FR2694241A1 - Sensor measuring position of tyre relative to wheel rim - Google Patents

Abstract

The position detector is fitted radially between the wheel rim and the tyre, inside the tyre. The detector is a telescopic tube that houses two axial conductors in the part of the tube fixed to the wheel rim. The sliding part rests against the inside of the tyre tread, and has a conductive ring part way along its length so that if the tyre deflates the ring will come into contact with the two conductors. Alternatively a Hall effect transducer can be used to give a continuous measure of the tyre deflectionThe transducer signal is sent to a receiver mounted on the suspension by a transmitter mounted on the wheel hub, and powered by a battery also carried on the wheel hub.

Description

STEERING METHOD AND DEVICE
FOR SUSPENSION OF VEHICLES WITH TYPE TIRES
ACTIVE
The subject of the present invention is a method and a device for passive control of active type suspension, intended in particular but not exclusively to allow as precise and rapid differentiation as possible in the travel of a wheel relative to the bodywork between this which is inherent in the attitude, (effect of mass transfers) when crossing a drop, and finally what is linked to the inertia of the wheel.

Active type suspensions are known, which considerably reduce the peaks of oscillation (untimely overpressures of the wheel or wheels on the ground when crossing an obstacle, as well as the detachments of the wheel or wheels by uncontrolled rebound effect)
Unfortunately, at the moment there are no sensors fast enough and precise enough to efficiently control the activity, and a fortiori the motorization of such a suspension. (Active suspension means a suspension, of which certain various criteria are modified as a function of information on various conditions encountered, and by motorized suspension a suspension which calls on an external source of energy to combat if not overcome the effects of inertia unsprung masses ... on condition of determining with the greatest precision the part which, in the deflection of the wheel or wheels, results from inertia, which is not possible with the current sensors, called "to inertia").

The object of the present invention is to overcome this drawback.

According to the present invention, the method of piloting an active type suspension is characterized in that it consists in using the deformation of the tire to direct an electric current towards the motorization pole (command for lengthening or shortening the 'shock absorber) of the suspension to be activated.

We know the process and device claimed in French patent application Nb 8811388, which uses, as we will see, a process and device which has certain analogies, and in particular needles inserted into the tire, but which has two irreducible drawbacks: : a very great difficulty of assembly and disassembly and a considerable hazard in terms of sealing incompatible with serial assembly on high performance vehicles mainly concerned by the present method and device, as regards the device, and a reading exclusively for intensity, which cannot take into account the "intelligent" reading of the arrow variations linked to obstacle clearance in periods of medium arrow modified by a mass transfer, such as in acceleration, cornering or even in braking.

The present invention relates to a method and device which differs from the latter in that they no longer aim simply to analyze and use the value of the deflection of the tire in real time, but to directly analyze the components of its variation. ; speed of the variation, time of the yariation, significance of the variation as a function of the point where it is located, and this, before electronic computation, which considerably simplifies this one, and appreciably shortens the time of realization, in particular in the case of using multi-stage suspensions. Thus, depending on whether the variation in transient oscillation (crossing of a drop) is based on a non-transient arrow of maximum, minimum or average value; for example: in the case of variations related to obstacles during an intensive braking zone, where during the whole duration of the course of this one, we are witnessing an increase in the "initial" arrow on which will be "grafted" the effects of unevenness encountered on the front axle, while we are seeing a decrease of this on the rear axle, and on which the same unevenness will not have the same effects,)
As for the present device, it differs from the previous one in that it is read through the wall of the rim which seals the tire, and that the set of reading needles disposed radially retracts at the interior of cells fitted for this purpose inside the rim, during the mounting and dismounting operations of the tire, by simple deflation of the bellows structure in which this set of needles is advantageously inserted.

Other characteristics and advantages of the present invention will appear during the description which follows of a particular embodiment given solely by way of nonlimiting example, with regard to the drawings, which represent: - Figure 1 indicates the overall structure of the system.

- Figures 2 and 3 and 4 a section of the rim equipped with the present device in its operation according to the present method, Figure 2 shows the device in working order but at rest, that is to say with a zero arrow.

Figure 3 shows the device in complex operation in an asymmetrical roll arrow, while in Figure 4, we will see the device in disassembly configuration.

- Figure 5 of an operating diagram of the reading mode of the variation of the deflection according to the present method.

- Figure 6 shows a perspective view of the rim which shows the mode of installation of this device.

In FIG. 1 which represents the wheel seen from the side, we find in 1 the radial representation of the needle train, in 2 the representation of the tire, in 3 that of the rim, in 4, the brake-caliper disc assembly, and in 5 the space in which the needle train retracts to allow the operations of mounting and dismounting the tire.

In Figure 2, we find a section of a rim portion from the hub thereof (18) to the tire (23) in which is the device which is the subject of the present invention, and of which here is the description:
After having explained beforehand that the present method and device for controlling active or motorized suspensions is ensured by a bilateral reading of the variation of the deflection, on either side of the tread, advantageously close to the internal and external faces. of the rim) - In la and lb: needle protection cap on the internal face of the tire tread (23).

- 2a and 2b: pilot cylinder of the contact ring-seal which determines the orientation of the current return according to the process described.

- 3a and 3b: contact-sealing ring inserted in the pilot cylinder which ensures the orientation of the current according to the process described and the sealing allowing pneumatic retraction of the needles (consisting of the assembly 2a 4a and 2b 4b ) in cells 6a and 6b.

- 4a and 4b: hollow cylinder integral with the fixed contactor 24a and 24b which provides the electrical connections to the reader 10a and 10b.

- 5a and 5b: current arrival track on reading ring 3a and 3b.

- 6a and 6b retraction cells of the needle device for mounting and dismounting operations of the tire.

- 7a and 7b: bellows controlling the setting of the hands in reading position, when the tire is mounted on the wheel, as well as their retraction in the cells 6a and 6b as well as the immobility of the contactor 24a and 24b when the whole is in operating position.

- 8: compressed air distribution hose to bellows 7a and 7b.

- 9: groove in the rim for inserting the hose 8.

10a and 10b: train of rotary rollers fixed on the arc section where the variation of the deflection of the tire occurs, provided with the number of contact tracks (which we can see represented in 5S, 6S, 7S, 8S and 9S of FIG. 5, part A) corresponding to the number by which the travel of the pilot cylinders 2a and 2b is divided over the hollow cylinders 4a and 4b.

- Ila and 11b: orientation tracks for the return of the current as a function of the point where the contact ring 3a and 3b is located, and which translates the value of the arrow according to the methods described in the present process.

12: transverse hose for distributing compressed air to the bellows 7a and 7b from hose 8 13a and 13b: rim edges between which the tire is inserted.

14a and 14b: rings for holding the cylinder assembly 4a 4b, bellows 7a and 7b, contactor 24a and 24b, in the operating position.

15a and 15b: axis of folding of the retaining ring ensuring its rigidity in the transverse axis in operation, and its passage inside the crown 14a and 14b during the assembly and disassembly operations of this device.

16: brake disc.

17: schematic representation of the brake disc caliper.

18: wheel hub 19: fixing bar of the arrow 10a and 10b reader on a fixed element, as a non-limiting example of the brake caliper.

20: departure of the information given by the reader in the form of current orientation.

21: rim radius.

22a and 22b: electrical connections for the passage of the isolated current through the wall of the rim.

23: pneumatic.

24a and 24b: electrical contactors between track device 5a, 5b and pila, 11b and crossing points 22a and 22b.

25a and 25b: pins intended to maintain, once inserted by bending in the cells 6a and 6b, the assemblies preferentially secured to the bellows 7a and 7b, cylinders 4a and 4b in the contact position at 24a and 24b, compressed in working order by the pressure bellows 7a and 7b.

In FIG. 3 we can observe that the two cylinders carrying the contact-sealing ring 2a and 2b indicate a substantially different arrow, thus passing the electric current directly to the functions which correspond to the respective values of the two arrows. We find exactly the same nomenclature elements under the same drawing numbers, (from 1 to 24, listed in a and b, for those of them which, according to one of the embodiments of the invention operate in pairs) although at different locations, since they are those which characterize the operation of the present device in this situation.

In FIG. 4, we see through the materialization of the two needles which appear in section, the whole set of needles retracted into the cells 6a and 6b, by the suction effect of the bellows 7a and 7b inside the cylinders 4a and 4b, and 2a and 2b thanks to the sealing of the contact rings 3a and 3b. And just as in Figure 3, we find exactly the same elements, also listed under the same drawing numbers, (also from 1 to 24, listed in a and b, for those of them who, according to one of embodiments of the invention operate in pairs) in the characteristic position which is theirs according to the present invention.

In FIG. 5, we can observe a functioning diagram which makes it possible to order either directly such or such motor function, or simply active of the suspension, or the computer center which can be integrated into this type of suspensions, or an alarm light or sound to warn the driver of the vehicle of an anomaly in the event of an arrow far outside the range of values recommended by the tire manufacturer. Indeed, in Figure 5 which is divided into four parts 5A, 5B, 5C and 5D, we find:
In FIG. 5A: 1: the needle cap which aims to protect the internal face of the tire tread from any blurring.

2: cylinder carrying the sealed contact ring, the stroke of which on the cylinder secured to the bellows ensures reading of the arrow according to the present method and device.

3: contact-sealing ring cited above 4: cylinder carrying the ranges of arrival and orientation of the current which materializes the reading of the arrow according to the present method and device.

5: current arrival track.

6: track for returning the current to what in the suspension must be controlled in a boom configuration which has been greatly eliminated.

7: track for returning the current to what must be ordered in normal boom configuration.

8: current return track to what must be ordered in excessive boom configuration (the elements listed here in 6, 7 and 8 are listed in Figures 2, 3 and 4 in 11a and 11b 9: special alert track under inflation.

10: bellows for holding in the contact position, retraction in the cells during the mounting and dismounting operations of the tire, and mounting and dismounting of the present device, of the assembly 1, 2, 3, 4, 5 , 6, 8 and 15 called needle. (This bellows is listed in 7a and 7b in Figures 2, 3 and 4.) 15: Fixed contactor, which may advantageously be square or rectangular, although this is not absolutely essential, made of a flexible material, for allow its insertion between the two pins intended to keep it in working order and under the pressure of the bellows in the contact position, on the tracks molded in injected plastic material arranged at 26a and 26b in FIGS. 2, 3 and 4.

19 S: Rotating roller on a fixed axis which reads the succession of information transmitted by the passage of successive hands at the reading point. It goes without saying that, in addition to the fact that this reading is advantageously established here at the two ends of the tread across its width (internal and external sides of the vehicle), the tread can be read at several points such as - and of course always on both sides of the tread - point of attack, central point of contact with the ground of the wheel, point of contact exit etc ...

55: current supply at the socket 20 in Figures 2, 3 and 4; 6S: return of the same current to the control member used in the reduced boom configuration, caused by the contact-seal ring 3 in the connection position between tracks 5 and 6.

7S: return of the same current to the control member used in the arrow configuration of medium value, caused by the contact-sealing ring 3 in the position of connection between tracks 5 and 7.

85: return of the same current to the control member used in excessive deflection configuration, caused by the contact-sealing ring 3 in the position of connection between the tracks 5 and 8.

9S: return of the current to the driver or members of the light or sound warning or both of the driver with a frankly excessive boom configuration reflecting a state of under-inflation of the tire or tires concerned which causes the contact-sealing ring in link position between tracks 5 and 9.

In 5 B we find: 1: the needle cap 2: The cylinder 2 sliding along the enlarged cylinder 4 3: the contact-sealing ring 3 as well as the current arrival and returns as defined in the commentary of Figure 5 A, shown respectively in 5, 6, 7, 8 and 9 and 5 ', 6', 7 ', 8' and 9 '.

But we can also see that each of the tracks, therefore each of the current return ranges can be, like tracks 7 and 8 represented in this figure in turn divided into three tracks (11, 12 and 13 for the track return first 7, and 16, 17 and 18 for the return track 8) therefore three tracks causing a second return represents in C in the forms of 11 ', 12' and 13 'for the fractionation of track 7 and 16' 17 'and 18' for the splitting of the track therefore of the range 8. It is in fact possible by multiplying this process to "lighten" and to simplify singularly the electronics of management of active suspension if not motorized, tou by obtaining reaction-command times reduced to their simplest expression.

And in 5 D we find reproduced a bellows of square section with for reference, and for the record, the elements 4, 5, 7, 8, 10 and 15 of figure 5 A.

Finally in Figure 6, we see a rim in perspective which shows us the location of this device.

It goes without saying that many variants of the present method and device can be introduced without thereby departing from the scope of the present invention.

Claims (4)

1 - Method for passive control of active or motorized type suspensions, characterized in that it makes it possible to control the activity or motorization of these suspensions, in real time as soon as the slightest undesirable variation in the deflection of the tire, even if that - this occurs in an initial situation of inevitable variation, all of whose aspects are far from being prejudicial, as is the case in areas of intensive braking, acceleration or roll - even if it is corrected at the cell level, as c 'is the case in negotiated turns at high speeds. 2 - Method according to claim 1 characterized in that it allows either to directly transform the slightest velocity deformations of the tire in reaction, or in the case of display of data characteristic of situations where the variation of the deflection is inevitable or even beneficial (as in braking or acceleration) to determine the reaction necessary vis-a-vis the variations which occur inside and during the duration of this type of variation, according to the criteria which this variation imposes, by the use of a bridging different electrical circuits specific to each type of variation of the deflection 3 - Method and device according to claim 1 and 2, according to which there is reading of transient variations under appropriate conditions even inside other variations of different nature . 4 - device characterized by a system of telescopic needles which retract automatically during assembly and disassembly operations inside the rim. 5 - device according to which this exit and this retraction of the needles is ensured by the deflation of the tire by means of bellows housed in cells, which can be supplied by a bypass on the valve of the tire 6 device according to which, a flexible contactor ensures the maintenance as well as the possibility of mounting and dismounting the bellows needle assembly.