) integral with the disc fixed (36).

Four.

 System according to any of the preceding claims, characterized in that the control unit

(20) includes:

-

 an input module (60) responsible for receiving information from the at least one input (50) from the vehicle;

-

 a decision module (61) responsible for analyzing said information and, based on said analysis, making a decision regarding tire deflation;

-

 an output module (62) for, depending on the decision of the decision module (61), to perform the deflation of the rolling chamber (16) of the selected tires (40) by controlling the corresponding emptying solenoid valves ( 13).

System according to claim 4, characterized in that the at least one input (50) received by the input module (60) of the control unit (20) is selected from the following:

-

 speed 51,

-

 signal from an accelerator pressure sensor 52,

-

 signal of a brake pedal pressure sensor 53,

-

 ABS status signal 54,

-

 ESP 55 signal,

-

 signal from a load sensor 56,

-

 signal from a front collision sensor 57,

-

 signal from a rain sensor 58,

-

 signal from a wheel temperature sensor 59,

-

 type information or firm status.

6.

 System according to any of the preceding claims, characterized in that each wheel has a pressure sensor (18) responsible for measuring the pressure of the corresponding rolling chamber (16), the control unit (20) being configured to receive said information .

7.

 System according to any of the preceding claims, characterized in that each emptying solenoid valve (13) is integral with the respective rim (24).

8.

 System according to any of the preceding claims, characterized in that each tire (40) has a secondary inflation valve (12) for manual inflation of the rolling chamber (16) a

through a filling duct (6).

9.

 System according to any of the preceding claims, characterized in that each tire (40)

It has a main inflation valve (26) for manual inflation of the main chamber (17). 5 10. Double-chamber tire for a motor vehicle, comprising an external cover and an internal cover (8), both tires and the corresponding tire (24) defining two independent chambers (16,17) separated from each other, a rolling chamber (16) in contact with the tread (32) and a main chamber (17); 10 characterized in that the main chamber (17) is delimited by the inner cover (8), the side walls (31) and the rim (24), extending in the main part of the tire including the side walls (31) without including the tread (32), and is responsible for maintaining the pressure on the side walls (31); and because the tread chamber (16) is delimited by the inner cover (8) and the tread (32), 15 extending in the tread area, and is responsible for maintaining the pressure in the tread (32). 11. Tire according to claim 10, characterized in that it has a secondary inflation valve (12) for manual inflation of the rolling chamber (16) through a filling duct (6). twenty 12. Tire according to any of claims 10 to 11, characterized in that it has a main inflation valve (26) for manual inflation of the main chamber (17). SPANISH OFFICE OF THE PATENTS AND BRAND Application no .: 201330695 SPAIN Date of submission of the application: 05/16/2013 Priority Date: REPORT ON THE STATE OF THE TECHNIQUE 51 Int. Cl.: See Additional Sheet RELEVANT DOCUMENTS

Category

56 Documents cited Claims Affected

X

US 5109905 A (LAMBE DONALD M) 05.05.1992, 10-12

column 5, line 9 - column 13, line 10; Figures 1-18.

Y

US 5109905 A (LAMBE DONALD M) 05.05.1992 1.4-9

Y

WO 0034060 A1 (CASE CORP) 15.06.2000, 1.4-9

page 3, line 15 - page 11, line 13; Figures 1-4.

X

WO 9816399 A1 (BRIEN JOHN M O) 23.04.1998, 10-12

page 8, line 13 - page 21, line 8; Figures 8-21.

TO

WO 9816399 A1 (BRIEN JOHN M O) 04/23/1998 1-9

TO

US 2010200136 A1 (HAMILTON BRIAN H) 12.08.2010, 1-12

page 2, paragraph [63] - page 7, paragraph [110]; Figures 39-46.

Category of the documents cited X: of particular relevance Y: of particular relevance combined with other / s of the same category A: reflects the state of the art O: refers to unwritten disclosure P: published between the priority date and the date of priority submission of the application E: previous document, but published after the date of submission of the application

This report has been prepared • for all claims • for claims no:

Date of realization of the report 30.08.2013

Examiner O. Fernández Iglesias Page 1/5

REPORT OF THE STATE OF THE TECHNIQUE Application number: 201330695 CLASSIFICATION OBJECT OF THE APPLICATION B60C17 / 01 (2006.01) B60C5 / 02 (2006.01) B60C29 / 06 (2006.01) Minimum documentation sought (classification system followed by classification symbols) B60C Electronic databases consulted during the search (name of the database and, if possible, terms of search used) INVENTIONS, EPODOC State of the Art Report Page 2/5  WRITTEN OPINION Application number: 201330695 Date of Written Opinion: 30.08.2013 Statement

Novelty (Art. 6.1 LP 11/1986)

Claims Claims 1-9 10-12 IF NOT

Inventive activity (Art. 8.1 LP11 / 1986)

Claims Claims 2.3 1.4-12 IF NOT

The application is considered to comply with the industrial application requirement. This requirement was evaluated during the formal and technical examination phase of the application (Article 31.2 Law 11/1986).  Opinion Base.- This opinion has been made on the basis of the patent application as published. State of the Art Report Page 3/5  WRITTEN OPINION Application number: 201330695  1. Documents considered.- The documents belonging to the state of the art taken into consideration for the realization of this opinion are listed below.

Document

Publication or Identification Number publication date

D01

US 5109905 A (LAMBE DONALD M) 05.05.1992

D02

WO 0034060 A1 (CASE CORP) 15.06.2000

 2. Statement motivated according to articles 29.6 and 29.7 of the Regulation of execution of Law 11/1986, of March 20, on Patents on novelty and inventive activity; quotes and explanations in support of this statement Independent claims According to the first claim of the present application, the object of the invention consists of a tire deflation system comprising for each wheel: a tire with an external cover and an internal cover, both tires and the corresponding tire defining two independent chambers and separated from each other, a tread chamber in contact with the tread and a main chamber; a drain solenoid valve; and, outside the wheel, a control unit that, depending on the information received through at least one input from the vehicle, performs the selective deflation of the tire tread chamber by controlling the solenoid valves. In this deflation system the main chamber is delimited by the internal cover, the side walls and the tire, extending into the main part of the tire including the side walls without including the tread; The tread chamber, in turn, is delimited by the inner cover and the tread, extending into the tread area. Document D01, to which the references indicated below belong, is considered the state of the art closest to the invention, as set forth in claim 1. This document describes a tire deflation system that It comprises for each wheel: a tire (10 -figure 5-) with an external cover (14 -figure 5-) and an internal cover (24 -figure 5-), defining both tires and the corresponding rim (18 -figure 5- ) two chambers (28, 29 -figure 5-) independent and separated from each other, a tread chamber (28 -figure 5-) in contact with the tread (16 -figure 5-) and a main chamber (29- figure 5). In this deflation system the main chamber (29 -figure 5) is delimited by the inner cover (24 -figure 5-), the side walls (14 -figure 5-) and the rim (18 -figure 5-), extending in the main part of the tire including the side walls without including the tread; the tread chamber (28 -figure 5-), in turn, is delimited by the inner cover (24 -figure 5-) and the tread (16 -figure 5-), extending into the tread area. (For the full explanation of the invention see column 5, line 9 column 13, line 10; figures 1-18). The difference between document D01 and the object of claim 1 of the application consists in the incorporation into the tire deflation system of a control unit, which, depending on the information coming from the vehicle, is capable of executing the selective deflation of the Rolling chamber by controlling inflation solenoid valves. The technical problem that underlies, therefore, in the present invention can be considered as the provision of a control unit to direct the deflation of the chamber attached to the tread, together with the corresponding solenoid valves. This problem and its corresponding solution are found in document D02 (the references cited below correspond to this document), which discloses a tire inflation-deflation system of a vehicle, in which, outside the wheel , it houses a control unit (40 -figure 2-) that, depending on the information received through at least one input from the vehicle, performs the selective deflation of the tire chamber by controlling the solenoid valves (page 5, line 29-page 6, line 3). Therefore, it is obvious to one skilled in the art to apply these characteristics with their corresponding technical effect to document D01, so that the deflation system of the invention is obtained. Consequently, claim 1 of the application lacks inventive activity in view of what is disclosed in documents D01 and D02. This is in accordance with the provisions of Article 8.1 of Law 11/86. The application, according to independent claim 10, discloses a dual-chamber tire for a motor vehicle, comprising an external cover and an internal cover, both tires and the corresponding tire defining two independent and separated chambers, a rolling contact chamber with the tread and a main chamber. This tire is characterized in that the main chamber is delimited by the inner cover, the side walls and the tire extending into the main part of the tire including the side walls without including the tread; in turn, the tread chamber is delimited by the inner cover and the tread, extending in the tread area, and is responsible for maintaining the pressure in the tread. State of the Art Report Page 4/5  WRITTEN OPINION Application number: 201330695 Document D01, as was the case for claim 1, is considered the state of the art closest to the invention, as set out in claim 10. This document describes a tire (Figure 5-) double chamber for motor vehicle, comprising an external cover (14 -figure 5-) and an internal cover (24 -figure 5-), defining both covers and the corresponding tire (18 -figure 5-) two independent and separate chambers with each other, a tread chamber (16 -figure 5-) in contact with the tread (16 -figure 5-) and a main chamber (29 -figure 5). This tire is characterized in that the main chamber (29 -figure 5-) is delimited by the inner cover (24 -figure 5-), the side walls (14 -figure 5-) and the rim (18 -figure 5-), extending in the main part of the tire including the side walls without including the tread, and is responsible for maintaining the pressure on the side walls; in turn, the tread chamber (28 -figure 5-) is delimited by the inner cover (24 -figure 5-) and the tread (16 figure 5-), extending into the tread area. (For the full explanation of the invention see column 5, line 9 column 13, line 10; figures 1-18). Therefore, the invention defined in claim 10 does not differ from the known technique as described in document D01, and is considered to be novel based on what is disclosed in said document. (Art. 6.1 Law 11/86). Dependent claims Dependent claims 4-6 are set forth in document D02, as regards claim 4, it is common knowledge in the state of the art to design the control units with an input module, a decision module and a last exit, as detailed in this claim. Dependent claims 7-9 are described in document D01. It follows that the elements disclosed by claims 4-9 lack inventive activity based on the provisions of documents D01 and D02, this is in accordance with those established by Article 8.1 of Law 11/86. Claims 11 and 12 are not considered new as disclosed in document D01 (Art. 6.1 Law 11/86). State of the Art Report Page 5/5