JP2009056948A - Air pressure regulation system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance the durability of a rotary seal in an air pressure feeding device for feeding air pressure to a tire. <P>SOLUTION: Pressure is applied to the rotary seal during the feeding of air pressure, and pressed to a non-rotation body and a rotation body by a large force. When a wheel is rotated in this state, the rotary seal is slid, a temperature is raised, and the durability of the rotary seal is deteriorated. Therefore, when the air pressure is fed, when a rotation speed of the wheel is lower than a first set speed (determination of S24 is YES), the air pressure is successively fed (S25). However, when it is not lower than the first set speed (determination of S24 is NO), it is intermittently fed (S26). As a result, the temperature rise of the rotary seal is suppressed and the deteriorated of durability can be suppressed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an air pressure adjustment system that is mounted on a vehicle and automatically supplies air pressure to tires of the vehicle.

Examples of the above-described air pressure adjustment system are described in Patent Documents 1 to 3. Among them, Patent Document 1 describes that when the actual air pressure is insufficient with respect to the target air pressure determined by the vehicle speed, the air pressure is automatically supplied to the tire. Further, a rotary seal is provided between the non-rotating body and the rotating body that rotates together with the wheels, and the air pressure supply passage is kept airtight. Patent Documents 2 and 3 describe that an air pressure source and an air pressure adjusting valve provided between the air pressure source and the tire are included, and the air pressure of the tire is controlled by the control of the air pressure adjusting valve. .
Patent Document 4 describes an air pressure control device that controls the tire air pressure based on the opening time of the air pressure adjusting valve. However, the pneumatic control device described in Patent Document 4 is not mounted on a vehicle.
Japanese Utility Model Publication No. 62-16502 Japanese Patent Publication No.4-19042 JP-A-4-287705 JP-A-6-206409

  An object of the present invention is to improve the durability of a rotary seal of an air pressure adjustment system. None of the above-mentioned Patent Documents 1 to 3 describes the durability of the rotary seal.

The air pressure adjusting system according to claim 1 includes (i) an air pressure source provided in a non-rotating body of the vehicle, and the air pressure of the air pressure source is at least one tire of a plurality of wheels provided in the vehicle. And (ii) a supply control device that controls the supply state of air pressure to each of the tires by controlling the air pressure supply device, the air pressure supply device comprising: A rotary seal provided between the rotating body that rotates together with the at least one tire and the non-rotating body, and the supply control device controls the air pressure supply device, whereby the rotary seal includes: When the temperature of the at least one wheel corresponding to at least one control target wheel is equal to or higher than the first set temperature, and the rotation speed of the control target wheel is An intermittent supply control unit that intermittently supplies air pressure to the tire of the wheel to be controlled is included in at least one of the cases where the speed is equal to or higher than the first set speed.
In the air pressure adjustment system, the air pressure of the air pressure source provided in the non-rotating body of the vehicle is supplied to the tires of the wheels. A rotary seal, which is a component of the air pressure supply device, is usually provided between the non-rotating body and the rotating body. When air pressure is supplied to the tire, the air pressure is applied to rotate the tire. It is pressed against the body and the non-rotating body, whereby the space between the non-rotating body and the rotating body is kept airtight. Further, when the air pressure supply device includes a mechanism (for example, a check valve) that is provided on the rotating body and allows air pressure to flow into the tire from the air pressure source and prevents the air from flowing out of the tire, the air pressure is supplied. In the meantime, the air pressure applied to the rotary seal can be reduced without reducing the tire air pressure.
When air pressure is applied to the rotary seal and pressed against the rotating body and the non-rotating body, when the rotating body rotates relative to the non-rotating body, the amount of heat generated due to the sliding of the rotary seal increases, The temperature of the rotary seal increases. The durability of the rotary seal decreases due to increased wear due to insufficient lubrication, material deterioration, and fatigue. In this case, when the magnitude of air pressure applied to the rotary seal is the same, the temperature of the rotary seal becomes higher when the relative speed is high than when the relative speed is low, and the durability of the rotary seal is further reduced. On the other hand, when the rotational speed of the wheel is equal to or higher than the first set speed, the air pressure is intermittently supplied, and the air pressure applied to the rotary seal is reduced while the air pressure is not supplied. If the force pressed against the body and the non-rotating body is reduced, the temperature rise of the rotary seal can be suppressed and the deterioration of the durability of the rotary seal can be suppressed compared to the case where air pressure is continuously supplied. . From the above circumstances, the first set speed is the relative rotation of the rotating body (wheel side member) with respect to the non-rotating body (vehicle body side member) when the rotary seal slides while air pressure is applied. If it exceeds a certain speed, it can be set to the speed at which the durability is considered to decrease.
Further, even if the rotary seal does not slide with the relative rotation of the rotating body with respect to the non-rotating body, the temperature may increase due to the influence of the outside air temperature, heat generated when the friction brake is applied, and the like. If air is supplied in a state where the temperature of the rotary seal is high and the rotary seal is pressed against the rotating body and the non-rotating body by the air pressure, there is a possibility that the plastic seal is deformed and durability is lowered. On the other hand, when the temperature of the rotary seal is equal to or higher than the first set temperature, the air pressure is intermittently supplied, and the air pressure applied to the rotary seal is reduced while the air pressure is not supplied. As compared with the case of continuous supply, it is possible to suppress a decrease in durability of the rotary seal. From the above circumstances, the first set temperature can be a temperature at which the durability of the rotary seal is considered to be affected by the application of air pressure.
The first set speed and the first set temperature may be set as predetermined values (fixed values) or as variable values determined by at least one of the state of the vehicle at the time of supplying air pressure and the environment in which the vehicle is placed. Good.
When the first set speed is a fixed value, for example, one or more of the characteristics of the rotary seal (for example, heat resistance), the structure of the air pressure supply device (for example, the passage), the control mode of the air pressure control device, etc. Can be determined based on. For example, when the target value of air pressure is a predetermined fixed value, it is desirable to consider the target value. When the target value of air pressure is high, it can be considered that the actual air pressure applied to the rotary seal is relatively larger than when it is low. Therefore, when the target value of air pressure is high, the first set speed is made smaller than when the target value of air pressure is low. It is desirable to do. When the first set speed is set to a variable value, it is further preferable to consider the temperature of the rotary seal when the air pressure is supplied. When the temperature of the rotary seal is high, it is desirable to make the first set speed smaller than when the temperature is low. When the target value of air pressure is variable, it is desirable to consider the target value.
The same applies to the first set temperature. However, when the first set temperature is a variable value, it can be determined in consideration of the rotational speed of the wheel when the air pressure is supplied. When the rotational speed of the wheel is large, the value is set lower than when it is small.
It should be noted that (ii) the temperature of the rotary seal is taken into account when the temperature of the rotary seal is not lower than the first set temperature and the supply is intermittently made. (Iii) the rotational speed of the wheel is equal to or higher than the first set speed, and the rotor seal is not supplied. (Iv) The rotational speed of the wheel is not less than the first set speed and the temperature of the rotary seal is not less than the first set temperature. In addition to at least one of the above, when conditions that affect the durability, life, sealability, etc. of the rotary seal are satisfied (for example, when the air pressure target value is greater than or equal to the set value) Can also be supplied intermittently it can.
In addition, when the rotational speed of the wheel is equal to or higher than the first set speed, it can be considered that there is a high possibility that the temperature of the rotary seal becomes higher than the first set temperature due to the supply of air pressure. In such a case, the air pressure is intermittently supplied in at least one of the case where the temperature of the rotary seal is likely to be high and the case where the temperature of the rotary seal is actually high. I can think of it.

Patentable invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, or inventions of different concepts) will be illustrated and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is merely for the purpose of facilitating understanding of the claimable invention, and is not intended to limit the set of components constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

(1) an air pressure supply device including an air pressure source provided in a non-rotating body of the vehicle, and capable of supplying air pressure of the air pressure source to at least one tire of a plurality of wheels provided in the vehicle;
An air pressure adjustment system including a supply control device that controls a supply state of air pressure to each of the tires by controlling the air pressure supply device,
The air pressure supply device includes a rotary seal provided between a rotating body that rotates together with the at least one tire and the non-rotating body, and the supply control device controls the air pressure supply device, thereby Of the rotary seals, the temperature of the at least one wheel corresponding to at least one control target wheel is equal to or higher than the first set temperature, and the rotation speed of the control target wheel is equal to or higher than the first set speed. An air pressure adjustment system including an intermittent supply control unit that intermittently supplies air pressure to the tire of the wheel to be controlled in at least one of the cases (Claim 1).
(2) the intermittent supply control unit; (i) a first set speed determining unit that determines the first set speed to be a lower speed than when the temperature of the rotary seal is high; and (ii) The air pressure adjustment system according to item (1), including at least one of the first set temperature and a first set temperature determining unit that determines a lower temperature than when the wheel rotation speed is high when the wheel rotation speed is high.
When the temperature at the start of air pressure supply is high, it is desirable that intermittent supply is performed even if the rotational speed of the wheel is low. Therefore, it is reasonable to set the first set speed (threshold value for selecting intermittent supply) to a speed smaller than that when the rotary seal temperature is high. The first set speed may be a value that changes continuously or a value that changes stepwise as the temperature of the rotary seal changes.
When the rotational speed of the wheel at the start of air pressure supply is high, even if the temperature of the rotary seal is low, the temperature quickly rises when air pressure is supplied, so it is desirable to perform intermittent supply. Therefore, the first set temperature is set to a lower temperature when the rotational speed of the wheel is large than when it is small. The first set temperature may be a value that changes continuously with respect to a change in the rotational speed of the wheel or a value that changes stepwise.
The first set speed (first set temperature) can be determined to be a lower speed (low temperature) when the air pressure target value is high than when the air pressure target value is low.
On the other hand, the first set temperature can be set to a higher value when the rotational speed is high than when it is low. In this way, it is possible to increase the opportunities for continuously supplying air pressure.
(3) The intermittent supply control unit repeatedly performs the continuous supply of air pressure during the supply time and the stop of the supply of air pressure during the stop time, and the supply time and the stop time The supply pattern determination unit that determines at least one based on at least one of a temperature of a rotary seal corresponding to the wheel to be controlled and a rotation speed of the wheel to be controlled, according to the item (1) or (2) An air pressure adjusting system (Claim 2).
According to the intermittent supply control unit, the air pressure is intermittently (intermittently) supplied. The air pressure is divided into a plurality of times, that is, at least twice, from when the air pressure deficiency is detected and the air supply start condition is satisfied until the air pressure deficiency is resolved and the supply end condition is satisfied. It is supplied separately.
For example, during the supply time, air pressure is continuously supplied (provided without interruption in the middle), and then during the stop time, the supply of air pressure is stopped (not supplied), and after the stop time has elapsed, again Air pressure is supplied. In the second supply, the air pressure may be continuously supplied during the supply time or may be supplied until a control end threshold value determined by the target value is reached.
The supply time is desirably shorter when the temperature of the rotary seal is high than when it is low, and is desirably shorter when the rotational speed of the wheel is high than when it is low. The pause time is preferably longer when the temperature of the rotary seal is high than when it is low, and is preferably longer when the rotational speed of the wheel is high than when it is low. The supply time and rest time can also be determined by the air pressure target value. When the air pressure target value is high, it is desirable to shorten the supply time and lengthen the downtime than when the air pressure target value is low. In any case, when the pause time is long with respect to the supply time, the temperature rise of the rotary seal can be suppressed and the decrease in durability can be suppressed as compared with the short time, and the supply time with respect to the pause time can be suppressed. If the length is increased, the air pressure shortage can be quickly resolved.
The supply time may be a fixed value, the pause time may be a variable value, the pause time may be a fixed value, the supply time may be a variable value, and both the supply time and the pause time may be variable values. Also, based on the ratio and period (sum of supply time and rest time), the ratio between the supply time and the rest time is a variable value determined by one or more of the temperature, wheel speed, and air pressure target value of the rotary seal, Supply time and downtime can also be determined. Furthermore, the supply time and the downtime can be determined in consideration of the humidity of the rotary seal and the like.
In addition, the supply time and rest time are during one intermittent supply (during continuous supply multiple times, from the time when air pressure deficiency is detected until the deficiency is resolved) ), The same time (length), or a time (length) determined each time continuous supply is performed. In other words, a plurality of continuous supplies are started each as a time determined by one or more of the rotational speed of the wheel, the temperature of the rotary seal, and the air pressure target value at the time when one intermittent supply is started. The time may be determined each time based on one or more of the rotational speed of the wheel, the temperature of the rotary seal, the actual air pressure of the tire, and the like. For example, if the supply time is shortened as the actual air pressure of the tire increases, it is possible to satisfactorily suppress a decrease in the durability of the rotary seal.
Note that the durability of the rotary seal can be improved even if the supply time and the downtime are fixed values determined in advance. However, if at least one of the supply time and the rest time is set to a variable value, there is a unique effect that air pressure deficiency can be resolved as quickly as possible and deterioration of the durability of the rotary seal can be satisfactorily suppressed. can get.
(4) The intermittent supply control unit repeatedly performs the continuous supply of the air pressure during the supply time and the stop of the supply of the air pressure during the stop time, and the supply time and the stop time The period that is the sum is set as a predetermined time, and either one of the supply time and the rest time is set to the temperature of the rotary seal corresponding to the wheel to be controlled, the rotational speed of the wheel to be controlled, and the tire The air pressure adjusting system according to any one of (1) to (3), further including a supply pattern determining unit that is determined based on at least one of the air pressure.
When the period is constant, if one of the supply time and the downtime is determined, the other is also determined. The ratio between the supply time and the downtime may be determined, and the supply time and the downtime can be determined based on the ratio and the period.
(5) The intermittent supply control unit repeatedly performs the continuous supply of air pressure and the stop of the supply of air pressure, and (a) the air pressure value of the tire of the wheel to be controlled reaches a stepwise target value. Means for continuously supplying, and (b) means for continuously supplying until the temperature of the rotary seal corresponding to the wheel to be controlled rises above a predetermined set temperature rise ( The air pressure adjusting system according to any one of items 1) to (4).
For example, based on the air pressure value P0 and the target value Pref at the time when the air pressure supply is started and the number of times of supply n, the target values (first target value, second target value.・ ・) Can be decided. For example, the first target value Pref1 and the kth target value Prefk are given by the formula Pref1 = P0 + (Pref−P0) · 1 / n.
Prefk = P0 + (Pref-P0) .k / n
Can be determined according to.
Further, the difference between the k-th target value and the (k + 1) -th target value is not the same every time, but can be reduced as the tire air pressure increases.
In any case, the air pressure is continuously supplied until the actual air pressure value P reaches the first target value Pref1, and after the stop, the actual air pressure value is continuously supplied until the actual air pressure value reaches the second target value Pref2. In the n-th continuous supply, the actual air pressure value reaches the target value Pref. Further, the rest time and the number of times of supply may be fixed values or may be variable values determined by wheel rotation speed, seal temperature, tire air pressure, and the like.
On the other hand, the rotary seal may be continuously supplied until the temperature of the rotary seal increases by a set increase temperature or more. Thus, if the air pressure is supplied based on the temperature of the rotary seal, the temperature increase of the rotary seal can be satisfactorily suppressed.
(6) the intermittent supply control unit (a) an environment-responsive temperature estimation unit that estimates that the temperature of the rotary seal is higher than when the temperature of the outside air is high, and (b) the traveling speed of the vehicle A large traveling speed corresponding temperature estimation unit that estimates that the temperature of the rotary seal is higher than a small one, and (c) during operation of a friction brake provided on each of the at least one wheel during non-operation And (d) during the operation of the friction brake, when the duration of the action is long, the temperature of the rotary seal is lower than when it is short. The air pressure adjustment system according to any one of items (1) to (5), including at least one of an operation time corresponding temperature estimation unit that is estimated to be high.
(7) The air pressure adjustment system according to any one of (1) to (6), wherein the air pressure supply device includes a temperature sensor that directly detects the temperature of the rotary seal.
The temperature of the rotary seal can be obtained by directly detecting or estimating it indirectly.
When the outside air temperature is high, it can be estimated that the temperature of the rotary seal is higher than when it is low. In particular, when the vehicle is stopped for a long time, it can be estimated that the temperature of the rotary seal is substantially the same as the outside air temperature.
In addition, when the friction speed of the vehicle is high, the temperature increases due to frictional heat generated by sliding of the rotary seal when the vehicle traveling speed is large and the vehicle traveling speed is small. However, since the air cooling effect can be obtained when the traveling speed is high, it is desirable to estimate the temperature in consideration of that.
Furthermore, when the friction brake is operating while the vehicle is running, it can be estimated that the temperature of the rotary seal is higher than when the friction brake is not operating. This is because when the friction brake is applied during the rotation of the wheel, the rotary seal is heated by the heat generated due to the sliding between the friction member and the brake rotating body. When the friction brake is applied while the vehicle is running, it can be estimated that the temperature of the rotary seal is higher when the duration time is longer than when it is shorter.
In addition, it can also be estimated based on two or more of the action state of the friction brake, the action duration, the traveling speed of the vehicle, and the outside air temperature.
On the other hand, a temperature sensor can be provided in the rotary seal to directly detect the temperature of the rotary seal. If the temperature sensor is provided near or in contact with the rotary seal of the non-rotating body, the temperature of the rotary seal can be acquired by wire.
(8) When the rotation speed of the wheel to be controlled is smaller than a second set speed that is equal to or lower than the first set speed by the control of the air pressure supply apparatus, the supply control device applies air pressure to the tire of the control target wheel. The air pressure adjusting system according to any one of items (1) to (7), including a continuous supply control unit for continuously supplying the air pressure (claim 5).
When the rotational speed of the wheel is smaller than the second set speed that is equal to or lower than the first set speed, the air pressure is continuously supplied. As a result, the air pressure of the tire can be quickly brought close to the target value, and the shortage of air pressure can be quickly resolved.
Note that the second set speed may be the same speed as the first set speed or a speed smaller than the second set speed.
(9) When the supply control device controls the air pressure supply device and the temperature of the rotary seal corresponding to the wheel to be controlled is lower than the second set temperature that is equal to or lower than the first set temperature, the control target The air pressure adjusting system according to any one of items (1) to (8), including a continuous supply unit that continuously supplies air pressure to the wheel tire.
(10) When the intermittent supply control unit determines that the temperature of the rotary seal corresponding to the wheel to be controlled is equal to or higher than the first set temperature and equal to or lower than a third set temperature higher than the first set temperature. The air pressure adjusting system according to any one of items (1) to (9), including means for intermittently supplying air.
(11) The supply control device includes a supply unit for not supplying air pressure to the tire when the temperature of the rotary seal corresponding to the wheel to be controlled is higher than a third set temperature higher than the first set temperature. The air pressure adjustment system according to any one of items (1) to (10) {claim (6) is a portion subordinate to items (9) and (10).
When the temperature of the rotary seal is lower than the second set temperature, the air pressure is continuously supplied until the target value is reached. The second set temperature may be the same temperature as the first set temperature or a lower temperature.
Air pressure is intermittently supplied when the temperature of the rotary seal is not lower than the first set temperature and not higher than the third set temperature. If the temperature of the rotary seal is equal to or lower than the third set temperature, if the air is supplied intermittently, the influence on the durability of the rotary seal can be reduced when air pressure is supplied.
On the other hand, if the temperature is higher than the third set temperature, no air pressure is supplied. The supply of air pressure is prohibited. Thus, since supply of an air pressure is prohibited when higher than 3rd setting temperature, the fall of durability of a rotary seal can be suppressed further. The supply of air pressure is performed after the temperature of the rotary seal becomes lower than the third set temperature.
From the above circumstances, the third set temperature can be a temperature at which the durability of the rotary seal may be reduced or the sealing performance may be impaired when air pressure is applied to the rotary seal. Thus, it can be determined based on one or more of the characteristics of the rotary seal, the air pressure target value, the rotational speed of the wheel, and the like.
(12) The intermittent supply control unit is configured such that a rotation speed of the wheel to be controlled is equal to or higher than the first set speed, and a temperature of a rotary seal corresponding to the wheel to be controlled is higher than the first set temperature. The air pressure adjusting system according to any one of (1) to (11), including means for intermittently supplying air pressure to the tire of the wheel to be controlled when the temperature is equal to or lower than 3 set temperatures. ).
Air pressure is intermittently supplied when the rotational speed of the wheel is equal to or higher than the first set speed and the temperature of the rotary seal is equal to or lower than the third set temperature.
(13) The tire of the control target wheel when the intermittent supply control unit has a rotation speed of the control target wheel that is greater than or equal to the first set speed and less than or equal to a third set speed that is greater than the first set speed. Means for intermittently supplying air pressure to the tire, wherein the supply control device includes a supply unit for not supplying air pressure to the tire when the rotational speed of the wheel to be controlled is greater than a third set speed (1 The air pressure adjusting system according to any one of items) to (12).
The third set speed can be set to a speed at which the amount of heat generated due to the sliding of the rotary seal is large and the temperature of the rotary seal becomes high, and the durability and the sealing performance are affected. As described above, the third set speed can be determined based on one or more of the characteristics of the rotary seal, the air pressure target value, the temperature of the rotary seal, and the like.
(14) The intermittent supply control unit may be configured such that the temperature of the rotary seal corresponding to the control target wheel is equal to or higher than the first set temperature, and the rotation speed of the control target wheel is higher than the first set speed. The air pressure adjusting system according to any one of (1) to (13), including means for intermittently supplying air pressure to the tire of the wheel to be controlled when the speed is lower than a set speed.
(15) The supply control device includes a case where the temperature history of the rotary seal reaches a first set temperature history and a case where the air pressure supply history to each of the at least one tire reaches a first set supply history. The air pressure adjustment system according to any one of items (1) to (14), including air pressure supply prohibiting means for prohibiting air pressure supply to the tire in at least one of the cases.
When the temperature history of the rotary seal reaches the first set temperature history, or when the air pressure supply history to the tire reaches the first set supply history, the degree of deterioration of the rotary seal, the degree of fatigue, and the degree of wear are reduced. Since it is considered that the set level has been reached, it is desirable not to supply air pressure.
For example, after a new rotary seal is mounted on the vehicle, (a) the sum Σtmhigh of the time tmhigh in which the temperature STe of the rotary seal is higher than a predetermined set temperature STeth (STe> STeth) reaches the set time tmth. In this case (Σtmhigh> tmth), (b) when the value obtained by integrating the temperature STe of the rotary seal at the time t reaches a set value, it is considered desirable not to supply air pressure.
Further, (i) when the number of times N of supplying air pressure to the tire corresponding to the rotary seal has reached the set number Nth (N ≧ Nth), (ii) the rotary seal temperature STe is higher than the set temperature STeth ( STe> STet), when the number of times of air pressure supply to the tire has reached the set number SNth (SN ≧ SNth), (iii) when the target value Pref of the air pressure is higher than the set value Prefth (Pref> Prefth) In addition, when the number of times PN the air pressure is supplied to the tire reaches the set number of times PNth (PN ≧ PNth), etc., the degree of deterioration or fatigue of the rotary seal has reached the set level. Therefore, it is desirable that no air pressure be supplied.
(16) The air pressure adjustment system includes a case where the temperature history of the rotary seal reaches a second set temperature history and a case where the air pressure supply history to each of the at least one tire reaches a second set supply history. The air pressure adjustment system according to any one of items (1) to (15), including a notification device that notifies that fact in at least one of the cases (claim 9).
If the temperature history or air pressure supply history after mounting a new rotary seal reaches the setting history, this is notified. Further, it is desirable that the position of the rotary seal (wheel position) is also notified. Thereby, replacement of the rotary seal can be promoted.
The second set temperature history and the second set supply history may be the same as or different from the first set temperature history and the first set supply history, respectively.
The notification device may notify that the temperature history of the rotary seal has reached the second set temperature history, and that the air pressure supply history has reached the second set supply history, or cause the rotary seal to be replaced due to the notification. It is possible to notify that it is desirable, or to warn that the confidentiality (sealability) of the rotary seal is likely to be impaired. The alarm device includes an alarm device.
Further, the notification device can include a display, include a blinking lamp, or the like, or include an audio output device.
(17) The air pressure adjustment system according to any one of items (1) to (16), including a notification device that notifies when the temperature of the rotary seal is equal to or higher than a fourth set temperature. Air pressure adjustment system.
The fourth set temperature is a temperature at which the rotary seal is high and air pressure is not supplied (a temperature equal to or higher than the above-described third set temperature), or a temperature at which continuous supply is not performed (the above-described first set). Temperature). If this is notified, the driver knows that the air pressure cannot be supplied or the air pressure cannot be supplied promptly even if the air pressure becomes low.
The notification device can also notify that air pressure is being supplied.
(18) The air pressure supply device includes a supply control valve provided between the air pressure source provided in the non-rotating body and the at least one tire, and the supply control device includes at least the supply control. An air pressure adjusting system according to any one of (1) to (17), further comprising a valve control unit that controls a supply state of air pressure to the at least one tire by controlling a valve. ).
The supply control valve has a solenoid and can be an electromagnetic control valve that can be opened and closed by controlling the supply current. By controlling the supply control valve, it is possible to control the tire air pressure, control the air pressure supply state, and the like.
On the other hand, it is also possible to control the air pressure source to control the air pressure or the supply state.
(19) The air pressure supply device is provided on each of the rotating bodies that rotate together with each of the at least one wheel, and allows air pressure to flow into the tire from the air pressure source and prevents air pressure from flowing out of the tire. The air pressure adjusting system according to any one of items (1) to (18), including a valve (claim 11).
(20) After the intermittent supply control unit has satisfied a start condition for starting supply of air pressure to the tire after the actual air pressure of the tire of the wheel to be controlled is insufficient with respect to a target value, the air pressure (1) to (19) including means for supplying the air pressure to the tire in a plurality of times until the deficiency is resolved and a termination condition for terminating the supply of air pressure to the tire is satisfied. ) The air pressure adjusting system according to any one of the items.
For example, when the actual air pressure is lower than the target value by a set pressure or more, that is, when the actual air pressure is lower than the control start threshold determined by the target value, it can be determined that the air pressure is insufficient. It can be assumed that the start condition has been met when a lack of air pressure is detected, but the supply of air pressure is permitted (including when the system is normal) and a lack of air pressure has been detected. In some cases, the start condition may be satisfied.
When the actual air pressure reaches the control end threshold determined by the target value by supplying the air pressure, it can be assumed that the end condition is satisfied. The control end threshold value may be the same value as the target value or a different value.
The target air pressure is a predetermined value, a predetermined appropriate air pressure value and a value determined by the temperature of the tire air pressure chamber, a value determined by the vehicle speed, or a value that can be set by the driver. Can do so. When the target air pressure is set to a predetermined set value, the front wheel and the rear wheel may be set to different sizes.
If the tire air pressure is automatically supplied so as to approach the target value, the maintenance frequency of the air pressure can be reduced or the maintenance can be eliminated.
(21) The intermittent supply control unit repeatedly performs the continuous supply of air pressure during the supply time and the stop of the supply of air pressure during the stop time, and at least part of the stop time. The pressure adjustment system according to any one of (1) to (20), further including a rotary seal pressure reducing unit that reduces a pressure applied to the rotary seal to a pressure applied during the supply time. Claim 12).
If the pressure applied to the rotary seal is reduced, the force with which the rotary seal is pressed against the non-rotating body or the rotating body can be reduced. It is desirable to reduce the pressure applied to the rotary seal to atmospheric pressure.
(22) The air pressure adjusting system is provided in each of the at least one wheel, (i) an air pressure detecting device that detects a pressure in the air pressure chamber of the tire, and (ii) an air pressure detected by the air pressure detecting device. The air pressure adjustment system according to any one of items (1) to (21), including a wheel side device including a wheel side communication device that wirelessly transmits information representing
Identification information representing the wheel can also be transmitted from the communication device on the wheel side. In addition, a temperature sensor for detecting the temperature of the pneumatic chamber of the tire can be included, and the temperature of the pneumatic chamber can also be transmitted.
(23) The supply control device includes a vehicle body side communication device that is provided in the non-rotating body and receives information representing the air pressure transmitted from the at least one wheel communication device. The air pressure adjustment system according to item (22), further including a vehicle body side supply control unit that controls a supply state of air pressure to the tire based on information representing the received air pressure.

Hereinafter, an air pressure adjusting system according to an embodiment of the present invention will be described in detail with reference to the drawings.
As shown in FIGS. 1 to 3, the air pressure adjustment system according to the present embodiment is mounted on a vehicle, and tires 20 to 26 of front and rear wheels 10 to 16 (see FIG. 2) provided on the vehicle. An air pressure supply device 30 capable of automatically supplying air pressure is included.
The air pressure supply device 30 is provided in a vehicle body 32 (see FIG. 3) as a non-rotating body of the vehicle, a supply valve 36 provided between the air pressure source 34 and the tires 20 to 26, and communicates with the atmosphere. Or an exhaust valve 38 that shuts off from the atmosphere, and individual control valves 40 to 46 that can individually control the air pressure of the tires 20 to 26 of the front and rear wheels 10 to 16. The air pressure source 38 includes a compressor 50 and a high-pressure tank 52 as shown in FIG. The atmosphere is pressurized by the operation of the compressor 50 and is stored in the high-pressure tank 52 in a pressurized state. Each of the supply valve 36 and the exhaust valve 38 is a normally closed electromagnetic on-off valve that can be switched between an open state and a closed state by controlling a supply current to the solenoid. The tires 20 to 26 are connected to the air pressure source 34 or shut off by the supply valve 36. In addition, when the exhaust valve 38 is closed, air pressure is supplied to each of the tires 20 to 26, and when the exhaust valve 38 is open, air pressure applied to a rotary seal (also referred to as a rotary air seal) to be described later is reduced to atmospheric pressure. The pressure sensor 58 detects the pressure of the high-pressure tank 52. In this embodiment, the operation of the compressor 50 is controlled so that the pressure of the high-pressure tank 52 is maintained within a predetermined setting range. . The compressor 50 is also operated when air pressure is supplied to the tires 20 to 26.
The air pressure source 34 and the tires 20 to 26 of the wheels 10 to 16 are connected by a common passage 59 and individual passages 60 to 66, respectively, and individual control valves are respectively provided at portions of the individual passages 60 to 66 on the vehicle body 32 side. 40 to 46 are provided. The individual control valves 40 to 46 are electromagnetic on-off valves that can be switched between an open state and a closed state by controlling the current supplied to the solenoid.

The periphery of the wheel is shown in FIG. In FIG. 3, the left front wheel 10 will be described. Since the structure is the same about the other wheels 12-16, description is abbreviate | omitted.
The front left wheel 10 is rotatably held integrally with a drive shaft 78, and the drive shaft 78 is held on the vehicle body side 32 through a pair of bearings 80 and 81 so as to be relatively rotatable. In the present embodiment, the rotating body 82 is constituted by the wheel 10, the drive shaft 78, and the like.
In the rotating body 82, the left front wheel 10 includes a disc wheel 84 and a tire 20. The disc wheel 84 has a disc portion 86 and a rim portion 87, and the tire 20 is fitted into the rim portion 87, thereby forming a pneumatic chamber 90. The individual passage 60 described above includes a partial passage 96 formed in the drive shaft 78 and a partial passage 98 formed in the disc portion 86, and the partial passage 98 formed in the disc portion 86 is provided inside the tire 20. The air pressure chamber 90 is opened. A check valve 106 is provided at the opening of the partial passage 98 (individual passage 60) to the pneumatic chamber 90 (in FIG. 1, the check valve 106 is described outside the tires 20 to 26, but the check valve 106 is not provided). This is to show that the valve 106 is a component of the air pressure supply device 30). The check valve 106 allows inflow of air pressure into the tire 20 and prevents outflow. Reference numeral 108 denotes a drum brake as a friction brake.

In the non-rotating body 32, a space between the pair of bearings 80, 81 is an annular air pressure chamber 112, and the partial passage 114 of the individual passage 60 is communicated. The pneumatic chamber 112 is connected to a radially extending portion 116 of a partial passage 96 provided in the rotating body 82, whereby the vehicle-body-side portion 114 and the wheel-side portion 116 (96 of the individual passage 60 are provided. , 98).
Further, rotary seals 120 and 122 are provided on both sides of the bearings 80 and 81. The rotary seals 120 and 122 hold the individual passage 60 in an airtight manner, and in this embodiment, are made of synthetic rubber.
The check valve 106 can be provided in the middle of the partial passage 98.
Further, the rotary seals 120 and 122 may be made of a metal material.

The air pressure supply device 30 is controlled based on a command from an air pressure adjustment ECU 150 serving as a supply control device.
As shown in FIG. 4, the air pressure adjustment ECU 150 includes an input / output unit 152, an execution unit 154, a storage unit 156, a timer 158, and the like, to which a communication device 160 and a seal temperature sensor 162 are connected, and a wheel speed sensor 164. Information representing the detection results of the brake switch 166 and the environment detection device 167 is supplied via a CAN 168 (Car Area Network) or the like. The communication device 160 includes a transmission / reception antenna 170 and the like, and receives information transmitted wirelessly from the wheels 10 to 16 as will be described later.
As shown in FIG. 3, the seal temperature sensor 162 detects the temperature of the rotary seal 120 in the present embodiment, and is provided in the vicinity of or in contact with the rotary seal 120 of the vehicle body 32. The seal temperature sensor 162 is connected to the air pressure adjustment ECU 150 by wire. It can be estimated that the temperatures of the two rotary seals 120, 122 are substantially the same.
The wheel speed sensor 164 is provided corresponding to each of the wheels 10 to 16 and detects the relative rotational speed of the wheels 10 to 16 (rotating body) with respect to the vehicle body 32 (non-rotating body). The brake switch 166 is a switch that is in an ON state during operation of the drum brake 108 or a disc brake (not shown), and is switched from OFF to ON when a brake operation member (not shown) is operated. The environment detection device 167 includes an outside air temperature sensor and a raindrop sensor, and detects the temperature of the outside air where the vehicle exists, the state of rainfall, and the like.
The air pressure adjustment ECU 150 is connected to the air pressure supply device 30 and the notification device 172 described above. The notification device 172 includes a display (not shown) provided on the instrument panel, notifies the tires of the air pressure supply state, and notifies that the rotary seals 120 and 122 are to be replaced. The notification device 172 may act as an alarm device.
The seal temperature sensor 162 can also be provided corresponding to each of the rotary seals 120 and 122.

The tires 20 to 26 of the wheels 10 to 16 are respectively provided with wheel side devices 180 to 186 as shown in FIGS. Since the wheel side devices 180 to 186 have the same structure, the wheel side device 180 of the left front wheel 10 will be described, and the description of the other wheel side devices 182 to 186 will be omitted.
As shown in FIG. 4, the wheel side device 180 includes a wheel information creation device 190 mainly composed of a computer, a pneumatic sensor 192, a tire temperature sensor 194, and a communication device 198 including a transmission / reception antenna 196. The wheel information creation device 190 includes an input / output unit 200, an execution unit 202, a storage unit 204, and the like, and identification information representing itself is stored in the storage unit 204. The air pressure sensor 192 detects the pressure of the air pressure chamber 90 of the tire 20, and the tire temperature sensor 194 detects the temperature of the air pressure chamber 90. When the air pressure and temperature are detected by the air pressure sensor 192 and the tire temperature sensor 194, wheel information including air pressure information, temperature information, and identification information is created. The created wheel information is stored in the storage unit 204 and transmitted wirelessly from the transmission / reception antenna 196 in response to a transmission command. The transmission command is issued when the transmission timing is reached, or when a trigger signal (wheel information request information) is received.
In the air pressure adjustment ECU 150 on the vehicle body side, air pressure, temperature, and the like are read from the wheel information received by the communication device 160, and the air pressure supply device 30 and the like are controlled based on them.

The operation of the air pressure adjustment system configured as described above will be described.
In each of the wheel side devices 180 to 186, a wheel information creation and transmission program represented by the flowchart of FIG. 5 is stored and executed at predetermined time intervals.
In step 1 (hereinafter abbreviated as S1. The same applies to other steps), it is determined whether or not a trigger signal has been received. In S2, it is determined whether or not the transmission timing has been reached. In this embodiment, the wheel information is transmitted at predetermined intervals, and it is determined that the transmission timing has been reached every time the set time elapses. If the trigger signal is not received and it is not the transmission timing, the wheel information including the information indicating the air pressure value, the information indicating the tire temperature, and the identification information is created and stored in S3-5 as described above. . While the transmission command is not issued, S1 to S5 are repeatedly executed, and the storage unit 204 stores the wheel information created based on the latest detection values of the air pressure sensor 192 and the tire temperature sensor 194.
On the other hand, when the trigger signal is received or when the transmission timing is reached, the determination of S1 or S2 is YES. In S 6, a transmission command is issued, and the wheel information stored in the storage unit 204 is transmitted from the transmission / reception antenna 196.

  The wheel information transmitted from the wheel side devices 180 to 186 is received by the communication device 160 provided on the vehicle body side and processed by the air pressure adjustment ECU 150. Since the storage unit 156 of the air pressure adjustment ECU 150 stores the positions of the wheels 10 to 16 and the respective identification information in association with each other, the wheel at any position is based on the identification information included in the wheel information. It can be seen whether the information is transmitted from the wheel side device. That is, although only one transmitting / receiving antenna 170 is provided on the vehicle body side, the air pressure values Pij (i = F, R, j = L, R) of the tires 20 to 26 of the front and rear wheels 10 to 16 are provided. The tire temperature TTeij can be obtained separately.

The adjustment of tire air pressure is performed separately for each wheel.
In the air pressure adjustment ECU 150, if the tire air pressure value Pij is lower than the threshold value P0th, it is determined that the air pressure is insufficient. Then, air pressure is supplied to the tire and the pressure is increased to the target value Prefij.
In the present embodiment, the target value Prefij is determined based on a predetermined recommended value Pref and the tire temperature TTeij. The recommended value Pref is a value (for example, 200 to 250 kPa) determined at a predetermined set temperature Teref (for example, 20 ° C.). The recommended value Pref is set for each of the front, rear, left and right wheels 10 to 16, but may be the same value or a different value in each of the wheels 10 to 16. The front wheels 10 and 12 and the rear wheels 14 and 16 may be set to different values. On the other hand, the temperature of the tire is not always the set temperature Teref and changes. Accordingly, the target value Prefij of the air pressure of the tires 20 to 26 of the wheels 10 to 16 is calculated based on the actual temperature TTeij using the formula Prefij = Pref · TTeij / Teref.
Determined according to.
The threshold value P0th is set to a value lower than the target value Prefij by a set value ΔPth.
P0th = Prefij−ΔPth
When the set value ΔPth is large, the air pressure supply control is difficult to be performed and the supply frequency is reduced, so that the energy consumption can be reduced. When the set value ΔPth is small, the air pressure supply control is easily performed and the supply frequency increases, but the actual air pressure value of the tire can always be maintained near the target value Prefij.
The target value Prefij can also be determined by the traveling speed. For example, when the traveling speed is equal to or higher than the set speed, the target value Prefij is increased.
Further, the target value Prefij can be set by the driver.
On the other hand, the target value Prefij can always be a constant value without considering the tire temperature and the running speed.

When supplying air pressure, the rotational speed Vij of the wheel of the tire to which air pressure is supplied is detected by the wheel speed sensor 164, and whether or not it is greater than a predetermined threshold (first set speed) Vth1. Determined. The first set speed Vth1 is a speed at which the temperature of the rotary seals 120 and 122 rises with the rotation of the wheels 10 to 16 in a state where air pressure is applied to the rotary seals 120 and 122, and durability is lowered. is there.
When the rotational speed Vij is lower than the first set speed Vth1, the air pressure is continuously supplied, but when it is equal to or higher than the first set speed Vth1, it is supplied intermittently.
If air pressure is supplied in a state where the rotational speed of the wheel is high, the temperature of the rotary seals 120 and 122 may rise, and the durability of the rotary seals 120 and 122 may decrease. On the other hand, if the pressure applied to the rotary seals 120 and 122 is controlled to be atmospheric pressure while being supplied intermittently and the air pressure is not supplied, the durability of the rotary seals 120 and 122 is improved. The decrease can be suppressed. Further, when the wheel rotation speed is smaller than the first set speed Vth1, the tire pressure can be quickly increased to the target value Prefij because the wheel is continuously supplied.

Further, the temperature history and the air pressure supply history of the rotary seals 120 and 122 are created, and based on this, it is determined whether the state of the rotary seals 120 and 122 is a state where the supply of air pressure can be permitted or should be prohibited. Is done. In this embodiment, when at least one of the temperature history and the air pressure supply history reaches the setting history, the supply of air pressure is prohibited. Since the sealing function of the rotary seals 120 and 122 is lowered and it is desirable to replace them, if the air pressure is supplied in this state, the sealing performance of the rotary seals 120 and 122 may be significantly lowered. Because it is not desirable.
In the air pressure adjustment ECU 150 on the vehicle body side, the air pressure supply permission / prohibition determination program shown in the flowchart of FIG. 6 is executed at predetermined time intervals. This program is executed at all times, that is, during the supply of air pressure and while it is not being supplied. It is also executed for each wheel (pneumatic supply permission, prohibition determination target wheel). This is because the rotary seals 120 and 122 are provided for each wheel, and the history of each is not necessarily the same.
In S11, the temperature of the rotary seal 120 detected by the seal temperature sensor 162 corresponding to the wheel for which air pressure supply permission / prohibition is to be determined is read, and the air pressure supply count of the tire of the wheel is read. Although the illustration of the flowchart is omitted, the number of times of supplying air pressure is counted by executing another program. Each time the air pressure is supplied (every time either the end condition or the start condition is satisfied), the counter is counted up.
In S12, a temperature history is created. In the present embodiment, the seal temperature STeij is expressed as a sum Σtmhigh of time higher than the set temperature STehigh after a new rotary seal is mounted. The set temperature STehigh is a value higher than a first set temperature STeth1, which will be described later, and is a temperature at which the deterioration of the rotary seal 120 easily proceeds.
In S13, it is determined whether or not the air pressure supply count N has reached a predetermined replacement determination threshold count Nth (N ≧ Nth). In S14, the temperature history Σtmhigh has reached the replacement determination threshold Tmth. Is determined (Σthigh ≧ Tmth).
If the determinations in S13 and S14 are both NO, the rotary seals 120 and 122 are not in a state that requires replacement, and in S15, supply of air pressure is permitted. On the other hand, if at least one of the determinations in S13 and S14 is YES, it is considered that the rotary seals 120 and 122 are in a state to be replaced, and in S16, supply of air pressure is prohibited. The prohibition flag is set, and thereafter, supply of air pressure to the tire of the wheel is prohibited until the rotary seals 120 and 122 are replaced.
Further, in S17, the notification device 172 notifies that the rotary seal corresponding to the wheel for permitting air pressure supply and prohibition determination is to be replaced.
In this way, when the rotary seals 120 and 122 are to be replaced, the supply of air pressure is prohibited, so that the sealability of the rotary seals 120 and 122 is significantly reduced during the supply of air pressure, It is possible to avoid air leakage.
Further, since it is informed that it is in a state to be exchanged, it can be favorably avoided to be used in a state where the sealing function is lowered.
Furthermore, a reset switch is provided, and it is determined to be operated when the rotary seals 120 and 122 are replaced. The history information is cleared by operating the reset switch.

Note that it is not indispensable to create both the temperature history and the air pressure supply history, and it is also possible to create one of them and determine whether or not it should be replaced based on that. .
Further, when both the temperature history and the air pressure supply history reach the setting history, it can be determined that the state is to be replaced.
Furthermore, the threshold value for determining whether or not the state should be replaced can be different from the threshold value for determining whether or not the supply of air pressure is prohibited.
Further, the temperature history can be a value obtained by integrating the temperature with time. When the integrated value reaches the set value, it can be determined that the state should be replaced.
Furthermore, the air pressure supply history can be expressed by the number Nhigh of the number of times air pressure is supplied in a state where the seal temperature STeij is equal to or higher than the set temperature STehigh. When the number N (or Nhigh) of air pressure supply reaches the replacement determination threshold value Nth (Nhighth), it is notified that the air pressure supply is prohibited and the rotary seals 120 and 122 should be replaced. become.

In the air pressure adjustment ECU 150, the air pressure adjustment program represented by the flowchart of FIG. 7 is executed at predetermined time intervals. The air pressure adjustment program is executed for each wheel.
In S21, it is determined whether or not supply of air pressure to the tire is permitted for the wheel to be controlled. As described above, it is determined whether or not the prohibition flag is in the set state. When the prohibition flag is in the set state, S22 and subsequent steps are not executed, and air pressure is supplied. Absent.
If the supply of air pressure is permitted, the air pressure Pij and the tire temperature TTeij are read from the wheel information received by the communication device 160 in S22, and the rotation speed Vij of the wheel to be controlled is read via the CAN 168. For example, when the control target wheel is the left front wheel 10, the air pressure value PFL and the tire temperature TTeFL of the tire 20 of the left front wheel 10 are acquired, and the rotational speed VFL of the left front wheel 10 is acquired.
In S23, as described above, the target value PrefFL and the threshold value P0th are obtained from the target value Pref and the tire temperature TTeFL, and it is determined whether or not the actual air pressure PFL is lower than the threshold value P0th (PFL < P0th), in S24, it is determined whether or not the actual wheel speed VFL is smaller than the first set speed Vth1 (VFL <Vth1).
When the actual air pressure PFL of the tire 20 is equal to or greater than the threshold value P0th, the air pressure is not insufficient, so that no air pressure is supplied.
When the actual air pressure PFL of the tire 20 is lower than the threshold value P0th, it is assumed that the air pressure is insufficient and there is a demand for supplying air pressure. Since S23 is executed when the supply of air pressure is permitted, in this embodiment, it is assumed that the start condition is satisfied when the determination of S23 is YES.
If the wheel speed VFL of the left front wheel 10 is smaller than the first set speed Vth1, the determination in S24 is YES, and in S25, air pressure is continuously supplied (continuous supply is selected), and the actual speed is When the wheel speed Vij is equal to or higher than the first set speed Vth1, the determination in S24 is NO, and air pressure is intermittently supplied (intermittent supply is selected) in S26.

The continuous supply in S25 is executed according to the flowchart of FIG. In S31, the compressor 50 is operated, the supply valve 36 is switched to the open state, and the individual control valve 40 corresponding to the left front wheel 10 is opened. The air pressure of the air pressure source 34 is supplied to the air pressure chamber 90 of the tire 20 through the supply valve 36, the individual control valve 40, and the check valve 106. In S32, the air pressure PFL is acquired, and in S33, it is determined whether or not the target pressure PrefFL has been reached. When the wheel information transmitted from the wheel side device 180 of the left front wheel 10 is not received by the communication device 160, the new air pressure PFL is not acquired and is determined based on the previous air pressure. However, since it takes a long time to reach the target value PrefFL with respect to the transmission interval of the wheel information, it may be determined based on the previous air pressure.
When the actual air pressure PFL is lower than the target value PthFL, S32 and S33 are repeatedly executed. The compressor 50 is maintained in the operating state, the supply valve 36 and the individual control valve 40 are maintained in the open state, and the air pressure is continuously supplied to the tire 20. In the meantime, when the actual air pressure PFL reaches the target value PthFL, the determination in S33 becomes YES, and in S34, the individual control valve 40 and the supply valve 36 are closed, and the compressor 50 is stopped.
In this embodiment, when the air pressure Pij reaches the target value Prefij, it is assumed that the request for supplying air pressure is satisfied and the termination condition is satisfied.

Note that after the end condition is satisfied (after execution of S34 or before execution), the compressor 50 is stopped, the supply valve 36 is closed, the individual control valve 40 is opened, and the exhaust valve is opened. It is desirable to open 38. Even when the individual control valve 40 and the exhaust valve 38 are in the open state, the check valve 106 releases the pressure of the individual passage 60 to the atmosphere without reducing the air pressure of the tire 20 and applies it to the rotary seals 120 and 122. The air pressure generated can be reduced. After a set time has elapsed since the individual passage 60 was opened, the individual control valve 40 and the exhaust valve 38 are returned to the closed state.
The supply of air pressure can also be terminated when the control end threshold value determined by the target value PthFL is reached. For example, the control end threshold value can be set to a value slightly smaller or larger than the target value PthFL.
Furthermore, a trigger signal (transmission instruction signal) may be transmitted before S32 is executed. In the wheel side device 180, when the trigger signal is received, the wheel information is transmitted accordingly, so that the latest air pressure value can be more reliably acquired in S32.

The intermittent supply of S26 is executed according to the flowchart of FIG. In the intermittent supply, the air pressure is continuously supplied during the supply time Δtmin, and the air pressure supply is stopped during the stop time Δtmst. The continuous supply of air pressure and the stop of the supply are repeated. Done. In other words, the continuous supply of air pressure is performed at least twice, and the air pressure is intermittently supplied in a plurality of times.
The supply time Δtmin and the downtime Δtmst are determined according to the supply pattern determination table shown in FIG. The supply pattern determination table is a table representing the relationship between the temperature STeij of the rotary seals 120 and 122, the supply time Δtmin, and the downtime Δtmst, and is stored in the storage unit 156. In this embodiment, the seal temperature STeij at the time when intermittent supply is started is read. Based on the seal temperature STeij, the supply time Δtmin and the downtime Δtmst are determined, and the supply of air pressure is completed. Meanwhile, the times Δtmin and Δtmst are kept constant.
The supply time Δtmin is shorter when the seal temperature STeij is high than when it is low. In this embodiment, the supply time Δtmin is shortened as the seal temperature STeij increases. The pause time Δtmst is longer when the seal temperature STeij is high than when it is low. In this embodiment, the pause time Δtmst is increased as the seal temperature increases. When the seal temperature STeij is high, the pause time Δtmst is made longer than the supply time Δtmin, so that the temperature rise can be effectively suppressed when the temperature of the rotary seals 120, 122 is high. It is possible to avoid the high temperature of the rotary seals 120 and 122, and it is possible to suppress a decrease in durability.
In this embodiment, the air pressure supply cycle is constant. That is, the supply time Δtmin and the downtime Δtmst are determined so that the sum of the supply time Δtmin and the downtime Δtmst (Δtmin + Δtmst) becomes a constant time.
The time is appropriately measured by the timer 158.

In S41, the seal temperature STeij is detected, and the supply time Δtmin and the downtime Δtmst are determined according to the table represented by the map of FIG.
In S42 to 45, the air pressure is continuously supplied during the supply time Δtmin. In S46 to 49, the supply of air pressure is stopped during the downtime Δtmst, and the pressure applied to the rotary seals 120 and 122 is atmospheric pressure. To be kept.
In the continuous supply, in S42, the compressor 50 is operated, the supply valve 36 is opened, and the individual control valve 40 is opened. The air pressure of the air pressure source 34 is supplied to the air pressure chamber 90 of the tire 20 through the supply valve 36, the individual control valve 40, and the check valve 106. In S43, the air pressure value PFL is acquired. In S44, it is determined whether or not the target value PrefFL has been reached. In S45, the elapsed time tm from the start of the supply of air pressure (after the execution of S42) is obtained. It is determined whether or not the supply time Δtmin determined in S41 has been reached. In the first continuous supply of air pressure, the actual air pressure value PFL normally does not reach the target value PrefFL. Since it is normal for the supply time Δtmin to elapse before the target value PrefFL is reached, the determination in S45 is YES before the determination in S44. When the determination in S45 is YES, the first continuous supply of air pressure ends.

  In stopping the supply, the supply valve 36 is closed in S46, the compressor 50 is stopped, and the exhaust valve 38 is opened in S47. The individual control valve 40 remains open. Since the check valve 106 is provided, even if the individual control valve 40 and the exhaust valve 38 are opened, the air pressure of the tire 20 does not decrease. In S48, after the supply is stopped (S46 is executed, that is, after the supply valve 36 is switched to the closed state) or the air pressure applied to the rotary seals 120, 122 is reduced (S47 is executed). Then, it is determined whether or not the elapsed time (from the time when the exhaust valve 38 is switched to the open state) has reached the pause time Δtmst. Before the stop time Δtmst is reached, S47 and 48 are repeatedly executed, the individual control valve 40 and the exhaust valve 38 are kept open, and the pressure applied to the rotary seals 120 and 122 is maintained at atmospheric pressure. When the elapsed time reaches the pause time Δtmst, the determination in S48 is YES, and the exhaust valve 38 is closed in S49. The supply stop is completed, and the process returns to S42. The stop of the first supply is completed, and the second continuous supply is performed.

In S42 to S45, the air pressure of the air pressure source 34 is supplied to the tire 20 via the supply valve 36, the individual control valve 40, and the check valve 106, as in the case described above. If the supply time Δtmin elapses before the actual air pressure value PFL reaches the target value PrefFL, the determination in S45 becomes YES, the second continuous supply of air pressure is completed, and the second supply is stopped. Is done. In S46 to 49, the supply valve 36 is closed, the exhaust valve 38 is opened, and the rotary seals 120 and 122 are opened to the atmosphere without supplying air pressure to the tire 20 during the downtime Δtmst. Is done. When the stop time Δtmst has elapsed, the second supply stop is completed, the exhaust valve 38 is closed, and the third continuous supply is performed.
In S42 to 45, the third continuous supply is performed. In the third continuous supply, when the actual air pressure value PFL reaches the target value PrefFL, the determination in S44 becomes YES before the determination in S45 becomes YES. In S50, an air pressure supply end process is performed. The compressor 50 is stopped and the individual control valve 40 and the supply valve 36 are closed. In the present embodiment, when the actual air pressure value Pij reaches the target value Prefij, the intermittent air pressure supply is terminated.

After the execution of S50 (or without execution of S50), as described above, the supply valve 36 is closed and the exhaust valve 38 so that the pressures of the rotary seals 120 and 122 are maintained at atmospheric pressure. Can be opened.
Thus, in the intermittent supply of air pressure, the continuous supply of air pressure (S42 to 45) and the stop of supply (S46 to 49) cause the actual air pressure value PFL to reach the target value PrefFL, It is repeatedly executed until the end condition is satisfied.
In other words, the supply time Δtmin and the stop time Δtmst are determined so that the actual air pressure value Pij does not reach the target value Prefij in the first continuous supply of air pressure.

  Note that the compressor 50 may be in an operating state while supply is stopped (the supply valve 36 is closed). By the operation of the compressor 50, the pressure can be stored in the high-pressure tank 52, and the air pressure can be efficiently supplied in the next continuous supply.

FIG. 11 shows a comparison between continuous supply and intermittent supply.
In the continuous supply, as shown in FIGS. 11A and 11B, when the actual air pressure value Pij of the tire of the wheel to be controlled becomes lower than the threshold value P0th and the start condition is satisfied, the air pressure Is started and air pressure is continuously supplied. Then, when the actual air pressure value Pij reaches the target value Prefij, the end condition is satisfied and the supply of air pressure is ended.
In the intermittent supply, as shown in FIGS. 11C and 11D, after the actual air pressure value Pij is lower than the threshold value P0th and the start condition is satisfied, the air pressure value Pij becomes the target value Prefij. Air pressure is supplied in a plurality of times until the end condition is satisfied. The supply and the pause are repeatedly performed, and the supply is performed twice or more after the start condition is satisfied until the end condition is satisfied (in FIG. 11, continuous supply is performed three times. Show the case).
As described above, since the air pressure is intermittently supplied, the temperature rise of the rotary seals 120 and 122 can be suppressed, and the deterioration of the durability of the rotary seals 120 and 122 can be suppressed.
Further, since the tire pressure is automatically supplied when the tire air pressure is insufficient, the number of times of air pressure maintenance can be reduced or the maintenance can be made unnecessary.
Further, when the target value is determined by the vehicle speed and the target value is increased at high speed, there is an advantage that the work of increasing the air pressure is not required during high speed traveling.

  As described above, in the present embodiment, the intermittent supply control unit is configured by the part that stores S26 of the flowchart of FIG. Among them, the supply pattern determining unit is configured by the part storing S41 and the part for executing S41 in the flowchart of FIG. 9, and the rotary seal pressure reducing part is configured by the part storing S46 to 49 and the part for executing. In addition, the continuous supply control unit is configured by the part that stores S25 of the flowchart of FIG. In the present embodiment, the first set speed and the second set speed are the same. Further, the valve control unit is configured by a part for storing S31, 34 in FIG. 8 and a part for executing S42, 46, 50 in FIG. In the present embodiment, the supply valve 36 corresponds to a supply control valve.

In this embodiment, the supply time Δtmin and the downtime Δtmst are determined to be a time that continuously changes with respect to the seal temperature STeij, but may be determined to be a time that changes stepwise. .
In the present embodiment, both times are determined based on the seal temperature STeij so that the sum of the supply time Δtmin and the downtime Δtmst is kept constant, that is, the period is constant. However, one of the supply time Δtmin and the downtime Δtmst may be a fixed value, and the other may be a value determined based on the seal temperature STeij. In this case, if the seal temperature STeij is different, the cycle is also different.
Further, the supply time Δtmin and the downtime Δtmst are not made variable based on the seal temperature STeij, but the ratio γ (Δtmin / Δtmst) is made variable and based on the ratio γ and the cycle Δt (= Δtmin + Δtmst). It is also possible to determine the supply time Δtmin and the downtime Δtmst, respectively.
Further, the supply time Δtmin and the stop time Δtmst can be determined based on the wheel speed Vij. An example is shown in FIG. When the rotational speed Vij of the wheel is high, the temperature of the rotary seals 120 and 122 is likely to be high, so the pause time Δtmst is lengthened. Thereby, it is possible to prevent the temperature of the rotary seals 120 and 122 from increasing.
Further, in the above embodiment, the first set speed Vth1 is set to a predetermined fixed value. However, the first set speed Vth1 is a variable value determined based on the seal temperature STeij, the target value Prefij of the air pressure, etc. at the time when the air pressure shortage is detected. It can be.

In the intermittent supply, it is possible to determine whether the supply of air pressure is permitted or prohibited before S42 is executed. In that case, if the temperature history of the rotary seals 120 and 122 reaches the setting history before the actual air pressure value Pij reaches the target value Prefij (before the end condition is satisfied), the supply of air pressure is interrupted. It will be. An example in that case is shown in FIG. In this embodiment, in S55, that is, before the first supply, the second,... Are performed, it is determined whether or not the supply of air pressure is permitted and permitted. In this case, S42 to S45 are executed, but if not permitted, the supply of air pressure is terminated. The determination in S55 is NO, and an end process is performed in S50. According to the present embodiment, it is possible to further suppress a decrease in durability of the rotary seals 120 and 122.
Further, in the above embodiment, in intermittent supply, the supply time Δtmin and the rest time Δtmst are determined based on the seal temperature STeij at the time when the pneumatic supply start condition is satisfied, and the determined supply time Δtmin, The stop time Δtmst is constant, but every time continuous supply is started after the stop time Δtmst has elapsed (second time, third time,... In addition, the supply time Δtmin and the downtime Δtmst can be determined. In that case, although illustration of a flowchart is abbreviate | omitted, S41 can be performed after execution of S49. In the present embodiment, since the supply time Δtm and the rest time Δtm can be finely changed, it is possible to eliminate the shortage of air pressure as quickly as possible while satisfactorily suppressing the deterioration of the durability of the rotary seals 120 and 122. It becomes.

In addition, a short-term cycle supply command can be output from the communication device 160 on the vehicle body side during the supply of air pressure. The wheel side devices 180 to 186 are instructed to output wheel information at a shorter cycle than usual. An example in that case is shown in FIGS.
In the air pressure adjustment ECU 150 on the vehicle body side, the air pressure adjustment program represented by the flowchart of FIG. 14 is executed at predetermined time intervals. Steps in which execution is performed in the same manner as in the above embodiment are given the same numbers, and description thereof is omitted.
In the present embodiment, when the air pressure value Pij of the tire to be controlled is smaller than the threshold value P0th and the start condition is satisfied, a short cycle transmission command is transmitted in S57. And after execution of S25 or S26, ie, when supply of air pressure is completed, a short cycle transmission release command is transmitted in S58.
In the wheel side devices 180 to 186, the wheel information creation and transmission program represented by the flowchart of FIG. 15 is executed at predetermined time intervals. Steps in which the same execution as in the above embodiment is performed are denoted by the same step numbers and description thereof is omitted. If the trigger signal is not received, it is detected in S61 whether a short cycle transmission command has been received, and in S62, it is detected whether a short cycle transmission release command has been received. If no command is received, it is determined in S2 whether or not the transmission timing has been reached based on the period set at that time.
On the other hand, when the short cycle transmission command is received, the determination in S61 is YES, and the transmission cycle is shortened in S63. Thereafter, the time interval when it is determined whether or not the transmission timing has been reached is shortened. In S2, it is determined whether or not the transmission timing has been reached at a short time interval ΔT (= ΔTst−ΔTa). Therefore, it is transmitted in a short cycle. If a short cycle transmission release command is received, the determination in S62 is YES, and the transmission cycle is returned to the normal cycle in S64. Thereafter, in S2, it is determined whether or not the transmission timing has been reached at a normal time interval ΔT (= ΔTst), and transmission is performed in a normal cycle.
As described above, in the present embodiment, the transmission interval is shortened while the air pressure is supplied, so the air pressure adjustment ECU 150 on the vehicle body side can acquire the air pressure information at a frequency higher than usual.

  Furthermore, in the said Example, although the wheel speed was used, it can also use the traveling speed of a vehicle instead of a wheel speed. This is because the rotational speed of the wheels 10 to 16 and the traveling speed of the vehicle correspond to each other while the slip of the wheels 10 to 16 is small.

Further, in the above embodiment, the seal temperature sensor 162 is provided and the temperature of the rotary seals 120 and 122 is directly detected. However, the provision of the seal temperature sensor 162 is not indispensable, and the state of the vehicle It can also be estimated based on the environment.
For example, (i) based on the detection result by the environment detection device 167, it can be estimated that the temperature of the rotary seals 120 and 122 is higher when the outside air temperature is high than when the outside air temperature is low. This is because the rotary seals 120 and 122 are easily affected by outside air.
(ii) When the vehicle is running, it can be estimated that the temperature of the rotary seals 120 and 122 is higher when the brake switch 166 is in the ON state than when it is in the OFF state. Since the heat generated in the friction brake 108 is conducted through the disk portion 84 or is radiated to the atmosphere, the temperature of the rotary seals 120 and 122 is thereby increased. The friction brake operated during traveling may be a service brake or a parking brake.
(iii) While the vehicle is running, it can be estimated that the temperature is higher when the duration of the friction brake 108 is longer than when it is shorter. When the operation time of the friction brake 108 becomes longer, the temperature of the brake drum and the like becomes higher, and the temperature of the rotary seals 120 and 122 becomes higher.
(iv) While the friction brake 108 is not operating, the temperature of the rotary seals 120 and 122 can be higher when the rotational speed of the wheels 10 to 16 (vehicle traveling speed) is higher than when the rotational speed is low.
Further, the temperature of the rotary seals 120 and 122 can be estimated based on two or more of these (i) to (iv). For example, the temperature of the rotary seals 120 and 122 is considered to increase when the friction brake 108 is operated during low-speed traveling.

An example of the seal temperature estimation program is shown in the flowchart of FIG.
In S81, it is determined whether or not the vehicle is traveling. For example, when the wheel speed or the traveling speed is higher than the set speed Vstop that can be regarded as the vehicle being stopped, it is determined that the vehicle is traveling.
If it is determined that the vehicle is traveling, it is determined in S82 whether or not the brake switch 166 is in the ON state. If the brake switch 166 is in the ON state, the action duration time tm is acquired in S83, and the seal temperature is estimated based on the action duration time tm in S84. When the action duration tm is long, it is assumed that the action duration is longer than when it is short, and it is estimated that the seal temperature increases as the action duration tm becomes longer.
On the other hand, when the brake switch 166 is OFF, the wheel speed Vij is read in S85, and the seal temperature is estimated based on the wheel rotation speed Vij in S86. When the wheel speed Vij is large, it is estimated that the seal temperature is higher than when the wheel speed Vij is small, and it is estimated that the seal temperature increases as the wheel speed Vij increases. Note that, when the wheel speed Vij is large, an air cooling effect is obtained, and therefore it is desirable to estimate in consideration of that.
When the vehicle is in a stopped state, the determination in S81 is NO, and in S87, it is determined whether or not the elapsed time after the stop has exceeded the set time. If the set time is exceeded, the outside air temperature is acquired in S88, and the seal temperature is estimated based on the outside air temperature in S89. This is because it can be estimated that the temperature of the rotary seals 120 and 122 is substantially the same as the outside air temperature after the set time elapses after the vehicle stops.
In this embodiment, since the temperatures of the rotary seals 120 and 122 are estimated, the seal temperature sensor 162 is not necessary. Further, the part for storing S88 and 89 of the air pressure adjustment ECU 150, the part for executing, etc. constitute an environment corresponding temperature estimating part, the part for storing S82 to 84, the part for executing, etc., the brake action corresponding temperature estimating part, the action time. A corresponding temperature estimation unit is configured, and a traveling speed corresponding temperature estimation unit is configured by a portion that stores S85 and 86, a portion that executes S85, and the like.
Thus, the estimated seal temperature is used in the air pressure supply permission / prohibition determination program (S11), or used to determine the supply time Δtmin and the pause time Δtmst when intermittent supply is performed. (S41).

In the above embodiment, the seal temperature is estimated as a value that continuously changes with respect to changes in the brake operation duration, wheel speed, and outside air temperature. It can also be estimated as.
The brake operation duration is the time from when the brake switch 166 is switched from OFF to ON until it is switched from ON to OFF. Considering this, the seal temperature can also be estimated.
Furthermore, when the raindrop sensor detects that it is raining, it can be estimated that the temperature of the rotary seals 120 and 122 is lower than when it is not raining. If water droplets are attached to the rotary seals 120 and 122, the heat of vaporization is lost when the water evaporates when heated. Therefore, the temperature rise of the rotary seals 120 and 122 is suppressed. For example, the raindrop sensor can be a sensor that detects whether or not the wiper is in an operating state. When the wiper is in an operating state, it is raining and water droplets are present on the rotary seals 120 and 122. It can be estimated that it is attached. For this reason, when the seal temperature is estimated based on the outside air temperature, the brake operation duration, the wheel rotation speed, and the like, it is desirable to correct the estimated seal temperature in consideration of the detection result by the raindrop sensor. For example, if the seal temperature estimated from the brake operation duration time is ST1 (provisional value), and it is detected that it is raining, the provisional value is corrected to a small value (ST1-ΔST). The final estimated temperature. When it is detected that it is not raining, the provisional value ST1 is set as the final estimated temperature without correction.

Further, in the above embodiment, when the rotational speed Vij of the wheels 10 to 16 is high, it is considered that the temperature of the rotary seals 120 and 122 is likely to be high, and intermittent supply is selected. However, one of intermittent supply, continuous supply, and no supply is selected based on both the actual rotational speed Vij of the wheels 10 to 16 and the actual temperature STeij of the rotary seals 120 and 122. You can make it. An example of such a case will be described based on the flowchart of FIG.
The air pressure adjustment program represented by the flowchart of FIG. 17 is executed by the air pressure adjustment ECU 150 at predetermined time intervals.
In S101, it is determined whether supply of air pressure is permitted. If permitted, the air pressure value Pij, the tire temperature TTeij, the wheel speed Vij, and the seal temperature STeij are read in S102. In S103, as in the case described above, the target value Prefij and the threshold value P0th are obtained, and it is determined whether or not the actual air pressure Pij is lower than the threshold value P0th. If it is lower than the threshold value P0th, it is determined that the air pressure is insufficient and the air pressure is supplied.
In S104, it is determined whether or not the wheel speed Vij is smaller than the first set speed Vth1. If it is smaller than the first set speed Vth1, continuous supply is selected in S105. As in the case of the above embodiment, continuous air pressure is supplied according to the flowchart of FIG.

When the wheel speed Vij is equal to or higher than the first set speed Vth1, it is determined in S106 whether the seal temperature STeij is equal to or lower than the third set temperature STeth3. The third set temperature STeth3 is a temperature at which there is a high possibility that the sealing performance of the rotary seals 120, 122 will be impaired when air pressure is applied to the rotary seals 120, 122. In this embodiment, the third set temperature STeth3 is a fixed Value.
When the temperature is lower than the third set temperature STeth3, that is, when the wheel rotational speed Vij is equal to or higher than the first set speed Vth1, and the seal temperature STeij is lower than the third set temperature STeth3, intermittent supply is selected in S107. Is done. As described above, air pressure is supplied according to the flowchart of FIG. When the temperature is lower than the third set temperature STeth3, the air pressure is supplied, but the intermittent supply is performed, the temperature rise of the rotary seals 120 and 122 is suppressed, and the high temperature can be avoided.
On the other hand, when the seal temperature STeij is equal to or higher than the third set temperature STeth3, the air pressure is not supplied. Since the supply of air pressure is prohibited, it is possible to prevent the sealing performance of the rotary seals 120 and 122 from being significantly impaired. The determination in S106 is YES, and this program is terminated without air pressure being supplied. In this case, intermittent supply or continuous supply is performed after the seal temperature is lowered.
As described above, in this embodiment, continuous supply, intermittent supply, and no supply are selected based on both the wheel speed Vij and the temperature STeij of the rotary seals 120 and 122. Therefore, the rotary seal 120 is selected. , 122 can be satisfactorily suppressed from lowering the durability.

Note that the estimated value described above can be used as the seal temperature STeij without using the value detected by the seal temperature sensor 162.
The third set temperature STth3 can be a variable value determined based on the wheel rotation speed Vij and the air pressure target value Prefij.

Furthermore, the supply state of the air pressure can be selected based on the seal temperature STeij without being based on the rotational speed Vij of the wheels 10-16. An example of that case is shown in the flowchart of FIG. The air pressure adjustment program represented by the flowchart of FIG. 18 is executed at predetermined time intervals. In addition, the same step number is attached | subjected to the step in which execution similar to the flowchart of FIG. 17 is performed, and description is abbreviate | omitted.
If the supply of air pressure is permitted, the tire air pressure Pij, the tire temperature TTeij, and the seal temperature STeij are read in S132. It is determined whether or not there is.
If the air pressure is insufficient and there is a request for air pressure supply, it is determined in S134 whether or not the seal temperature STeij is lower than the first set temperature STeth1. The first set temperature STeth1 is a temperature at which the durability of the rotary seals 120 and 122 is considered to decrease when continuous supply is performed. When the seal temperature STeij is lower than the first set temperature STeth1, continuous supply is selected in S105, and as described above, continuously supplied until the air pressure Pij reaches the target value Prefij according to the flowchart of FIG. Is done.
On the other hand, if the seal temperature STeij is equal to or higher than the first set temperature STeth1, it is determined in S136 whether it is lower than the third set temperature STeth3.
When the seal temperature STeij is higher than the first set temperature STeth1 and lower than the third set temperature STeth3 (STeth1 <STeij <STeth3), the determination in S106 is YES, and intermittent supply is selected in S107. As described above, the air pressure is intermittently supplied until the target value Prefij is reached according to the flowchart of FIG.
On the other hand, if the seal temperature STeij is equal to or higher than the third set temperature STeth3, the determination in S136 is NO and no air pressure is supplied. Thereby, it is possible to favorably avoid a decrease in durability of the rotary seals 120 and 122.

When the seal temperature STeij is higher than the third set temperature STeth3, this can be notified by the notification device 172. The driver can know that the air pressure of the tires 20 to 26 is not automatically supplied.
An estimated value can also be used as the seal temperature STeij.
Further, the third set temperature STth3 may be a predetermined fixed value or a variable value determined based on the wheel rotational speed Vij and the air pressure target value Prefij.

Further, the air pressure can be supplied while the vehicle is stopped. One example is shown in the flowchart of FIG. The air pressure adjustment program is executed at predetermined time intervals. Steps in which the same execution as in the above embodiment is performed are denoted by the same step numbers and description thereof is omitted.
If the supply of air pressure is permitted in S101 to S103, the tire air pressure or the like is read, and it is determined whether there is a request for air pressure supply. If there is a request for supplying air pressure, it is determined in S144 whether the vehicle is in a stopped state. That is, it is determined whether or not the wheel speed is equal to or lower than a speed Vstop that can be considered that the vehicle is stopped. If the vehicle is stopped, it is determined in S145 whether the seal temperature STeij is lower than the first set temperature STeth1. If the temperature is lower than the first set temperature STeth1, the air pressure is continuously supplied in S105. If the temperature is equal to or higher than the first set temperature STeth1, the air pressure is intermittently supplied in S107.
On the other hand, when the vehicle is traveling, the determination in S144 is NO and the supply of air pressure is not performed. As a result, sliding of the rotary seals 120, 122 can favorably avoid a rise in temperature and a decrease in durability.

In S145, the first set temperature STth1 is set to a temperature higher than the first set temperature (for example, the third set temperature STth3 or the intermediate temperature between the first set temperature STth1 and the third set temperature STth3). can do. Since the air pressure is supplied while the wheel is not rotating, the rotary seal 120, even if continuous supply is selected when the temperature is higher than the first set temperature STth1 and lower than the third set temperature STth3. It is because it is thought that the temperature rise of 122 can be suppressed.
The structure of the air pressure supply device 30 is not limited to that in the above embodiment. For example, the supply valve 36 and the exhaust valve 38 can be a single three-position direction switching valve.
Further, instead of the supply valve 36, a check valve (relief valve) that allows the flow of air pressure from the air pressure source 34 toward the tires 20 to 26 and prevents the reverse flow can be provided. In this case, the supply state (supply and supply stop) is controlled by the control of the compressor 50.
Further, it is not indispensable to use a device that supplies air pressure to the tires 20 to 26 of the front and rear, left and right four wheels 10 to 16. Air pressure is supplied to the tires 24 and 26 of the left and right rear wheels 14 and 16, and , 12 is not supplied to the tires 20, 22 of the left and right front wheels 10, 12, but is supplied to the tires 24, 26 of the left and right rear wheels 14, 16. It may be a device.
In addition to the above-described embodiments, the present invention can be carried out in various modifications and improvements based on the knowledge of those skilled in the art.

It is a figure showing typically the whole air pressure adjustment system which is one example of the present invention. It is a figure which shows typically the vehicle carrying the said air pressure adjustment system. It is sectional drawing which shows the wheel periphery of the said air pressure adjustment system. It is a figure which shows typically the air pressure adjustment ECU and wheel side apparatus which are contained in the said air pressure adjustment system. It is a flowchart showing the wheel information creation and transmission program memorize | stored in the memory | storage part of the wheel information creation apparatus of the said wheel side apparatus. It is a flowchart showing the air pressure supply permission / prohibition determination program stored in the storage unit of the air pressure adjustment ECU. It is a flowchart showing the air pressure adjustment program memorize | stored in the memory | storage part of the said air pressure adjustment ECU. It is a flowchart showing a part (continuous supply) of the said air pressure adjustment program. It is a flowchart showing another part (intermittent supply) of the said air pressure adjustment program. It is a map showing the supply pattern determination table memorize | stored in the memory | storage part of the said air pressure adjustment ECU. It is a figure which shows the change of an air pressure when an air pressure is controlled in the said air pressure adjustment system. It is a map showing another supply pattern determination table memorize | stored in the memory | storage part of the said air pressure adjustment ECU. It is a flowchart showing a part (intermittent supply) of another air pressure adjustment program memorize | stored in the memory | storage part of the said air pressure adjustment ECU. It is a flowchart showing another air pressure adjustment program memorize | stored in the memory | storage part of the said air pressure adjustment ECU. It is a flowchart showing another wheel information creation and transmission program memorize | stored in the memory | storage part of the wheel information creation apparatus of the said wheel side apparatus. It is a flowchart showing the seal temperature estimation program memorize | stored in the memory | storage part of the said air pressure adjustment ECU. It is a flowchart showing the another air pressure adjustment program memorize | stored in the memory | storage part of the said air pressure adjustment ECU. It is a flowchart showing another air pressure adjustment program memorize | stored in the memory | storage part of the said air pressure adjustment ECU. It is a flowchart showing the another air pressure adjustment program memorize | stored in the memory | storage part of the said air pressure adjustment ECU.

Explanation of symbols

10-16: Wheel 20-26: Tire 30: Air pressure supply device 34: Air pressure source 36: Supply valve 38: Exhaust valve 120, 122: Rotary seal 110: Check valve 150: Air pressure adjustment ECU 160: Communication device 162: Seal Temperature sensor 172: Notification device 164: Wheel speed sensor 167: Environment detection device 180-186: Wheel side device 192: Air pressure sensor 194: Tire temperature sensor 198: Communication device

Claims (12)

An air pressure supply device including an air pressure source provided in a non-rotating body of the vehicle, and capable of supplying air pressure of the air pressure source to at least one tire of a plurality of wheels provided in the vehicle;
An air pressure adjustment system including a supply control device for controlling a supply state of air pressure to each of the at least one tire by controlling the air pressure supply device,
The air pressure supply device includes a rotary seal provided between the rotating body that rotates together with the at least one tire and the non-rotating body, and the supply control device controls the air pressure supply device, thereby Of the rotary seals, the temperature of the at least one wheel corresponding to at least one control target wheel is equal to or higher than the first set temperature, and the rotation speed of the control target wheel is equal to or higher than the first set speed. An air pressure adjusting system including an intermittent supply control unit that intermittently supplies air pressure to a tire of the wheel to be controlled in at least one of cases.   The intermittent supply control unit repeatedly performs continuous supply of air pressure during the supply time and stop of supply of air pressure during the stop time, and at least one of the supply time and the stop time. The air pressure adjustment system according to claim 1, further comprising a supply pattern determination unit that is determined based on at least one of a temperature of a rotary seal corresponding to the control target wheel and a rotation speed of the control target wheel.   The intermittent supply control unit (a) an environment-responsive temperature estimation unit that estimates that the temperature of the rotary seal is higher than when the temperature of the outside air is high, and (b) when the traveling speed of the vehicle is high Is a traveling speed corresponding temperature estimation unit that estimates that the temperature of the rotary seal is higher than when it is small, and (c) during the operation of the friction brake provided on each of the at least one wheel, than when it is not operating, A brake action corresponding temperature estimation unit that estimates that the temperature of the rotary seal is high, and (d) during the operation of the friction brake, when the action duration time is long, it is estimated that the temperature of the rotary seal is higher than when it is short The air pressure adjusting system according to claim 1, further comprising at least one of an operating time corresponding temperature estimation unit.   The air pressure adjustment system according to any one of claims 1 to 3, wherein the supply control device includes a temperature sensor that directly detects a temperature of the rotary seal.   When the rotation speed of the wheel to be controlled is smaller than a second set speed that is equal to or lower than the first set speed by the control of the air pressure supply device, the supply control device continuously applies air pressure to the tire of the wheel to be controlled. The air pressure adjusting system according to any one of claims 1 to 4, further comprising a continuous supply section for supplying the air pressure.   When the supply control device controls the air pressure supply device when the temperature of the rotary seal corresponding to the control target wheel is lower than a second set temperature equal to or lower than the first set temperature, the tire of the control target wheel Includes a continuous supply control unit that continuously supplies air pressure, wherein the intermittent supply control unit has a temperature of a rotary seal corresponding to the wheel to be controlled that is equal to or higher than the first set temperature and is higher than the first set temperature. Means for intermittently supplying air pressure to the tire when the temperature is not higher than the third set temperature, wherein the supply control device has a temperature of the rotary seal corresponding to the wheel to be controlled higher than the third set temperature. In this case, an air pressure adjusting system according to any one of claims 1 to 5, further comprising a non-supplying unit that does not supply air pressure to the tire by controlling the air pressure supplying device. Temu.   The intermittent supply control unit has a third set temperature at which the rotational speed of the wheel to be controlled is equal to or higher than the first set speed, and the temperature of the rotary seal corresponding to the wheel to be controlled is higher than the first set temperature. The air pressure adjusting system according to any one of claims 1 to 6, further comprising means for intermittently supplying air pressure to the tire of the wheel to be controlled when the following is true.   The supply control device has at least one of a case where a temperature history of the rotary seal reaches a first set temperature history and a case where an air pressure supply history to each of the at least one tire reaches a first set supply history. The air pressure adjustment system according to any one of claims 1 to 7, further comprising air pressure supply prohibiting means for prohibiting the supply of air pressure to the tire.   In the air pressure adjusting system, at least one of a case where the temperature history of the rotary seal reaches a second set temperature history and a case where the air pressure supply history to each of the at least one tire reaches a second set supply history. The air pressure adjustment system according to any one of claims 1 to 8, further comprising a notification device for notifying that effect.   The air pressure supply device includes a supply control valve provided between the air pressure source and the at least one tire, and the supply control device controls at least the supply control valve so that the at least one The air pressure adjusting system according to any one of claims 1 to 9, further comprising a valve control unit that controls a supply state of air pressure to the tire.   2. The air pressure supply device includes a valve that is provided on each of the rotating bodies, and that allows a flow of air pressure from the air pressure source to each of the at least one tire and prevents a flow of air pressure from the tire. The air pressure adjusting system according to any one of 1 to 10.   The intermittent supply control unit repeatedly performs continuous supply of air pressure during a supply time and stop of supply of air pressure during a stop time, and at least partly during the stop time, The air pressure adjustment system according to any one of claims 1 to 11, further comprising a rotary seal pressure reducing unit configured to make a pressure applied to a rotary seal corresponding to a wheel to be controlled smaller than a pressure applied during the supply time.

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