JP2006069469A - Tire air pressure regulating device and tire air pressure regulation method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire pressure regulating device capable of holding the tire air pressure certainly even in case the tire pressure is high. <P>SOLUTION: The tire pressure regulating device is equipped with a first port 106 leading to the air supply line, a second port 104 leading to a tire air chamber, a spool valve 110 formed slidably within a spool passage 126 and to put the part between the first and second ports in communication or in the shutoff condition while it slides within the spool passage in compliance with the pressure difference between the two ports, and an inhibitor valve 122 to restrict sliding of the spool valve so as to stop in the shutoff position when the second port is at a higher pressure than the first and disengage the restriction when the first port is made at a higher pressure than the second. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a tire pressure adjusting device provided on a tire and capable of increasing and decreasing a tire pressure during traveling and a method of using the same.

  2. Description of the Related Art Conventionally, there has been known a vehicle in which a tire pressure adjusting device capable of adjusting a tire pressure during driving of a vehicle is provided on a wheel in order to improve the ride comfort and controllability of the vehicle and reflect the driver's preference. .

  As a conventional tire pressure adjusting device, a tire pressure adjusting valve as shown in Patent Document 1 is known. This structure will be described with reference to FIG. A first port 311 and a second port 312 that serve as air inlets and outlets are formed in the housing 310 of the tire pressure adjusting valve 300. The first port 311 is connected to the air pressure adjustment line on the vehicle body side, and the second port 312 is connected to the tire air chamber. A passage 313 that can communicate with the first port 311 and the second port 312 is formed in the housing 310. The passage 313 is opened and closed by the first valve mechanism 330 and the second valve mechanism 340.

  The first valve mechanism 330 is provided between the housing 310 and a cover 315 fixed to the housing 310 with bolts 314, and includes a diaphragm 331, a disk 332, and a spring 333. The outer peripheral edge of the diaphragm 331 is sandwiched between the housing 310 and the cover 315, and the thick part formed at the center of the diaphragm 331 constitutes a diaphragm valve 334, which is in contact with and separated from the raised portion 316 of the housing 310. Open and close. The spring 333 is provided between the disk 332 and the cover 315 and biases the diaphragm 331 in a direction to close the passage 313. The variable pressure chamber 321 formed between the diaphragm 331 and the housing 310 communicates with the first port 311 through the communication hole 317.

  When the high pressure air is not guided to the variable pressure chamber 321, the diaphragm valve 334 is biased by the spring 333 to close the passage 313. When the pressure of air in the variable pressure chamber 321, that is, the first port 311 is equal to or higher than a predetermined value, the diaphragm 331 is displaced toward the atmospheric chamber 322 against the spring 333, and the diaphragm valve 334 opens the passage 313. As a result, the passage 313 communicates with the first port 311 through the variable pressure chamber 321 and the communication hole 317.

  The second valve mechanism 340 has a spool valve 342 slidably supported in a bore 341 formed in the housing 310. The passage 313 opens in a substantially central side wall of the bore 341, and a communication hole 323 communicating with the second port 312 is opened in the opposite side wall corresponding to the opening of the passage 313. When the spool valve 342 is in the neutral position, the spool 342 blocks between the passage 313 and the communication hole 323. However, when the spool valve 342 is displaced left or right due to pressure balance, the spool valve 342 is formed on the outer peripheral surface of the spool valve 342. The passage 313 and the communication hole 323 are communicated with each other through the two annular grooves 344 and 345.

A first chamber 324 and a second chamber 325 are formed in both ends of the spool valve 342 in the bore 341, and compression springs 346 and 347 are provided in these chambers, respectively. The first chamber 324 communicates with the passage 313 by the throttle 326 and the pressure thereof is guided. The second chamber 325 communicates with the second port 312 by the throttle 327 and the pressure thereof is guided. Therefore, the spool valve 342 is slidably displaced in the bore 341 in accordance with the pressure difference between the first chamber 324 and the second chamber 325, and communicates or blocks between the passage 313 and the communication hole 323.
JP-A-4-287705

  The tire pressure adjusting valve of Patent Document 1 uses a diaphragm valve to open and close the passage 313. After opening this diaphragm valve, the open state is maintained depending on the pressure difference according to the flow rate of air. For example, for use in tire pressure control that requires operation in the range of 100 to 400 kPa, the diaphragm has high accuracy. Is required. Further, when the tire air pressure is high, the spool valve opens before the diaphragm valve closes, and the communication hole 323 may not be closed by the spool valve.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a tire pressure adjustment technique with high reliability that allows a tire air chamber to be in an airtight state during non-control even when the tire air pressure is high. .

  One embodiment of the present invention provides a tire pressure adjusting device. This device is configured to be slidable in a spool passage, a first port communicating with an air supply line, a second port communicating with a tire air chamber, and in the spool passage according to a pressure difference between the first port and the second port. And a spool valve for communicating or shutting off between the first port and the second port, and when the second port is at a higher pressure than the first port, the spool valve is stopped at the shutoff position. There is a stop valve configured to restrict sliding and to release the restriction when the first port is set to a higher pressure than the second port.

  According to this aspect, instead of using the diaphragm valve as provided in the conventional tire pressure adjusting device, the spool valve that switches the tire air chamber to the communication state or the cutoff state is stopped by the stop valve when not controlled. As a result, the reliability of maintaining the air tightness of the tire air chamber is increased.

  Another aspect of the present invention also relates to a tire pressure adjusting device. The apparatus includes a first port that communicates with an air supply line, a second port that communicates with a tire air chamber, a passage that communicates the first port and the second port, a spool passage that intersects the passage, and the spool valve And a first chamber and a second chamber formed on both sides of the spool passage, respectively, so as to slide in the spool passage according to a pressure difference between the first chamber and the second chamber. A spool valve that communicates or blocks between the first port and the second port, a first throttle that communicates between the first chamber and the first port, and a second that communicates between the second chamber and the second port. A throttle part and a stop valve that protrudes into the first chamber according to the pressure in the first chamber and restricts the spool valve from being accommodated in the first chamber are provided.

  According to this aspect, the air supply / discharge to the tire air chamber and the airtightness at the normal time can be performed only by controlling the pressure of the air supply line on the vehicle body side without sending an electrical control signal to the tire pressure adjusting device. The state can be switched.

  The stop valve may be configured to be slidable in a bore that opens to the first chamber, and may be biased so as to protrude into the first chamber during normal times. In this case, after the pressure in the first chamber is increased for a predetermined short period of time, the stop valve is accommodated in the bore and the spool valve is moved away from the first chamber in the spool passage. One chamber is opened to the atmosphere and adjusted so that the spool valve is accommodated in the first chamber before the stop valve protrudes into the first chamber. In this way, by appropriately adjusting the operation characteristics of the spool valve and the stop valve, it is possible to provide a tire pressure adjusting device adapted to various tire pressures from low pressure to high pressure.

  When the pressures in the first chamber and the second chamber are substantially equal, an urging means for positioning the spool valve so that the passage is shut off may be further provided. This makes it easy to make a difference in response between the spool valve and the stop valve.

  According to the present invention, since the spool valve that switches the tire air chamber to the communication state or the shut-off state is stopped by the stop valve when it is not controlled, the reliability of the air tightness retention of the tire air chamber is increased.

  One embodiment of the present invention is a tire air pressure control system that controls an air pressure in a tire to an appropriate value in accordance with a road surface condition or a running condition, and is provided on the tire side, and supplies air from the vehicle body side when pressure is reduced or increased. Or an air pressure adjusting device for exhausting air from the tire and otherwise ensuring air tightness of the tire.

  FIG. 1 is an overall configuration diagram of a tire pressure control system 10 according to the present embodiment. A suspension (not shown) is mounted between the vehicle body 12 and each of the wheels 20FR, 20FL, 20RR, 20RL (hereinafter collectively referred to as “wheels 20” as appropriate). The wheel 20 is mainly composed of a wheel and a rubber tire, and a tire air chamber is formed between the wheel and the rubber tire. Note that symbols FR, FL, RR, and RL indicate the positions on the right front, left front, right rear, and left rear, respectively.

  Any one of the wheels 20 is provided with a wheel speed sensor 36 that detects the number of rotations of the wheel. The wheel speed sensor 36 may be provided corresponding to each wheel.

  The wheel 20 is provided with air pressure sensors 22FR, 22FL, 22RR, and 22RL (hereinafter collectively referred to as “air pressure sensor 22” as appropriate) for detecting the pressure in the tire air chamber. Detection signals from the air pressure sensor 22 and the wheel speed sensor 36 are supplied to an electronic control device 80 (hereinafter referred to as “ECU 80”) provided in the vehicle body. The air pressure sensor 22 may be provided in the middle of the air supply line 90 communicating with the tire air chamber instead of being provided in the tire air chamber.

  Rotating air seals 32FR, 32FL, 32RR, and 32RL are provided between the vehicle body 12 and the wheels 20, respectively, so that air can be introduced into the tire air chamber of the wheels 20 from the vehicle body 12 side. The rotating air seal is provided in the hub of the wheel 20 and communicates with an air supply line 90 of the vehicle body 12 and the tire air chamber, and a seal that allows the wheel 20 to rotate while keeping this airtight. It is made of a material (not shown), and air can be supplied into the tire air chamber of the wheel 20 while the vehicle is running.

  At the tip of the rotating air seal 32, tire pressure adjusting devices 30FR, 30FL, 30RR, 30RL for switching the communication state or the blocking state of each wheel 20 with the tire air chamber (hereinafter, these are collectively referred to as "tire pressure adjusting device 30"). Is provided). The detailed structure and operation of the tire pressure adjusting device will be described later.

  In the middle of the air supply line 90 communicating with the rotary air seal 32, tire pressure control valves 42FR, 42FL, 42RR, 42RL corresponding to the wheels 20FR, 20FL, 20RR, 20RL (hereinafter referred to as “tire pressure control valves” as appropriate). 42 ”). The tire pressure control valve 42 is electrically connected to the ECU 80, and can be switched between a valve open state and a valve closed state in accordance with a signal from the ECU 80.

  The vehicle body 12 is provided with a compressor 60 for compressing and supplying air to the air supply line 90. The motor 62 supplies power to the compressor 60. When the motor 62 rotates, air is taken in from the outside through the air inlet 64 and is compressed by the compressor 60. The compressed air flows into the dryer 74. The dryer 74 contains a desiccant such as silica gel, and dries inflowed air and supplies it to the air supply line 90.

  The vehicle body 12 may further include a high-pressure tank 66 that can store compressed air supplied from the compressor 60 and a high-pressure tank valve 68 that controls the flow of air into and out of the high-pressure tank. The high-pressure tank 66 is maintained at, for example, 700 to 800 kPa by sending compressed air from the compressor 60. By supplying the compressed air from both the high-pressure tank 66 and the compressor 60 to the tire air chamber, the responsiveness when the tire pressure is increased can be improved. Therefore, if the capacity of the compressor 60 is sufficient, the high-pressure tank 66 may not be provided in the vehicle body 12.

  The air supplied from the dryer 74 flows into the air supply line 90 communicating with the tire air chamber via the check valve 78. The check valve 78 is opened when air is supplied from the compressor 60 side, and allows air to flow through the air supply line 90, thereby preventing air flow in the reverse direction. An orifice 76 is provided so as to bypass the check valve 78. The air from the air supply line 90 flows into the orifice 76 and then flows into the dryer 74 after the flow velocity is reduced. By doing so, moisture absorbed by the silica gel of the dryer 74 can be reduced. The air that has passed through the dryer 74 is discharged from the silencer 72 through the exhaust valve 70 to the outside of the vehicle.

  FIG. 2 is a block diagram illustrating a configuration of the tire pressure control system 10 according to the present embodiment. The ECU 80 receives the tire air pressure of each wheel 20 detected by the air pressure sensors 22FR, 22FL, 22RR, and 22RL and the wheel speed detected by the wheel speed sensor 36.

  The tire air pressure control system 10 may include an air pressure switching device (not shown) that can select the air pressure in the tire air chamber by a driver's switch operation. A switch 52 is provided. As a result, it is possible to realize driving that meets the driver's preference. On / off information of the air pressure changeover switch 52 is also input to the ECU 80.

  The ECU 80 is electrically connected to a tire pressure control valve 42FR, 42FL, 42RR, 42RL, an exhaust valve 70, a high-pressure tank valve 68, and a motor 62 that drives the compressor 60. The ECU 80 outputs control signals to these valves and the motor 62 based on the signals from the various sensors and switches described above.

  The internal configuration of the ECU 80 is represented by a functional block diagram. Each block shown here can be realized in hardware by an element and a mechanical device including a computer CPU and memory, and in software by a computer program or the like. It is drawn as a functional block to be realized. Accordingly, those skilled in the art will understand that these functional blocks can be realized in various forms by a combination of hardware and software.

  The vehicle speed calculation unit 82 calculates the vehicle speed of the vehicle based on the wheel rotation speed detected by the wheel speed sensor 36. The tire air pressure determination unit 86 determines the height of the tire air pressure of each wheel 20 with respect to the target value based on the signal from the air pressure sensor 22. The air pressure control unit 88 sets a target value of tire air pressure in accordance with a switch operation by a driver or a predetermined algorithm. Then, the air pressure control unit 88 appropriately controls the opening and closing of the tire air pressure control valve 42, the high pressure tank valve 68, and the exhaust valve 70 based on the determination result in the tire air pressure determination unit 86, so that the tire air pressure of the wheel 20 is adjusted to the respective values. Try to reach the target value.

  When the tire air pressure is smaller than the target value set by the air pressure control unit 88, the air pressure control unit 88 sends a signal to the motor 62 to generate compressed air. The air pressure control unit 88 outputs a signal for opening the air pressure control valve 42 in the middle of the passage communicating with the high pressure tank valve 68 and the tire air chamber of each wheel. As a result, the air compressed by the compressor 60 and the compressed air accumulated in the high-pressure tank 66 are supplied to the dryer 74, the open check valve 78, the air supply line 90, the air pressure control valve 42, the rotary air seal 32, and the tire air pressure. The air flows into the tire air chamber through the adjusting device 30, and the air pressure rises. The order in which the motor 62, the tire pressure control valve 42, and the high pressure tank valve 68 operate may be any order.

  When the air pressure reaches the target value, the air pressure control unit 88 sends a signal for closing the control valve 42, and the compressed air thereafter is accumulated in the high-pressure tank 66.

  When the tire air pressure is larger than the target value set by the air pressure control unit 88, the air pressure control unit 88 outputs a control signal for opening the tire air pressure control valve 42. Further, the exhaust valve 70 is also opened to release to the atmosphere. Then, the air flows out from the tire air chamber through the tire air pressure adjusting device 30 and is discharged from the silencer 72 via the rotating air seal 32, the air supply line 90, the throttle 76, the dryer 74 and the exhaust valve 70. When the tire air pressure reaches the target value, the air pressure control unit 88 sends a signal for closing the tire air pressure control valve 42.

  One of the roles of the tire air pressure adjusting device 30 according to the present embodiment is to not apply tire air pressure to the rotating air seal at the normal time when the tire air pressure is not controlled. This is because when the tire air pressure is applied to the rotating air seal, the wear of the seal increases, and the life of the seal decreases. Further, by providing the tire pressure adjusting device 30 on the wheel 20, an electric signal is sent to the tire pressure adjusting device 30 by controlling the compressor and each control valve provided on the vehicle body side with the ECU 80 as will be described later. It is possible to switch the supply, discharge, or sealing of air to the tire air chamber from the side of the vehicle body without the need to provide it and without adding new components to the existing tire pressure control system.

  Hereinafter, the structure and operation of the tire pressure adjusting device 30 will be described with reference to FIGS. 3 to 6.

  FIG. 3 is a diagram showing a configuration of the tire air pressure adjusting device 30 and shows a state when the tire air chamber is sealed without adjusting the air pressure. An air passage 108 is formed in the housing 102 of the tire pressure adjusting device 30 to communicate the air supply line 90 on the vehicle body side with the tire air chamber. The first port 106 is connected to the air supply line 90 on the vehicle body side, and the second port 104 is connected to the tire air chamber. The housing 102 is provided in the wheel 20 such that the air passage 108 coincides with the rotation axis of the wheel. This is to eliminate as much as possible the influence of the centrifugal force on the spool valve 110 due to the rotation of the wheel while traveling.

  A spool passage 126 is formed in the housing so as to intersect the air passage 108. The spool valve 110 is configured to be slidable in the long axis direction in the spool passage 126. A first chamber 118 and a second chamber 114 are provided on both sides of the spool passage 126, respectively. The first chamber 118 communicates with the first port 106 and the first throttle 116. The second chamber 114 is communicated with the second port 104 and the second throttle 112. By this restriction, a pressure equal to that of the air supply line 90 on the vehicle body side acts on the first chamber 118, and a pressure equal to that of the tire air chamber acts on the second chamber 114.

  A bore 120 that opens to the first chamber 118 is also formed in the housing 102. A stop valve 122 is provided in the bore 120 so as to be slidable in the longitudinal direction of the bore. On the side of the stop valve 122 facing the bottom of the bore 120, an urging means 124 composed of a spring or the like connected to the bottom of the bore 120 is attached. By this urging means 124, the control valve 122 causes the valve to protrude into the first chamber 118 when the air pressure is not adjusted, that is, when the tire air chamber is sealed and the first port is opened to the atmosphere. Is configured to do.

  The spool valve 110 slides in the spool passage 126 according to the pressure difference between the first chamber 118 and the second chamber 114 on both sides thereof. That is, when the pressure of the first port 106 on the vehicle body side is higher, the spool valve 110 moves toward the second chamber 114, and conversely, the pressure of the second port 104 on the tire air chamber side becomes higher. For example, the spool valve 110 moves toward the first chamber 118.

  The stop valve 122 is provided to stop the spool valve 110 from being accommodated in the first chamber 118. That is, when the stop valve 122 protrudes, as shown in FIG. 3, the spool valve 110 is in contact with the stop valve 122, so that even if the pressure in the second chamber 114 is higher than the first chamber 118, It cannot move to the right from the state shown in the figure. At this time, the spool valve 110 is stopped at a neutral position where the air passage 108 is blocked. As a result, when the tire pressure is not controlled, that is, when the first port 106 is open to the atmosphere, the tire pressure is higher than the atmospheric pressure, so the spool valve 110 blocks the air passage 108 and the first port 106 Since 106 and the second port 104 are not communicated with each other, the tire air chamber can be hermetically sealed. Further, since the spool valve 110 is in contact with the stop valve 122, even if the pressure of the tire air chamber is high (for example, 400 kPa), it can be kept sufficiently airtight.

  Next, the operation of the tire pressure adjusting device 30 when the tire pressure is increased will be described with reference to FIG. When increasing the tire air pressure, first, the air pressure control unit 88 sends high-pressure air to the first port 106. Then, the air flows into the first chamber 118 through the first port 106 and the first throttle 116. When the pressure in the first chamber 118 becomes higher than that in the second chamber 114 communicating with the tire air chamber via the second port 104 and the second throttle 112, the spool valve 110 moves to the left in FIG. Move towards chamber 114. The air pressure in the first chamber 118 also acts on the stop valve 122 and pushes the stop valve 122 into the bore 120. When the spool valve 110 moves and is pushed into the second chamber 114 by a predetermined amount, the air passage 108 is opened and the first port 106 and the second port 104 are in communication with each other, as shown in FIG. This makes it possible to supply high-pressure air to the tire air chamber.

  Next, the operation of the tire pressure adjusting device 30 when stopping the tire pressure increase will be described. When the tire air pressure reaches a desired pressure, the air pressure control unit 88 stops supplying high-pressure air and opens the first port 106 to the atmosphere. Then, since the second port 104 has a higher pressure than the first port 106, the spool valve 110 is now pushed to the right in FIG. 4, that is, toward the first chamber 118. At the same time, since the pressure in the first chamber 118 decreases, the stop valve 122 starts to move downward in the bore 120. Here, by appropriately designing the spring characteristics and the difference in mass between the spool valve 110 and the stop valve 122, the stop valve 122 is placed in the first chamber 118 before the spool valve 110 is accommodated in the first chamber 118. The operating characteristics are set so as to protrude. Therefore, before the spool valve 110 moves to the right and enters the first chamber 118, the stop valve 122 has returned to the position shown in FIG. 3, so that the movement of the spool valve 110 is stopped by the stop valve 122. The spool valve 110 stops at a neutral position where the air passage 108 is blocked. Thus, when the supply of high-pressure air is stopped, the air tightness of the tire air chamber is automatically maintained by the spool valve 110.

  The difference in response between the spool valve 110 and the stop valve 122 can be set by the strength of the spring connected to the stop valve 122, the moving distance between the stop valve 122 and the spool valve 110, and the like.

  Next, operation | movement of the tire pressure adjusting device 30 at the time of tire pressure reduction is demonstrated. When the tire pressure is reduced, the air pressure control unit 88 sends high-pressure air to the first port 106 for a predetermined short time. At this time, as shown in FIG. 5, the spool valve 110 moves slightly to the left, and the stop valve 122 also moves upward in the bore 120. When the first port 106 is opened to the atmosphere after a predetermined time has elapsed, the spool valve 110 starts to move to the right. At this time, the stop valve 122 also moves downward. However, by setting the amount of movement of the spool valve 110 to an appropriate value, the stop valve 122 is not allowed to protrude into the first chamber 118 as shown in FIG. In addition, the spool valve 110 can be accommodated in the first chamber 118. At this time, since the spool valve 110 closes the opening of the bore 120, the stop valve 122 comes into contact with the spool valve 110 and stops. When the spool valve 110 is accommodated in the first chamber 118, the air passage 108 is opened and the second port 104 and the first port 106 communicate with each other. In this manner, the air in the tire air chamber passes through the second port 104 and the first port 106 that communicate with each other, and is discharged to the atmosphere via the air supply line 90, so that the tire air chamber is decompressed.

  Next, the operation of the tire pressure adjusting device 30 when stopping the pressure reduction of the tire pressure will be described. When stopping the decompression, the air pressure control unit 88 sends high-pressure air to the first port 106 again. At this time, the spool valve 110 is set to a pressure only to move to the left (the second chamber 114 side) from the time of the start of pressure reduction (for example, a position as shown in FIG. 4). At the same time, the stop valve 122 is also pushed into the bore 120 by the high pressure air. When the first port 106 is released to the atmosphere again, the stop valve 122 moves below the bore 120 by the biasing means 124 before the spool valve 110 returns to the first chamber 118, and the first chamber 118, the spool valve 110 that has moved to the right is regulated by the protruding stop valve 122, returned to the neutral position, and the air passage 108 is shut off, as shown in FIG. become. Thereby, the 1st port 106 and the 2nd port 104 are obstruct | occluded, and a tire air chamber will be in an airtight state.

  As described above, according to the tire pressure adjusting device according to the present embodiment, the air to the tire air chamber can be controlled only by controlling the air pressure on the vehicle body side without sending an electrical control signal to the tire pressure adjusting device. Supply, air discharge, and airtight state during non-control can be switched. Since the tire pressure adjusting device rotates on the axle together with the wheels, if an electrical control means is attached to this, the control system becomes very complicated and the possibility of malfunctions increases. It is advantageous not to use a simple control means.

  Further, since a structure in which the spool valve is stopped by the stop valve is employed instead of the diaphragm valve provided in the same device as the conventional one, the reliability of the airtight maintenance of the tire air chamber is increased. Furthermore, by appropriately adjusting the operation characteristics of the spool valve and the stop valve, it is possible to provide a tire pressure adjusting device adapted to various tire pressures from low pressure to high pressure.

  The present invention has been described above based on the embodiment. It should be understood by those skilled in the art that these embodiments are exemplifications, and that various modifications can be made to the combination of each component and each processing process, and such modifications are also within the scope of the present invention. Hereinafter, such modifications will be described.

  In order to bias the spool valve to the neutral position, biasing means such as a spring may be provided in the sliding direction of the spool valve. Thereby, it becomes easy to make a difference in response between the spool valve and the stop valve.

  When the pressure increase is stopped, the first port 106 may be closed once, the first port 106 and the second port 104 may be set to the same pressure, and then the first port 106 may be opened to the atmosphere. By doing so, the spool valve 110 can be moved to the right after the stop valve 122 protrudes into the first chamber 118, so that the stop of the spool valve 110 by the stop valve 122 is ensured.

  When the pressure increase or the pressure decrease is stopped, the spool valve 110 or the stop valve 122 may be moved to a desired position by changing the pressure increase speed or the pressure decrease speed. For example, if the tire pressure control valve 42 on the vehicle body side is duty controlled, or if a linear control valve is used for the tire pressure control valve 42, the pressure increasing speed or the pressure reducing speed can be changed.

1 is an overall configuration diagram of a pneumatic control system according to an embodiment of the present invention. It is a functional block diagram of a tire pressure control system. It is a mimetic diagram of a tire pressure regulation device concerning one embodiment of the present invention. It is a figure which shows the state of the tire pressure adjusting device when increasing a tire pressure. It is a figure which shows the state of the tire pressure adjusting device when reducing a tire pressure. It is a figure which shows the state of the tire pressure adjusting device when reducing a tire pressure. It is a figure which shows the structure of the tire pressure adjusting valve by a prior art.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Tire pressure control system, 20 wheel, 22 Air pressure sensor, 30 Tire pressure adjusting device, 32 Rotating air seal, 42 Tire pressure control valve, 80 ECU, 90 Air supply line, 102 Housing, 104 2nd port, 106 1st port, 108 air passage, 110 spool valve, 112 second throttle, 114 second chamber, 116 first throttle, 118 first chamber, 120 bore, 122 stop valve, 124 urging means, 126 spool passage.

Claims (5)

A first port leading to an air supply line;
A second port leading to the tire air chamber;
A spool valve configured to be slidable in the spool passage, and to slide in the spool passage in accordance with a pressure difference between the first port and the second port so as to communicate or block between the first port and the second port; ,
When the second port is at a higher pressure than the first port, the sliding of the spool valve is restricted so as to stop at the shut-off position, and the restriction is released when the first port is at a higher pressure than the second port. A configured stop valve; and
A tire pressure adjusting device comprising: A first port leading to an air supply line;
A second port leading to the tire air chamber;
A passage communicating the first port and the second port;
A spool passage intersecting the passage;
A first chamber and a second chamber respectively formed on both sides of the spool passage to accommodate the spool valve;
A spool valve configured to slide in the spool passage in response to a pressure difference between the first chamber and the second chamber, and to communicate or block between the first port and the second port;
A first throttle that communicates the first chamber with the first port;
A second restrictor communicating the second chamber and the second port;
A stop valve that protrudes into the first chamber in response to the pressure in the first chamber and restricts the spool valve from being accommodated in the first chamber;
A tire pressure adjusting device comprising: The stop valve is configured to be slidable in a bore that opens to the first chamber, and is normally biased to protrude into the first chamber.
After the pressure in the first chamber is increased for a predetermined short period of time, the stop valve is accommodated in the bore and the spool valve is moved away from the first chamber in the spool passage. 3. The tire pressure adjusting device according to claim 2, wherein the spool air pressure is adjusted so that the spool valve is accommodated in the first chamber before the air is released to the atmosphere and the control valve protrudes into the first chamber.   4. The tire pressure adjustment according to claim 2, further comprising an urging means for positioning the spool valve so that the passage is shut off when the pressures in the first chamber and the second chamber are substantially equal. 5. apparatus. A first port leading to an air supply line;
A second port leading to the tire air chamber;
A spool valve configured to be slidable in the spool passage, and to slide in the spool passage in accordance with a pressure difference between the first port and the second port so as to communicate or block between the first port and the second port; ,
When the second port is at a higher pressure than the first port, the sliding of the spool valve is restricted so as to stop at the shut-off position, and the restriction is released when the first port is at a higher pressure than the second port. A configured stop valve; and
A tire pressure adjusting device comprising:
Before depressurizing the tire pressure, the pressure by the first port is increased for a predetermined short period so that the first port is higher than the second port, and the restriction by the stop valve is released. Adjustment method.

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