JP2964766B2 - Tire pressure control valve - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of increasing or decreasing the air pressure of tires used in vehicles such as automobiles, arbitrarily or completely automatically, even during driving, and The present invention relates to a tire pressure control valve capable of reliably maintaining the tire pressure.

[0002]

2. Description of the Related Art Japanese Patent Laying-Open No. 57-158106 discloses a prior art of such a tire pressure adjusting device.
The device comprises a series circuit of a supply line, a pressure-responsive seat valve, a throttle, and a line to the tire, the series circuit being connected to the throttle when air for increasing or decreasing the pressure of the tire flows. Due to the pressure difference generated between the upstream side and the downstream side, the pressure responsive valve itself is configured so as to be able to hold the valve open position, thereby increasing or decreasing the pressure of the tire air pressure. The communication between the conduit to the tire and the supply conduit can be maintained.

[0003]

In the prior art, since a large pressure difference for operating the pressure-responsive seat valve must be generated, for example, the diaphragm is attached to the pressure-responsive seat valve by piercing it. Since a small-diameter hole such as a hollow rivet must be inserted into the series circuit as the above-described throttle, the flow of air is hindered when increasing or decreasing the tire pressure due to the throttle, and the There was a problem that the time required for pressure adjustment was long. Therefore, the present invention solves this problem and can reduce the time required for adjustment while stably maintaining a sufficient opening degree of the pressure responsive valve when increasing or decreasing the tire pressure. It is an object of the present invention to provide the following.

[0004]

According to the present invention, a first port communicating with a control line, a second port communicating with a tire, the first port and the second port are provided as means for solving the above-mentioned problems. A pressure responsive valve capable of blocking communication between the first port and the passage;
A first chamber formed on one side of the pressure responsive valve for operating the pressure responsive valve and communicating with the passage; and a first chamber formed on the other side of the pressure responsive valve for operating the pressure responsive valve. There is provided a tire pressure control valve comprising: two chambers; a throat portion provided in the middle of the passage; and a small-diameter pressure introducing hole communicating the second chamber and the throat portion.

[0005]

When increasing or decreasing the tire pressure, high pressure air is once supplied to the control line in either case, whereby the pressure in the first port increases and the pressure responsive valve is forcibly opened. Let it go. In the state where the pressure responsive valve is open, when increasing the pressure, high-pressure air is supplied from the control line to the tire through the passage communicating the first port and the second port as it is, Since a throat portion that slightly narrows the flow path diameter is provided in the middle of the passage, the flow velocity increases at the throat portion, and the static pressure decreases accordingly. Therefore, the pressure in the second chamber of the pressure responsive valve communicating with the throat portion through the small-diameter pressure introducing hole is greatly reduced.
On the other hand, the first chamber of the pressure responsive valve communicates with the passage,
Because the air pressure is high due to the supplied air pressure, the first
A large pressure difference is generated between the chamber and the second chamber, and the pressure-responsive valve stably maintains a large open state and does not obstruct the flow of high-pressure air for pressure increase. Adjustments are made quickly.

When reducing the tire pressure, the control line is released to the atmosphere while the pressure responsive valve is open. As a result, the air flows from the tire toward the control line, and the flow direction of the air flowing through the passage connecting the first port and the second port is reversed. In the throat portion, a decrease in static pressure occurs due to the flow of air in the opposite direction, which is transmitted to the second chamber of the pressure responsive valve by a small-diameter pressure introduction hole, and the pressure responsive valve maintains a sufficiently large open state, The decompression is quickly performed. While the direction of the airflow is reversed, there is a moment when the airflow stops. However, since the throat portion and the second chamber communicate with each other through the small-diameter pressure introduction hole, the operation of the pressure-responsive valve is slow. Thus, an instantaneous increase in static pressure in the throat portion is not sharply transmitted to the second chamber, so that the pressure responsive valve does not close.

When the tire pressure reaches the target value after the pressure increase or pressure reduction adjustment is completed, the control line is closed to temporarily stop the air flow. As a result, the flow of air in the throat portion stops, and the static pressure does not decrease, so that the pressure in the second chamber communicating with the small-diameter pressure introducing hole increases, and the pressure difference with the first chamber disappears. As a result, the pressure responsive valve closes, the communication between the first port and the tire side is cut off, and the tire air pressure is maintained at that value.

[0008]

FIG. 2 shows an example in which a tire pressure regulating valve according to an embodiment of the present invention is mounted on a tire of a vehicle. In this figure, 101 is a filter, 102 is an air pump (compressor), and an electronic control unit (ECU) 1
The high pressure air is generated by the command of 10. This high-pressure air is communicated with the control line 108 by opening the pressure-intensifying valve 103, and is supplied to the tire 201 as dry high-pressure air by the dryer 106. The release line 109 opens the pressure reducing valve 104 and releases air to the atmosphere through the silencer 105 when releasing the control line 108 to the atmosphere or reducing the pressure of the tire 201. Pressure sensor 1
Reference numeral 07 is disposed in the control line 108, detects the pressure, and sends a signal to the ECU 110. ECU 110
Operates the valves 103 and 104 and the pump 102 by comparing and processing the signal of the pressure sensor 107 and the set value of the changeover switch 111.

Reference numeral 206 denotes an axle, 208 denotes a carrier for supporting the axle, and 209 denotes a bearing. The wheel 203 on which the tire 201 is mounted is fixed to the axle 206. Reference numeral 200 denotes a tire pressure adjusting valve according to the present invention, which is opened only when the pressure in the tire 201 is increased or decreased, and allows air in and out of the tire 201 through the control line 108, but automatically stops when the flow is stopped. And the tire 201 maintains the pressure. The control line 108 is a connector 210, Japanese Patent Laid-Open No. 2-16931.
No. 0, the rotating shaft sealing device 207 and the axle 2
In addition, it is connected to the tire pressure regulating valve 200 via an air passage 205 provided in the inside of the tire. 202 is a tube connected to the tire 201 through the inside of the wheel 203.

FIG. 1 shows a specific structure of a tire pressure regulating valve as a first embodiment of the present invention. The housing 1 has a first port 3 formed therein, and the housing 2 has a second port 4 formed therein. The first port 3 communicates with the air passage 205 of the axle 206, and the second port 4 is connected to the tire 201 via the tube 202. First
The port 3 and the second port 4 can communicate with each other through the passage 5, but the communication is shut off by the diaphragm valve 6 when not controlled. The diaphragm valve 6 separates a first chamber 10 in the housing 1 from a second chamber 11 in the housing 2 and operates by a pressure difference between the two chambers 10 and 11.

A valve mechanism, which is a main part of the tire pressure adjusting valve 200, is provided between the housing 1 and the housing 2, and has a diaphragm valve 6, a disk 7, and a spring 8. The outer peripheral edge of the diaphragm valve 6 is sandwiched between the housing 1 and the housing 2, and a valve body 6 a formed at the center of the diaphragm valve 6 comes into contact with and separates from a main port 9 which is an opening of the first port 3 of the housing 1. The passage between the passage 5 and the first port 3 is opened and closed. The disk 7 is arranged on the back of the thick part. A spring 8 is provided between the disk 7 and the housing 2 and urges the diaphragm valve 6 to a side where the main port 9 is closed. The channel reducing portion 14 provided in the middle of the passage 5 gradually reduces the cross-sectional area from the passage 5 using the Bernoulli's theorem that the sum of the static pressure and the dynamic pressure is constant regardless of the position of the flow tube. The throat section 12 has the function of increasing the flow velocity to increase the dynamic pressure and decreasing the static pressure. The pressure introduction hole 13 provided in the housing 2 communicates the throat portion 12 with the second chamber 11 and guides the static pressure of the throat portion 12 to the second chamber 11. Since the pressure introducing hole 13 has a small diameter, the throat portion 12
Is not transmitted to the second chamber 11, the movement of the diaphragm valve 6 becomes slow.

Next, the operation of the system shown in FIG. 2 including the embodiment of the tire pressure adjusting valve 200 shown in FIG. 1 will be described. When not in operation, the control line 108 is open to the atmosphere with the pressure reducing valve 104 conducting and is substantially at atmospheric pressure. In that state,
Since the flow of air in the passage 5 of the tire pressure adjusting valve 200 is stopped, there is no static pressure drop in the throat portion 12, and
The pressure of the tire 201 is led to the first chamber 10 and the second chamber 11. As a result, the diaphragm valve 6 is biased by the spring 8 and the pressure of the tire 201 applied to the area difference (corresponding to the area of the main port 9) between the pressure receiving portions of the first chamber 10 and the second chamber 11. The port 9 is closed to maintain the pressure at that time. Thus, the tire pressure regulating valve 200 of this embodiment has a self-sealing action by the pressure of the tire 201.

Here, when it is necessary to increase the pressure in the tire 201, the ECU 110 first switches the pressure reducing valve 104 to a position where the control line 108 is cut off from the atmosphere, and then moves the pressure increasing valve 103 from the cut off position to the conducting position. At the same time, the air pump 102 is operated and the high-pressure air is led to the control line 108. Thereby, high-pressure air is guided to the first port 3, the diaphragm valve 6 opens the main port 9 by the pressure of this air, and the first port 3 is moved to the first chamber 10.
And the passage 5. As a result, air flows through the passage 5 and the flow passage reducing portion 14, and the flow velocity increases in the throat portion 12, and the static pressure decreases as compared with the first chamber 10 having a slow flow velocity. Therefore, the pressure of the second chamber, which introduces the static pressure of the throat portion 12, also decreases, and a valve opening pressure is generated due to a pressure difference between the first chamber 10 and the diaphragm valve 6 maintains the open state. , High-pressure air is stably pumped from the second port 4 to the tire 201.

When the pressure in the tire 201 reaches a target pressure, the ECU 110 stops the air pump 102, closes the pressure increasing valve 103, stops the high-pressure air supply, and stops the air flow. As a result, the static pressure does not decrease in the throat portion 12, so that the pressure in the first chamber 10 and the pressure in the second chamber 11 in the tire pressure regulating valve 200 become equal, and the diaphragm valve 6 is urged by the spring 8 so that the main port 9 is closed. Thereafter, the pressure reducing valve 104 is set to the open position, and the release line 109 and the control line 108 are communicated to release the pressure from the control line 108 to the main port 9 to the atmosphere. As a result, the tire pressure adjusting valve 200 is in a self-sealing state due to the pressure in the tire 201.

On the other hand, when it is necessary to reduce the pressure in the tire 201, the ECU 110 first closes the pressure reducing valve 104 and shuts off the inside of the release line 109 from the atmosphere in order to open the diaphragm valve 6. Next, the pressure increasing valve 10
3 performs a series of pressure increasing operations of operating the air pump 102 in the valve open position. Then, after the diaphragm valve 6 is opened, the air pump 102 is stopped to cut off the supply of high-pressure air, the pressure reducing valve 104 is switched to the open position, the air is released from the release line 109 to the atmosphere, and the flow Reverse the direction. At this time, there is a moment when the flow of air in the passage 5 stops and the valve opening pressure of the diaphragm valve 6 disappears. However, the pressure change in the second chamber 11 is slow due to the thin pressure introduction hole 13 having a throttle effect, The diaphragm valve 6 whose fast movement is restricted takes a long time to close. Therefore, if the flow direction is reversed instantaneously, the diaphragm valve 6
Air starts to flow in the opposite direction faster than the valve closes, and the static pressure drops again in the throat portion 12 due to the reversed air flow in the decompression direction, and the diaphragm valve 6 is maintained in the open state without being closed. The decompression operation is stably continued until stops.

When the pressure in the tire 201 drops to the target value, the ECU 110 sets the pressure reducing valve 104
Is closed, the control line 108 is isolated from the atmosphere, and the passage 5 is closed.
Stop the air flow inside. For this reason, as described above, the diaphragm valve 6 closes the main port 9 and the tire 2
Hold the pressure in 01.

FIG. 3 shows another embodiment. The difference from the embodiment of FIG. 1 is that the diaphragm valve 6 is replaced by a piston valve 15. That is, the piston valve 1 is provided in the housing 2.
A cylinder 16 is formed in which the cylinder 5 can be fitted and slid in an airtight manner. The space of the cylinder 16 is formed by a piston valve 15 in a first chamber 10 and a second chamber 10 which function similarly to the embodiment of FIG. It is divided into eleven. The piston valve 15 includes a spring 8
The main port 9, which is the opening of the first port 3, is urged to the left in the drawing by the valve body 15 a, which is a thick part at the center.
Can be closed. The other structure is substantially the same as that of the embodiment shown in FIG. 1, including that the second chamber 11 communicates with the throat portion 12 of the flow passage reducing portion 14 by a thin pressure introduction hole 13, and its operation, The effect is almost the same. The diaphragm valve 6 of FIG. 1 and the piston valve 15 of FIG.
The valve mechanism can be configured using bellows or the like.

[0018]

As described above, according to the present invention, the valve is opened by the pressure difference between the first chamber and the second chamber, and the high pressure air supplied to the tire and the air released from the tire to the outside are reduced in pressure loss. Therefore, there is an effect that the pressure adjustment time can be shortened since the light does not pass through the diaphragm having a large diameter.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a tire pressure adjusting valve as an embodiment of the present invention.

FIG. 2 is an overall configuration diagram illustrating a tire pressure control system including a tire pressure adjusting valve of the present invention.

FIG. 3 is a sectional view showing a tire pressure adjusting valve as another embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1, 2 ... Housing 3 ... 1st port 4 ... 2nd port 5 ... Passage 6 ... Diaphragm valve 8 ... Spring 10 ... 1st chamber 11 ... 2nd chamber 12 ... Throat part 13 ... Pressure introduction hole 14 ... Flow path reduction part 15: Piston valve 16: Cylinder 102: Air pump (compressor) 103: Pressure increasing valve 104: Pressure reducing valve 105: Silencer 108: Control line 109: Release line 110: Electronic control device (ECU) Tire 206 ... axle

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hiraki Matsumoto 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Inside Denso Co., Ltd. (72) Inventor Mamoru Mabuchi 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Japan Denso Stock In-company (56) References JP-A-1-109109 (JP, A) JP-A-57-158106 (JP, A) JP-A-2-106412 (JP, A) JP-A-4-123909 (JP, A) JP-A-4-154413 (JP, A) JP-A-4-123909 (JP, A) JP-A-4-287705 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) B60C 23/00

Claims (1)

(57) [Claims] A first port communicating with a control line, a second port communicating with a tire, the first port and the second port;
A passage communicating with a port, a pressure responsive valve capable of blocking communication between the first port and the passage, and a passage formed on one side of the pressure responsive valve for operating the pressure responsive valve And a second chamber formed on the other side of the pressure responsive valve for operating the pressure responsive valve, and formed by narrowing a flow path diameter of the passage in the middle of the passage. A tire pressure control valve, comprising: a throat portion; and a small-diameter pressure introducing hole communicating the second chamber and the throat portion.