JP3807140B2 - Tire pressure adjusting device - Google Patents

Tire pressure adjusting device Download PDF

Info

Publication number
JP3807140B2
JP3807140B2 JP06460799A JP6460799A JP3807140B2 JP 3807140 B2 JP3807140 B2 JP 3807140B2 JP 06460799 A JP06460799 A JP 06460799A JP 6460799 A JP6460799 A JP 6460799A JP 3807140 B2 JP3807140 B2 JP 3807140B2
Authority
JP
Japan
Prior art keywords
air
wheel
air circulation
tire
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP06460799A
Other languages
Japanese (ja)
Other versions
JP2000255228A (en
Inventor
誠 奥田
嘉彦 乙竹
伸一 後藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Motors Corp
Mitsubishi Automotive Engineering Co Ltd
Original Assignee
Mitsubishi Motors Corp
Mitsubishi Automotive Engineering Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Motors Corp, Mitsubishi Automotive Engineering Co Ltd filed Critical Mitsubishi Motors Corp
Priority to JP06460799A priority Critical patent/JP3807140B2/en
Publication of JP2000255228A publication Critical patent/JP2000255228A/en
Application granted granted Critical
Publication of JP3807140B2 publication Critical patent/JP3807140B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00372—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by fluid diagrams
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00309—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by the location of the components, e.g. valves, sealings, conduits or sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00354—Details of valves

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Description

【０００１】
【発明の属する技術分野】
この発明は、自動車等の車両に装備されるタイヤ空気圧調整装置に関する。
【０００２】
【従来の技術】
例えば自動車のクロスカントリーラリーなどのように路面状況が刻々と変化する地域を走行する場合、タイヤ性能を最大限に引き出すには、路面状況に応じてタイヤ空気圧を適切に調整する必要がある。例えば砂丘走行時には比較的低い空気圧によってトラクション性能を確保し、硬く踏み固められたハードグラベル走行時等には高い空気圧によって旋回性能を高めたり耐パンク性を高めることが望まれる。
【０００３】
従来は、上記のようなタイヤ空気圧調整が必要になったときに、そのつど車両を停止させ、乗員が車両から降りてタイヤから空気の一部を排出したり、あるいは高圧エアボンベによってエアをタイヤ内部に供給するといった作業を行なっていた。
【０００４】
【発明が解決しようとする課題】
このため従来はタイヤ空気圧調整に手間がかかり、大きなタイムロスにつながるだけでなく、最適な空気圧に調整することに困難を伴う場合がある。そうかといって空気圧調整を怠ると、適正な空気圧で走行することができず、トラブル発生の原因となってしまう。
【０００５】
なお、特許第２５４０７４５号に記載されている従来例のように、ハブの中心部に切換弁を設け、この切換弁とタイヤとを空気配管でつなぎ、車載の圧縮空気供給源から供給される圧縮空気を切換弁を介してタイヤに導くことにより、走行中にタイヤ空気圧を調整できるようにしたものも提案されている。しかしながらこの従来例は、前記空気配管がホィールの外面に沿って外部に露出し、この空気配管がホィールと一体に回転することになるため、走行中に空気配管が障害物と接触することによるトラブル発生の可能性がある。しかもこの従来例は、ナックルの中心を通る空気通路がナックルの背面側において車体側（固定側）の空気配管に接続されるため、駆動輪のようにナックルの中心部に車軸部材が通るものでは、空気配管が車軸部材やドライブシャフトと干渉することから、駆動輪に適用することが困難である。
【０００６】
従って本発明の目的は、車両走行中に必要に応じてタイヤ空気圧を所望の圧力に速やかに調整することができるようなタイヤ空気圧調整装置を提供することにある。
【０００７】
【課題を解決するための手段】
前記目的を果たすための本発明は、請求項１に記載したように構成され、エア流通孔はホィールの金属材料よりも融点の高い金属からなるパイプを該ホィールのディスク部と一体に鋳込むことにより前記パイプの内側に形成され、該エア流通孔の一端が前記ホィールのリム部の内面側においてタイヤの内部空間に開口し、該エア流通孔の他端がホィールのディスク部の外壁面に開口する。タイヤ空気圧を高めたい場合、切換弁をエア供給モードにし、圧縮エア供給源から送られる高圧エアをハブベアリングのエア流通部とハブのエア流通部と切換弁などを経てホィール内部のエア流通孔に送ることにより、圧縮エアをタイヤの内部に供給する。タイヤ空気圧を減少させたい場合には、切換弁を排出モードに切換えることにより、タイヤ内部の空気をホィールのエア流通孔を経て大気中に放出する。
【０００８】
ホィールにエア流通孔を形成する手段として、例えばホィールの鋳造時にホィールの金属材料（例えばアルミニウム合金等）よりも融点の高い金属からなるパイプをホィールと一体に鋳込むことにより、ホィールの肉厚内部にエア流通孔を形成することができる。
【０００９】
【発明の実施の形態】
以下に本発明の一実施形態について、図面に示すタイヤ空気圧調整装置１を参照して説明する。
図１は、自動車等の車両のホィール１０を回転自在に支持するための車輪支持部１１を示している。この車輪支持部１１は、ホィール１０を取付けるハブ１２と、ハブ１２を支持するためのハブベアリング１３によってハブ１２を回転自在に支持するナックル１４と、ハブ１２のスプライン孔１５に挿入される車軸部材（アクスルシャフト）１６などを備えている。ホィール１０のリム部１０ａにタイヤ１７が装着される。車軸部材１６には、自在継手２０を介してドライブシャフト２１が連結される。ホィール１０の回転中心部分には、後述する切換弁ユニット２２が設けられている。切換弁ユニット２２の後壁２２ａとハブ１２の端壁１２ａとの間に、エア室２３が形成される。
【００１０】
ハブ１２と車軸部材１６とは互いにスプライン嵌合した状態でボルト２４によって固定されている。エンジンの回転力はドライブシャフト２１と自在継手２０を介して車軸部材１６に伝わり、車軸部材１６が回転することによってハブ１２が回転する。ハブ１２には、ハブボルト３０やロータ取付部材３１が設けられている。ロータ取付部材３１には、ディスクブレーキの一部を構成するブレーキロータ３２が固定されている。ホィール１０は、ハブボルト３０に螺合されるナット３３によってハブ１２に締結される。ナックル（ハブキャリア）１４にアッパボールジョイント３４やロアボールジョイント３５などが設けられている。
【００１１】
ハブベアリング１３は、内輪４０と、外輪４１と、ボール等の転動部材４２などを備えている。内輪４０と外輪４１にそれぞれエア流通部４３，４４が形成されている。エア流通部４３，４４はそれぞれハブベアリング１３の内周面と外周面に開口し、ハブベアリング１３の内周側と外周側とを連通させている。また、内輪４０と外輪４１との間に、エア流通部４３，４４を気密に保ちかつ内輪４０と外輪４１との相対回転を許容するシール材４５，４６が設けられている。内輪４０の内周側と外輪４１の外周側にも、気密を保つためのシール材４７，４８が設けられている。
【００１２】
外輪４１のエア流通部４４は、ナックル１４に設けたエア流通部５５に連通している。このエア流通部５５は、接続部材５６を介してエア配管５７に接続される。エア配管５７は、図２に示すように電磁弁６０を介して車載の圧縮エア供給源６１と負圧源６２に接続されている。電磁弁６０と圧縮エア供給源６１との間に減圧弁６３が設けられている。
【００１３】
圧縮エア供給源６１は、コンプレッサ等によって圧縮された高圧エア（例えば１２ＭＰａの空気）を蓄えるタンクである。減圧弁６３は圧縮エア供給源６１の圧力を例えば３００ｋＰａ程度に減圧する。なお、圧縮エア供給源６１は空気以外のガス（例えばＣＯ2 やＮ2 ）などを蓄えるアキュムレータであってもよい。すなわちこの明細書でいうエアは、いわゆる空気をはじめとして、空気以外の気体も含む概念である。負圧源６２は、例えばエンジンの吸気経路等に発生する大気圧以下の負圧を利用するものでよい。
【００１４】
電磁弁６０は、車載のマイクロコンピュータ等を利用したコントローラ６５によって開閉動作が制御され、後述するようにタイヤ空気圧を高めたい場合には圧縮エア供給源６１をエア配管５７に連通させ、タイヤ空気圧を下げたい場合には負圧源６２をエア配管５７に連通させる機能を有している。
【００１５】
ハブベアリング１３の内輪４０に設けたエア流通部４３は、ハブ１２に形成されたエア流通部６６に連通している。このエア流通部６６は、前記エア室２３に連通している。エア室２３のエア圧は圧力センサ６７（図２に示す）によって検出され、その検出信号がコントローラ６５に入力されるようになっている。
【００１６】
図３にホィール１０の一部を示すように、ホィール１０のディスク部（スポーク部と称されることもある）１０ｂの肉厚内部に、エア流通孔７０が形成されている。ホィール１０の一例はアルミニウム合金などの軽合金からなる鋳造等による一体成形品であり、その鋳造時にディスク部１０ｂにホィール１０の材料（例えばアルミニウム合金）よりも融点の高い金属パイプ７１をホィール１０と一体に鋳込むことにより、パイプ７１の内側にエア流通孔７０が形成されるようにしている。
【００１７】
エア流通孔７０の一端７０ａは、ホィール１０のリム部１０ａの内面側、すなわちタイヤ１７の内部空間に開口するようになっている。エア流通孔７０の他端７０ｂは、ホィール１０のディスク部１０ｂの内周部近傍の外壁面７２に開口している。
【００１８】
切換弁ユニット２２は、ホィール１０のディスク部１０ｂの内周部に固定されるハウジング８０を有している。このハウジング８０の後壁２２ａとハブ１２の端壁１２ａとの間にエア室２３が形成される。ハウジング８０の内部に切換弁８１が収容されている。この切換弁ユニット２２はハブ１２に固定されていてもよい。
【００１９】
図４等に拡大して示すように、切換弁８１は、第１の弁座８２を有するバルブボディ８３と、バルブボディ８３に収容されかつ第１の弁座８２に対して接離可能な弁体（チェックボール）８４と、第２の弁座８５を有するダイヤフラム８６と、ダイヤフラムカバー８７と、ダイヤフラム８６の第２の弁座８５を閉弁させる方向に付勢するリターンばね８８と、エア流通部８９と、大気側に開放されたエア排出部（リリースポート）９０などを備えて構成されている。エア流通部８９はホィール１０のエア流通孔７０に連通している。弁体８４やダイヤフラム８６等はホィール１０の回転中心に位置している。
【００２０】
この切換弁８１は、後述するように、圧縮エア供給源６１から供給される高圧エアをホィール１０のエア流通孔７０に供給するエア供給モードと、タイヤ内部の空気をエア排出部９０から排出する排出モードと、エアの移動を止める保持モードとに切換えることができる。この切換弁８１をはじめとして、エア流通孔７０を備えたホィール１０、エア流通部４３，４４を備えたハブベアリング１３、圧縮エア供給源６１およびコントローラ６５などは、この発明のタイヤ空気圧調整装置１を構成している。
【００２１】
次に、上記タイヤ空気圧調整装置１の作用について説明する。
図４は、タイヤ空気圧が保持されている状態、すなわち切換弁８１が保持モードにある状態を示している。この保持モードでは、タイヤ１７の内圧がエア流通孔７０とエア流通部８９を介して弁体８４に作用し、弁体８４が第１の弁座８２に押圧されるため、第１の弁座８２が閉弁している。また、リターンばね８８の反発荷重によってダイヤフラム８６の第２の弁座８５が閉弁状態に保たれる。このためタイヤの空気圧が維持される。この保持モードでは、万一エア配管５７等が破損しても、弁体８４が閉弁状態を維持できるため、タイヤ空気圧を保つことができる。
【００２２】
タイヤ空気圧を高めたい場合、コントローラ６５のスイッチを車内にて操作することにより、コントローラ６５に予め設定されている複数種類のタイヤ空気圧の中から希望の加圧側のタイヤ空気圧を選定する。この場合、コントローラ６５が送出する電気的な指令により、電磁弁６０がエア供給モードに切換わり、圧縮エア供給源６１がエア配管５７に連通する。これにより、圧縮エア供給源６１から供給される高圧エアがハブベアリング１３のエア流通部４３，４４を通り、エア室２３に送られる。
【００２３】
図５に示すようにエア室２３に供給された高圧エアは、弁体８４を押し開けながらエア流通部８９を通り、ホィール１０のエア流通孔７０を経てタイヤ１７の内部に供給され、タイヤ空気圧を高めることになる。この加圧操作は、車両を停止させることなく走行中に行なうことができる。
【００２４】
そして予め設定された空気圧に至った時点で電磁弁６０が保持モードに復帰してエア配管５７を遮断することにより、切換弁８１が元の閉弁状態、すなわち図４に示す保持モードに復帰し、エアの供給が止まる。そしてこのタイヤ空気圧以外の圧力が選択されるまでは、圧力センサが随時圧力をモニタしながらタイヤ１７の内圧を一定に保つ。
【００２５】
タイヤ空気圧を減少させたい場合は、コントローラ６５のスイッチを操作することにより、コントローラ６５に予め設定されている減圧側の希望のタイヤ空気圧を指定する。この場合、コントローラ６５が送出する電気的な指令によって、電磁弁６０が排出モードに切換わり、負圧源６２がエア配管５７に連通することにより、負圧源６２の負圧がエア室２３に作用する。この場合、切換弁８１は、図６に示す排出モードのようにダイヤフラム８６をエア室２３側に吸引するため第２の弁座８５が開弁する。
【００２６】
この排出モードにより、タイヤ１７の内部のエアがホィール１０のエア流通孔７０を経て切換弁８１の第２の弁座８５を通り、エア排出部９０から大気中に放出される。この減圧操作も、車両を停止させることなく行なうことができる。すなわち走行中に、路面状況に応じて臨機応変にタイヤ空気圧を変化させることができ、タイムロスを生じることがない。
【００２７】
そして予め設定された空気圧に至った時点で、電磁弁６０が保持モードに復帰し、エア配管５７を遮断することにより、ダイヤフラム８６がリターンばね８８の弾力によって元の状態、すなわち図４に示す保持モードに復帰してエアの放出が止まる。この場合も、他のタイヤ空気圧が選択されるまでは、圧力センサが随時圧力をモニタしながらタイヤ内圧を一定に保つ。
【００２８】
この実施形態の場合、タイヤ１７と一体に回転するホィール１０の肉厚内部にエア流通孔７０を形成し、ホィール１０に設けた切換弁８１を介してエア流通孔７０がハブベアリング１３のエア流通部４３，４４に連通するようにしている。そしてエア流通部４４がナックル１４の側部において車体側のエア配管５７に接続される。このためホィール１０の外側にエア配管等が突出しないためエア配管等が障害物に触れるおそれがなくなり、信頼性が確保される。
【００２９】
しかも前記切換弁８１は、ハブベアリング１３に設けたエア流通部４４を介して、ナックル１４の側部においてエア配管５７に接続されるため、エア配管５７が車軸部材１６やドライブシャフト２１と干渉することがない。このためナックル１４の内側に車軸部材１６が通るような駆動輪にも問題なく適用することができる。
【００３０】
なお、この発明を実施するに当たって、ホィールやその内部のエア流通孔をはじめとして、切換弁、ハブベアリング、圧縮エア供給源など、この発明を構成する各要素をそれぞれ適宜に変形して実施できることは言うまでもない。
【００３１】
【発明の効果】
請求項１に記載した本発明のタイヤ空気圧調整装置によれば、路面状況などに応じてタイヤ空気圧を適正な値に速やかに調整することができ、タイムロスをなくすことができる。本発明のタイヤ空気圧調整装置は、エア流通孔をホィールの肉厚内部に形成しているため、エア配管等がホィール外部に突出することがなく信頼性が高いものである。そしてハブベアリングに形成したエア流通部を介して車体側のエア配管に接続されるため、駆動輪のようにナックルの中心部に車軸部材が通るものにおいて車軸部材とエア配管との干渉を避けることができ、駆動輪にも問題なく適用することができる。
【図面の簡単な説明】
【図１】 本発明の一実施形態を示すタイヤ空気圧調整装置を備えた車両の一部の断面図。
【図２】 図１に示されたタイヤ空気圧調整装置の圧縮エア供給源やエア配管等を示す概略図。
【図３】 図１に示されたタイヤ空気圧調整装置に用いるホィールの一部の断面図。
【図４】 図１に示されたタイヤ空気圧調整装置の切換弁の保持モードを拡大して示す断面図。
【図５】 図１に示されたタイヤ空気圧調整装置の切換弁のエア供給モードを拡大して示す断面図。
【図６】 図１に示されたタイヤ空気圧調整装置の切換弁の排出モードを拡大して示す断面図。
【符号の説明】
１…タイヤ空気圧調整装置
１０…ホィール
１３…ハブベアリング
１６…車軸部材
１７…タイヤ
４３，４４…エア流通部
５７…エア配管
６１…圧縮エア供給源
６２…負圧源
７０…エア流通孔
８１…切換弁[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a tire pressure adjusting device installed in a vehicle such as an automobile.
[0002]
[Prior art]
For example, when driving in an area where the road surface condition changes every moment, such as an automobile cross-country rally, in order to maximize the tire performance, it is necessary to appropriately adjust the tire pressure according to the road surface condition. For example, it is desired to ensure traction performance by relatively low air pressure when traveling on dunes, and to improve turning performance or puncture resistance by high air pressure when traveling hard gravel hardened.
[0003]
Conventionally, when it is necessary to adjust the tire pressure as described above, the vehicle is stopped each time, and the occupant gets out of the vehicle and exhausts a part of the air from the tire, or the high pressure air cylinder is used to blow the air into the tire. We were doing work such as supplying to.
[0004]
[Problems to be solved by the invention]
For this reason, conventionally, adjustment of tire air pressure is troublesome, which not only leads to a large time loss, but it may be difficult to adjust to the optimum air pressure. However, if the air pressure adjustment is neglected, the vehicle cannot travel at an appropriate air pressure, causing trouble.
[0005]
As in the conventional example described in Japanese Patent No. 2540745, a switching valve is provided in the center of the hub, the switching valve and the tire are connected by an air pipe, and the compression supplied from the on-board compressed air supply source is provided. There has also been proposed a system in which tire air pressure can be adjusted during traveling by guiding air to the tire via a switching valve. However, in this conventional example, the air pipe is exposed to the outside along the outer surface of the wheel, and the air pipe rotates integrally with the wheel. May occur. Moreover, in this conventional example, since the air passage passing through the center of the knuckle is connected to the air pipe on the vehicle body side (fixed side) on the back side of the knuckle, the axle member does not pass through the center portion of the knuckle like a drive wheel. Since the air pipe interferes with the axle member and the drive shaft, it is difficult to apply to the drive wheel.
[0006]
Accordingly, an object of the present invention is to provide a tire air pressure adjusting device that can quickly adjust a tire air pressure to a desired pressure as required while the vehicle is running.
[0007]
[Means for Solving the Problems]
The present invention for achieving the above object is constructed as described in claim 1, and the air flow hole is formed by integrally casting a pipe made of a metal having a melting point higher than that of the metal material of the wheel with the disk portion of the wheel. Is formed on the inner side of the pipe, one end of the air circulation hole is opened in the inner space of the tire on the inner surface side of the rim portion of the wheel, and the other end of the air circulation hole is opened in the outer wall surface of the disk portion of the wheel. To do. If you want to increase the tire pressure, set the switching valve to the air supply mode, and send the high-pressure air sent from the compressed air supply source to the air circulation hole in the wheel via the air circulation part of the hub bearing, the air circulation part of the hub, the switching valve, etc. By sending, compressed air is supplied to the inside of the tire. When it is desired to reduce the tire air pressure, the air inside the tire is released into the atmosphere through the air circulation hole of the wheel by switching the switching valve to the discharge mode.
[0008]
As a means for forming an air circulation hole in the wheel, for example, by casting a pipe made of a metal having a melting point higher than that of the metal material of the wheel (for example, an aluminum alloy) at the time of casting the wheel, An air circulation hole can be formed on the surface.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
An embodiment of the present invention will be described below with reference to a tire air pressure adjusting device 1 shown in the drawings.
FIG. 1 shows a wheel support portion 11 for rotatably supporting a wheel 10 of a vehicle such as an automobile. The wheel support portion 11 includes a hub 12 for attaching the wheel 10, a knuckle 14 for rotatably supporting the hub 12 by a hub bearing 13 for supporting the hub 12, and an axle member inserted into the spline hole 15 of the hub 12. (Axle shaft) 16 is provided. A tire 17 is mounted on the rim portion 10 a of the wheel 10. A drive shaft 21 is connected to the axle member 16 via a universal joint 20. A switching valve unit 22 to be described later is provided at the center of rotation of the wheel 10. An air chamber 23 is formed between the rear wall 22 a of the switching valve unit 22 and the end wall 12 a of the hub 12.
[0010]
The hub 12 and the axle member 16 are fixed by bolts 24 in a spline-fitted state. The rotational force of the engine is transmitted to the axle member 16 via the drive shaft 21 and the universal joint 20, and the hub 12 rotates as the axle member 16 rotates. The hub 12 is provided with a hub bolt 30 and a rotor mounting member 31. A brake rotor 32 constituting a part of the disc brake is fixed to the rotor mounting member 31. The wheel 10 is fastened to the hub 12 by a nut 33 that is screwed onto the hub bolt 30. The knuckle (hub carrier) 14 is provided with an upper ball joint 34, a lower ball joint 35, and the like.
[0011]
The hub bearing 13 includes an inner ring 40, an outer ring 41, a rolling member 42 such as a ball, and the like. Air circulation portions 43 and 44 are formed in the inner ring 40 and the outer ring 41, respectively. The air circulation portions 43 and 44 are opened to the inner peripheral surface and the outer peripheral surface of the hub bearing 13, respectively, and communicate the inner peripheral side and the outer peripheral side of the hub bearing 13. Sealing members 45 and 46 are provided between the inner ring 40 and the outer ring 41 to keep the air circulation portions 43 and 44 airtight and allow relative rotation between the inner ring 40 and the outer ring 41. Sealing materials 47 and 48 for maintaining airtightness are also provided on the inner peripheral side of the inner ring 40 and the outer peripheral side of the outer ring 41.
[0012]
The air circulation part 44 of the outer ring 41 communicates with an air circulation part 55 provided in the knuckle 14. The air circulation part 55 is connected to an air pipe 57 via a connection member 56. As shown in FIG. 2, the air pipe 57 is connected to a vehicle-mounted compressed air supply source 61 and a negative pressure source 62 via a solenoid valve 60. A pressure reducing valve 63 is provided between the electromagnetic valve 60 and the compressed air supply source 61.
[0013]
The compressed air supply source 61 is a tank that stores high-pressure air (for example, 12 MPa air) compressed by a compressor or the like. The pressure reducing valve 63 reduces the pressure of the compressed air supply source 61 to about 300 kPa, for example. The compressed air supply source 61 may be an accumulator that stores gas other than air (for example, CO 2 or N 2 ). That is, the air referred to in this specification is a concept including so-called air and gas other than air. The negative pressure source 62 may use, for example, a negative pressure less than the atmospheric pressure generated in the intake path of the engine.
[0014]
The solenoid valve 60 is controlled in its opening / closing operation by a controller 65 using a vehicle-mounted microcomputer or the like. When the tire air pressure is to be increased as will be described later, the compressed air supply source 61 is connected to the air pipe 57 to increase the tire air pressure. When it is desired to lower it, it has a function of communicating the negative pressure source 62 with the air pipe 57.
[0015]
The air circulation part 43 provided in the inner ring 40 of the hub bearing 13 communicates with the air circulation part 66 formed in the hub 12. The air circulation part 66 communicates with the air chamber 23. The air pressure in the air chamber 23 is detected by a pressure sensor 67 (shown in FIG. 2), and the detection signal is input to the controller 65.
[0016]
As shown in a part of the wheel 10 in FIG. 3, an air circulation hole 70 is formed in the wall thickness of a disk portion (sometimes referred to as a spoke portion) 10 b of the wheel 10. An example of the wheel 10 is an integrally formed product by casting or the like made of a light alloy such as an aluminum alloy. At the time of casting, a metal pipe 71 having a melting point higher than that of the material of the wheel 10 (for example, an aluminum alloy) is attached to the wheel 10 and the wheel 10. The air circulation hole 70 is formed inside the pipe 71 by casting integrally.
[0017]
One end 70 a of the air circulation hole 70 opens to the inner surface side of the rim portion 10 a of the wheel 10, that is, the internal space of the tire 17. The other end 70 b of the air circulation hole 70 is open to the outer wall surface 72 in the vicinity of the inner peripheral portion of the disk portion 10 b of the wheel 10.
[0018]
The switching valve unit 22 has a housing 80 that is fixed to the inner peripheral portion of the disk portion 10 b of the wheel 10. An air chamber 23 is formed between the rear wall 22 a of the housing 80 and the end wall 12 a of the hub 12. A switching valve 81 is accommodated in the housing 80. The switching valve unit 22 may be fixed to the hub 12.
[0019]
As shown in an enlarged view in FIG. 4 and the like, the switching valve 81 includes a valve body 83 having a first valve seat 82, and a valve that is housed in the valve body 83 and that can contact and separate from the first valve seat 82. A body (check ball) 84, a diaphragm 86 having a second valve seat 85, a diaphragm cover 87, a return spring 88 biased in a direction to close the second valve seat 85 of the diaphragm 86, and air flow And an air discharge part (release port) 90 opened to the atmosphere side. The air circulation part 89 communicates with the air circulation hole 70 of the wheel 10. The valve body 84, the diaphragm 86, and the like are located at the center of rotation of the wheel 10.
[0020]
As will be described later, the switching valve 81 discharges air inside the tire from the air discharge unit 90 and an air supply mode in which high-pressure air supplied from the compressed air supply source 61 is supplied to the air circulation hole 70 of the wheel 10. It is possible to switch between a discharge mode and a holding mode that stops air movement. The wheel 10 including the air circulation hole 70, the hub bearing 13 including the air circulation portions 43 and 44, the compressed air supply source 61, the controller 65, and the like including the switching valve 81 are included in the tire pressure adjusting device 1 of the present invention. Is configured.
[0021]
Next, the operation of the tire pressure adjusting device 1 will be described.
FIG. 4 shows a state where the tire air pressure is held, that is, a state where the switching valve 81 is in the holding mode. In this holding mode, the internal pressure of the tire 17 acts on the valve body 84 via the air circulation hole 70 and the air circulation portion 89, and the valve body 84 is pressed against the first valve seat 82. 82 is closed. Further, the second valve seat 85 of the diaphragm 86 is kept in the closed state by the repulsive load of the return spring 88. For this reason, the tire air pressure is maintained. In this holding mode, even if the air pipe 57 or the like is damaged, the valve body 84 can be kept closed, so that the tire air pressure can be maintained.
[0022]
When it is desired to increase the tire air pressure, a desired pressure-side tire air pressure is selected from a plurality of types of tire air pressures preset in the controller 65 by operating a switch of the controller 65 in the vehicle. In this case, the electromagnetic valve 60 is switched to the air supply mode by an electrical command sent from the controller 65, and the compressed air supply source 61 communicates with the air pipe 57. Thereby, the high-pressure air supplied from the compressed air supply source 61 passes through the air circulation portions 43 and 44 of the hub bearing 13 and is sent to the air chamber 23.
[0023]
As shown in FIG. 5, the high-pressure air supplied to the air chamber 23 passes through the air circulation portion 89 while pushing the valve body 84 open, and is supplied to the inside of the tire 17 through the air circulation hole 70 of the wheel 10. Will increase. This pressurizing operation can be performed during traveling without stopping the vehicle.
[0024]
When the preset air pressure is reached, the solenoid valve 60 returns to the holding mode and shuts off the air pipe 57, whereby the switching valve 81 returns to the original closed state, that is, the holding mode shown in FIG. The air supply stops. Until the pressure other than the tire pressure is selected, the pressure sensor keeps the internal pressure of the tire 17 constant while monitoring the pressure as needed.
[0025]
When it is desired to decrease the tire pressure, a desired tire pressure on the decompression side preset in the controller 65 is designated by operating a switch of the controller 65. In this case, the electromagnetic valve 60 is switched to the discharge mode by an electrical command sent by the controller 65, and the negative pressure source 62 communicates with the air pipe 57, whereby the negative pressure of the negative pressure source 62 is transferred to the air chamber 23. Works. In this case, the second valve seat 85 is opened in the switching valve 81 in order to suck the diaphragm 86 toward the air chamber 23 as in the discharge mode shown in FIG.
[0026]
With this discharge mode, the air inside the tire 17 passes through the air circulation hole 70 of the wheel 10, passes through the second valve seat 85 of the switching valve 81, and is discharged from the air discharge unit 90 to the atmosphere. This decompression operation can also be performed without stopping the vehicle. That is, the tire pressure can be changed flexibly according to the road surface condition during traveling, and no time loss occurs.
[0027]
When the preset air pressure is reached, the solenoid valve 60 returns to the holding mode and shuts off the air pipe 57, whereby the diaphragm 86 is returned to its original state by the elasticity of the return spring 88, that is, the holding shown in FIG. Returning to the mode stops air release. Also in this case, the tire pressure is kept constant while the pressure sensor monitors the pressure as needed until another tire pressure is selected.
[0028]
In the case of this embodiment, an air circulation hole 70 is formed in the wall thickness of the wheel 10 that rotates integrally with the tire 17, and the air circulation hole 70 flows through the switching valve 81 provided in the wheel 10. The parts 43 and 44 communicate with each other. The air circulation part 44 is connected to the air pipe 57 on the vehicle body side at the side part of the knuckle 14. For this reason, since air piping etc. do not protrude outside wheel 10, there is no possibility that air piping etc. touch an obstacle, and reliability is secured.
[0029]
Moreover, since the switching valve 81 is connected to the air pipe 57 at the side of the knuckle 14 via the air circulation part 44 provided in the hub bearing 13, the air pipe 57 interferes with the axle member 16 and the drive shaft 21. There is nothing. Therefore, the present invention can be applied to a drive wheel in which the axle member 16 passes inside the knuckle 14 without any problem.
[0030]
It should be noted that, in carrying out the present invention, the elements constituting the present invention such as a wheel, an air flow hole inside the wheel, a switching valve, a hub bearing, and a compressed air supply source can be appropriately modified and implemented. Needless to say.
[0031]
【The invention's effect】
According to the tire air pressure adjusting device of the present invention as set forth in claim 1, the tire air pressure can be quickly adjusted to an appropriate value according to the road surface condition and the time loss can be eliminated. In the tire air pressure adjusting device of the present invention, the air circulation hole is formed in the wall thickness of the wheel, so that the air piping or the like does not protrude outside the wheel and has high reliability. And, since it is connected to the air piping on the vehicle body side through the air circulation part formed in the hub bearing, avoid interference between the axle member and the air piping when the axle member passes through the center of the knuckle like a driving wheel. And can be applied to drive wheels without any problem.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view of a part of a vehicle provided with a tire air pressure adjusting device according to an embodiment of the present invention.
FIG. 2 is a schematic view showing a compressed air supply source, air piping, and the like of the tire air pressure adjusting device shown in FIG. 1;
FIG. 3 is a cross-sectional view of a part of a wheel used in the tire pressure adjusting device shown in FIG. 1;
4 is an enlarged cross-sectional view showing a holding mode of a switching valve of the tire air pressure adjusting device shown in FIG. 1;
FIG. 5 is an enlarged cross-sectional view showing an air supply mode of a switching valve of the tire air pressure adjusting device shown in FIG. 1;
6 is an enlarged cross-sectional view showing a discharge mode of a switching valve of the tire air pressure adjusting device shown in FIG. 1. FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Tire pressure adjusting device 10 ... Wheel 13 ... Hub bearing 16 ... Axle member 17 ... Tire 43, 44 ... Air distribution part 57 ... Air piping 61 ... Compressed air supply source 62 ... Negative pressure source 70 ... Air distribution hole 81 ... Switching valve

Claims (1)

圧縮エア供給源と、
ハブを支持するハブベアリングに形成されたエア流通部と、
前記ハブベアリングの前記エア流通部と前記圧縮エア供給源とをつなぐエア配管と、
ホィールの肉厚内部に形成され一端側がタイヤ内部に開口するエア流通孔と、
前記ハブに形成されかつ前記ホィールのエア流通孔の他端側と前記ハブベアリングのエア流通部とに連通可能なエア流通部と、
前記ハブに形成された前記エア流通部と前記ホィールのエア流通孔との間に設けられかつ前記圧縮エア供給源から送られる圧縮エアを前記ホィールのエア流通孔に供給するエア供給モードとタイヤ内部のエアを排出する排出モードとに切換可能な切換弁と、
を具備し、かつ、
前記エア流通孔は、前記ホィールの金属材料よりも融点の高い金属からなるパイプを該ホィールのディスク部と一体に鋳込むことにより前記パイプの内側に形成され、該エア流通孔の一端が前記ホィールのリム部の内面側において前記タイヤの内部空間に開口し、該エア流通孔の他端が前記ホィールのディスク部の外壁面に開口することを特徴とするタイヤ空気圧調整装置。A compressed air source;
An air circulation part formed in a hub bearing for supporting the hub;
An air pipe connecting the air circulation part of the hub bearing and the compressed air supply source;
An air circulation hole formed in the wall thickness of the wheel and having one end opened inside the tire;
An air circulation portion formed in the hub and capable of communicating with the other end side of the air circulation hole of the wheel and the air circulation portion of the hub bearing;
An air supply mode provided between the air circulation portion formed in the hub and the air circulation hole of the wheel and supplying compressed air sent from the compressed air supply source to the air circulation hole of the wheel and the inside of the tire A switching valve which can be switched to a discharge mode for discharging the air,
Equipped with, and,
The air circulation hole is formed inside the pipe by casting a pipe made of a metal having a melting point higher than that of the metal material of the wheel integrally with the disk portion of the wheel, and one end of the air circulation hole is formed on the wheel. A tire air pressure adjusting device having an opening in the inner space of the tire on the inner surface side of the rim portion, and the other end of the air circulation hole opening in an outer wall surface of the disc portion of the wheel .
JP06460799A 1999-03-11 1999-03-11 Tire pressure adjusting device Expired - Fee Related JP3807140B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP06460799A JP3807140B2 (en) 1999-03-11 1999-03-11 Tire pressure adjusting device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP06460799A JP3807140B2 (en) 1999-03-11 1999-03-11 Tire pressure adjusting device

Publications (2)

Publication Number Publication Date
JP2000255228A JP2000255228A (en) 2000-09-19
JP3807140B2 true JP3807140B2 (en) 2006-08-09

Family

ID=13263130

Family Applications (1)

Application Number Title Priority Date Filing Date
JP06460799A Expired - Fee Related JP3807140B2 (en) 1999-03-11 1999-03-11 Tire pressure adjusting device

Country Status (1)

Country Link
JP (1) JP3807140B2 (en)

Families Citing this family (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005324575A (en) 2004-05-12 2005-11-24 Denso Corp Vehicular attitude controlling device
JP4432788B2 (en) * 2005-01-31 2010-03-17 横浜ゴム株式会社 Pressure regulator
JP4626765B2 (en) 2005-12-28 2011-02-09 トヨタ自動車株式会社 Tire pressure generator
DE102006021712B4 (en) * 2006-05-10 2012-10-04 Klaus Müller reinflator
DE102007053260B4 (en) 2006-05-10 2013-08-14 Klaus Müller Tire inflator and method of regulating tire pressure
AT506034B1 (en) 2007-11-08 2009-10-15 Mueller Klaus TIRE FILLING DEVICE AND METHOD FOR REGULATING TIRE PRESSURE
DE102009011236A1 (en) 2009-03-02 2010-09-09 Müller, Klaus Method for tire pressure regulation and tire pressure regulating system
CN102019820B (en) * 2009-09-22 2014-04-09 中国北方车辆研究所 Gas circuit structure for central gas charging and discharging system
US8931534B2 (en) 2010-03-10 2015-01-13 Accuride Corporation Vehicle wheel assemblies and valves for use with a central tire inflation system
JP5828274B2 (en) * 2011-07-06 2015-12-02 株式会社ジェイテクト Rolling bearing
US9446638B2 (en) * 2012-02-21 2016-09-20 The Yokohama Rubber Co., Ltd. Wheel and air pressure adjusting device
DE112013001063B4 (en) * 2012-02-21 2020-01-23 The Yokohama Rubber Co., Ltd. Vehicle hub unit and air pressure adjustment device
CN103818200A (en) * 2014-03-03 2014-05-28 苏州巴吉赛车科技有限公司 Wheel hub component with air inflation function
DE102014007281A1 (en) 2014-05-20 2015-11-26 Erich Schürmann Tire pressure adjustment system for single-channel rotary joints
KR101568778B1 (en) 2014-09-24 2015-11-12 주식회사 신승정밀공업사 Apparatus for making air path on vehicle without air path hub, vehicle with the same and the method using the same
GB2534845B (en) * 2015-01-28 2018-11-14 Jaguar Land Rover Ltd Vehicle wheel assembly
CN105437879B (en) * 2015-07-19 2018-07-13 泰州市康驰汽车配件有限公司 A kind of wheel hub having charging-discharging function
CN106827979A (en) * 2016-12-30 2017-06-13 北奔重型汽车集团有限公司 A kind of tire inflation/deflation structure of vehicle
WO2018136513A1 (en) * 2017-01-17 2018-07-26 Dana Automotive Systems Group, Llc Ported wheel hub assembly and the tire inflation system made therewith
IT201700085893A1 (en) * 2017-07-27 2019-01-27 Trelleborg Wheel Sys Italia Spa Rotating manifold and tire pressure adjustment system.
CN110154653B (en) * 2019-05-31 2024-02-06 吉林大学 Automatic inflation and deflation device for vehicle tires and control method thereof
AT524433B1 (en) 2021-08-24 2022-06-15 Wagner Gerold Tire pressure control system pneumatic valve, tire pressure control system, and method of controlling the tire pressure control system

Also Published As

Publication number Publication date
JP2000255228A (en) 2000-09-19

Similar Documents

Publication Publication Date Title
JP3807140B2 (en) Tire pressure adjusting device
US7392695B2 (en) Wheel assembly, wheel and wheel condition determining apparatus
US6994136B2 (en) Wheel end tire air pump
JP2731910B2 (en) Automatic tire inflation / contraction device
US4804027A (en) Axle and wheel assembly
US8435012B2 (en) Wheel-mounted air compressor and methods of use
US6363985B1 (en) Rotary air coupling for tire inflation system
US6182727B1 (en) Rotary air coupling for tire inflation system
US6264286B1 (en) Control module for a brake system for a semi-trailer
US4896749A (en) Emergency vehicle braking system and method for using same
JP4239891B2 (en) Tire pressure adjusting device for vehicle
JP2002087029A (en) Gas supply device for tire internal pressure filling, wheel rim for tire, vehicular hub, vehicle, and gas filling method for pneumatic tire
JP2002103935A (en) Air filling or air releasing device for tire
JP2002211370A (en) Erroneous start prevention system of trailer
CN215435869U (en) Tire inflation and deflation system and vehicle
JP2940105B2 (en) Automotive wheel rotation support device
JP3573965B2 (en) Drain cock device
JP2895383B2 (en) Height adjustment device for air suspension vehicles
KR100412263B1 (en) apparatus for cooling a wheel cylinder of a brake for automobiles
JP2001055025A (en) Automotive tire inflation system
KR20000000499U (en) Tire pressure control device
JPH0635847Y2 (en) Brake piping system for vehicles
JP2954496B2 (en) Method and apparatus for preventing freezing of exhaust port in air over hydraulic booster
KR19990000494U (en) Tire pressure regulator
JPH1178823A (en) Proportioning valve

Legal Events

Date Code Title Description
A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20050920

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20060110

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20060215

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20060425

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20060508

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

S531 Written request for registration of change of domicile

Free format text: JAPANESE INTERMEDIATE CODE: R313531

R350 Written notification of registration of transfer

Free format text: JAPANESE INTERMEDIATE CODE: R350

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20100526

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20100526

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20110526

Year of fee payment: 5

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20110526

Year of fee payment: 5

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120526

Year of fee payment: 6

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20130526

Year of fee payment: 7

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20140526

Year of fee payment: 8

LAPS Cancellation because of no payment of annual fees