JPH01109109A - Tire pressure regulator - Google Patents
Tire pressure regulatorInfo
- Publication number
- JPH01109109A JPH01109109A JP62266557A JP26655787A JPH01109109A JP H01109109 A JPH01109109 A JP H01109109A JP 62266557 A JP62266557 A JP 62266557A JP 26655787 A JP26655787 A JP 26655787A JP H01109109 A JPH01109109 A JP H01109109A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- tire
- valve
- port
- passage
- 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.)
- Granted
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 36
- 238000004891 communication Methods 0.000 claims description 16
- 238000007599 discharging Methods 0.000 abstract 1
- 230000001105 regulatory effect Effects 0.000 description 13
- 230000007935 neutral effect Effects 0.000 description 11
- 238000013459 approach Methods 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000000903 blocking effect Effects 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000003584 silencer Effects 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
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
-
- 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)
- Control Of Fluid Pressure (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は車両用タイヤの空気圧を調整する装置に関する
。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a device for adjusting the air pressure of a vehicle tire.
従来タイヤ圧調整装置として、車輪に配設され、例えば
運転者が運転席に設けられたスイッチを扱作してタイヤ
の空気圧を変更させるものが知られている。このような
タイヤ圧調整装置は、圧力源とタイヤを連結する通路の
途中に設けられ、例えば、ダイヤフラムに固定された弁
体の開閉動作によりタイヤ圧調整し、弁体の開度は例え
ばこの弁体に形成された絞りの前後に発生する圧力差に
より定まるようになっている。2. Description of the Related Art Conventionally known tire pressure adjusting devices are devices that are disposed on wheels and that allow a driver to change the tire air pressure by operating a switch provided at the driver's seat, for example. Such a tire pressure adjustment device is installed in the middle of a passage connecting a pressure source and a tire, and adjusts the tire pressure by, for example, opening and closing a valve body fixed to a diaphragm. It is determined by the pressure difference that occurs before and after a restriction formed in the body.
ところが、このように圧力源とタイヤの間の流路の途中
に絞りが設けられる構造の場合、この絞りのために空気
の流動が妨げられ、タイヤ圧の調整に要する時間が長い
という問題を有する。However, in the case of a structure in which a restriction is provided in the middle of the flow path between the pressure source and the tire, this restriction obstructs the flow of air and has the problem that it takes a long time to adjust the tire pressure. .
本発明は、タイヤの空気圧の調整を短時間で行なうこと
のできるタイヤ圧調整装置を得ることを目的としてなさ
れたものである。The present invention has been made for the purpose of providing a tire pressure adjustment device that can adjust tire air pressure in a short time.
本発明に係るタイヤ圧調整装置は、所定の圧力を発生す
る圧力機構と、この圧力機構とタイヤの間に設けられる
ハウジングと、このハウジング内に設けられる第１およ
び第２弁機構とを備える。A tire pressure adjustment device according to the present invention includes a pressure mechanism that generates a predetermined pressure, a housing provided between the pressure mechanism and the tire, and first and second valve mechanisms provided within the housing.
ハウジングは、圧力機構に連結される第１ポートと、タ
イヤに連結される第２ポートと、これらの第１および第
２ポートに連通可能な通路とを有する。The housing has a first port coupled to the pressure mechanism, a second port coupled to the tire, and a passageway communicating with the first and second ports.
第１弁機構は、第１ポートと通路の間を連通遮断し、第
１ポートの圧力が所定値以上の時開弁する。第２弁機構
は、第２ポートと通路の間を連通遮断し、第１弁機構が
開弁じている時、第１および第２ポートの圧力差が所定
値以上の時開弁する。The first valve mechanism blocks communication between the first port and the passage, and opens when the pressure of the first port is equal to or higher than a predetermined value. The second valve mechanism blocks communication between the second port and the passage, and opens when the first valve mechanism is open and the pressure difference between the first and second ports is equal to or greater than a predetermined value.
以下図示実施例により本発明を説明する。 The present invention will be explained below with reference to illustrated embodiments.
第２図は、本発明の一実施例に係るタイヤ圧調整装置を
適用した車輪を示す。FIG. 2 shows a wheel to which a tire pressure adjustment device according to an embodiment of the present invention is applied.
この図において、タイヤ１０１の支持板１０２は、図示
しないボルトによりアクスルシャフト２０１に連結され
る。ベアリングケース２０２は、キャリヤ２０３の円筒
部２０４に嵌着され、これによりキャリヤ２０３に一体
的に固定される。ベアリングケース２０２内にはベアリ
ング２０５が収容され、アクスルシャフト２０１はベア
リング２０５により回転自在に支持される。ベアリング
２０５の外輪は、ベアリングケース２０２とキャリヤの
円筒部２０４の端面とにより支持され、ベアリング２０
５の内輪は、アクスルシャフト２０１とこのアクスルシ
ャフトの先端に螺着されたナツト２０６とにより支持さ
れる。キャリヤ２０３、ベアリング２０５、アクスルシ
ャフト２０１およびナツト２０６により環状室２０８が
形成される。耐圧回転軸シール２０７は、ベアリングケ
ース２０２とアクスルシャフト２０１の間に設けられ、
環状室２０８を外部に対してシールする。またＯ ＩＪ
ソング０９はベアリングケース２０２とキャリヤの円筒
部２０４との間に設けられて環状室２０８を外部に対し
てシールする。In this figure, a support plate 102 of a tire 101 is connected to an axle shaft 201 by a bolt (not shown). The bearing case 202 is fitted into the cylindrical portion 204 of the carrier 203 and is thereby integrally fixed to the carrier 203. A bearing 205 is housed in the bearing case 202, and the axle shaft 201 is rotatably supported by the bearing 205. The outer ring of the bearing 205 is supported by the bearing case 202 and the end surface of the cylindrical portion 204 of the carrier.
The inner ring of No. 5 is supported by an axle shaft 201 and a nut 206 screwed onto the tip of the axle shaft. An annular chamber 208 is formed by the carrier 203, the bearing 205, the axle shaft 201 and the nut 206. A pressure-resistant rotary shaft seal 207 is provided between the bearing case 202 and the axle shaft 201,
The annular chamber 208 is sealed to the outside. Also O IJ
A song 09 is provided between the bearing case 202 and the cylindrical part 204 of the carrier to seal the annular chamber 208 to the outside.
タイヤ圧調整弁３００は、圧力機構３５０の発生する圧
力をタイヤ１０１内に導き、あるいはタイヤ１０１内の
空気圧を圧力機構３５０を介して外部へ解放することに
より、タイヤ１０１の空気圧を調整するものである。圧
力機構３５０は制御ライン３５１を介してキャリヤ２０
３に連結され、キャリヤ２０３に穿設された孔２１１を
介して環状室２０８に連通ずる。The tire pressure adjustment valve 300 adjusts the air pressure of the tire 101 by guiding the pressure generated by the pressure mechanism 350 into the tire 101 or by releasing the air pressure inside the tire 101 to the outside via the pressure mechanism 350. be. The pressure mechanism 350 is connected to the carrier 20 via a control line 351.
3 and communicates with the annular chamber 208 via a hole 211 drilled in the carrier 203.
タイヤ圧調整弁３００は、アクスルシャフト２０１の外
側端面の中央部に形成された凹部２１２に取付けられ、
耐圧チューブ３０１により、アクスルシャフト２０１に
穿設された通路２１３に連結される。通路２１３は環状
室２０８に連通し、したがって圧力機構３５０の圧力は
、制御ライン３５１、孔２１１、環状室２０８、通路２
１３、および耐圧チューブ３０１を介してタイヤ圧調整
弁３００に導かれる。タイヤ圧調整弁３００は耐圧チュ
ーブ３０２を介してタイヤ１０１に連結される。The tire pressure regulating valve 300 is attached to a recess 212 formed in the center of the outer end surface of the axle shaft 201.
The pressure tube 301 is connected to a passage 213 bored in the axle shaft 201 . Passage 213 communicates with annular chamber 208 and therefore the pressure of pressure mechanism 350 is transferred to control line 351, hole 211, annular chamber 208, passage 2
13 and is led to the tire pressure regulating valve 300 via a pressure tube 301. The tire pressure regulating valve 300 is connected to the tire 101 via a pressure tube 302.
圧力機構３５０は、コンプレッサ３５２によりフィルタ
３５３を介して空気を取込んで加圧し、この高圧空気を
空気ボンベ３５４に蓄圧するとともに圧力制御弁３５５
によりタイヤ圧調整弁３００に供給するように構成され
ている。すなわち圧力制御弁３５５は圧力ライン３５６
を介してコンプレッサ３５２および空気ボンベ３５４に
接続され、制御ライン３５１を介してタイヤ圧調整弁３
００に接続される。制御ライン３５１の途中には解放ラ
イン３５７が連結され、この解放ライン３５７には圧力
放出弁３５８が接続される。圧力制御弁３５５および圧
力放出弁３５８は、マイクロコンピュータを備えた電子
制御部（ＥＣＩＩ）３７０により切換制御される。The pressure mechanism 350 takes in air through a filter 353 with a compressor 352 and pressurizes it, accumulates this high pressure air in an air cylinder 354, and operates a pressure control valve 355.
It is configured to supply the tire pressure regulating valve 300 with the tire pressure regulating valve 300. That is, the pressure control valve 355 is connected to the pressure line 356.
is connected to a compressor 352 and an air cylinder 354 via a control line 351, and a tire pressure regulating valve 3 is connected via a control line 351.
Connected to 00. A release line 357 is connected to the middle of the control line 351, and a pressure release valve 358 is connected to the release line 357. The pressure control valve 355 and the pressure release valve 358 are switched and controlled by an electronic control unit (ECII) 370 equipped with a microcomputer.
圧力制御弁３５５は、非作動時、図示された中立位置に
あり、圧力ライン３５６と制御ライン３５１ とを遮断
する。圧力制御弁３５５は、図の左方へ切換えられる第
１の位置にある時、圧力ライン３５６と制御ライン３５
１ とを連通させ、これにより高圧空気がタイヤ圧調整
弁３００を通ってタイヤ１０１に供給される。また圧力
制御弁３５５は、図の右方へ切換えられて第２の位置に
ある時、制御ライン３５１を消音器３６１を介して大気
へ連通させる。When inactive, pressure control valve 355 is in the neutral position shown, blocking pressure line 356 and control line 351 . When the pressure control valve 355 is in a first position switched to the left in the figure, the pressure line 356 and the control line 35 are connected to each other.
1 , thereby supplying high pressure air to the tire 101 through the tire pressure regulating valve 300 . The pressure control valve 355 also connects the control line 351 to the atmosphere through the silencer 361 when the pressure control valve 355 is switched to the right in the figure and is in the second position.
圧力放出弁３５８は、非作動時、図示された第１の位置
にあり、解放ライン３５７を消音器３６２を介して大気
へ連通させる。圧力放出弁３５８は、図の右方へ切換え
られて第２の位置にある時、解放ライン３５７を大気か
ら遮断する。Pressure release valve 358 , when inactive, is in the first position shown, communicating release line 357 to atmosphere through silencer 362 . Pressure release valve 358 isolates release line 357 from the atmosphere when switched to the right in the figure and in a second position.
制御ライン３５１の途中であって、解放ライン３５７と
の接続部分と車輪との間には、圧力センサ３６５と流量
センサ３６６が設けられる。これらのセンサ３６５．３
６６はＥＣＵ３７０ ニ接続される。またＥＣ［ｌ３７
０には、車速センサ３６７と、車両の重量分布を検出す
る荷重センサ３６８と、路面杖態を感知する路面センサ
３６９とが接続される。 ＥＣＵ３７０は、後述するよ
うに、圧力センサ３６５、流量センサ３６６、車速セン
サ３６７、荷重センサ３６８および路面センサ３６９の
出力信号に応じて圧力制御弁３５５および圧力放出弁３
５８を切換制御する。A pressure sensor 365 and a flow rate sensor 366 are provided in the middle of the control line 351 between the connection part with the release line 357 and the wheels. These sensors 365.3
66 is connected to the ECU 370. Also, EC[l37
A vehicle speed sensor 367, a load sensor 368 that detects the weight distribution of the vehicle, and a road surface sensor 369 that detects the road surface condition are connected to the vehicle 0. ECU 370 operates pressure control valve 355 and pressure release valve 3 according to output signals from pressure sensor 365, flow rate sensor 366, vehicle speed sensor 367, load sensor 368, and road surface sensor 369, as described later.
58 is switched and controlled.
第１図はタイヤ圧調整弁３００の構造を示す。FIG. 1 shows the structure of a tire pressure regulating valve 300.
ハウジング３１０には、第１ポート３１１と第２ポー）
３１２が形成される。第１ポート３１１には、耐圧チュ
ーブ３０１のコネクタ３０３（第２図）が連結され、ま
た第２ポート３１２には、耐圧チューブ３０２のコネク
タ３０４（第２図）が連結される。すなわち、第１ポー
）３１１は圧力機構３５０に連結され、第２ポート３１
２はタイヤ１０１に連結される。The housing 310 has a first port 311 and a second port)
312 is formed. The connector 303 (FIG. 2) of the pressure tube 301 is connected to the first port 311, and the connector 304 (FIG. 2) of the pressure tube 302 is connected to the second port 312. That is, the first port 311 is connected to the pressure mechanism 350, and the second port 31
2 is connected to the tire 101.
ハウジング３１０には、第１および第２ボー）３１１゜
３１２に連通可能な通路３１３が形成される。この通路
３１３は、第１および第２弁機構３３０．３４０により
開閉される。A passage 313 is formed in the housing 310 and can communicate with the first and second bows 311 and 312. This passage 313 is opened and closed by first and second valve mechanisms 330 and 340.
第１弁機構３３０は、ハウジング３１０とこのハウジン
グ３１０にボルト３１４により固定されたカバー３１５
との間に設けられ、ダイヤフラム３３１とディスク３３
２とばね３３３とを有する。ダイヤフラム３３１の外周
縁は、ハウジング３１０とカバー３１５により挟持され
、ダイヤフラム３３１の中央に形成された厚肉部３３４
は、ハウジング３１０の隆起部３１６に接離して通路３
１３を開閉する。ディスク３３２は厚肉部３３４の背面
に接着される。ばね３３３はディスク３３２とカバー３
１５の間に設けられ、ダイヤフラム３３１を通路３１３
を閉塞する側へ付勢する。ダイヤフラム３３１とハウジ
ング３１０の間に形成された変圧室３２１は、連通孔３
１７を介して第１ポート３１１に連通する。一方、ダイ
ヤフラム３３１とカバー３１５の間に形成された大気室
３２２は、カバー３１５に穿設された連通孔３１８を介
して大気に連通し、常時大気圧が導かれる。The first valve mechanism 330 includes a housing 310 and a cover 315 fixed to the housing 310 with bolts 314.
between the diaphragm 331 and the disk 33
2 and a spring 333. The outer peripheral edge of the diaphragm 331 is sandwiched between the housing 310 and the cover 315, and a thick wall portion 334 is formed at the center of the diaphragm 331.
The passageway 3 is connected to and away from the raised portion 316 of the housing 310.
13 is opened and closed. Disk 332 is glued to the back side of thickened portion 334. Spring 333 connects disk 332 and cover 3
15, and the diaphragm 331 is connected to the passage 313.
is biased toward the side that closes it. A variable pressure chamber 321 formed between the diaphragm 331 and the housing 310 is connected to the communication hole 3.
17 to the first port 311 . On the other hand, the atmospheric chamber 322 formed between the diaphragm 331 and the cover 315 communicates with the atmosphere through a communication hole 318 formed in the cover 315, and is constantly guided to atmospheric pressure.
したがって、変圧室３２１に高圧が導かれない時、ダイ
ヤフラム３３１はばね３３３に付勢されて通路３１３を
閉塞する。これに対し、変圧室３２１すなわち′Ｆｐ、
１ポート３１１内の圧力が所定値以上である時、ダイヤ
フラム３３１はばね３３３に抗して大気室３２２側へ変
位し、通路３１３を開放させる。この結果、通路３１３
は変圧室３２１および連通孔３１７を介゛して第１ポー
ト３１１に連通ずる。Therefore, when high pressure is not introduced into the variable pressure chamber 321, the diaphragm 331 is biased by the spring 333 and closes the passage 313. On the other hand, the transformation chamber 321, that is, 'Fp,
When the pressure within port 1 311 is equal to or higher than a predetermined value, diaphragm 331 is displaced toward atmospheric chamber 322 against spring 333, opening passage 313. As a result, passage 313
communicates with the first port 311 via the variable pressure chamber 321 and the communication hole 317.
第２弁機構３４０は、ハウジング３１０に穿設されたボ
ア３４１に摺動自在に支持されたスプール弁３４２を有
する。ボア３４１の開口部はプラグ３４３により閉塞さ
れる０通路３１３はボア３４１の略中央に開口し、この
通路３１３の開口部とは反対側には、第２ポート３１２
に連通する連通孔３２３が開口する。The second valve mechanism 340 includes a spool valve 342 that is slidably supported in a bore 341 formed in the housing 310 . The opening of the bore 341 is closed by a plug 343. A passage 313 opens approximately at the center of the bore 341, and a second port 312 is located on the opposite side of the opening of the passage 313.
A communication hole 323 that communicates with is opened.
スプール弁３４２は、中立位置にある時、通路３１３お
よび連通孔３２３を閉塞し、左右方向へ変位した時、ス
プール弁３４２の外周面に形成された２つの環状溝３４
４．３４５を介して通路３１３と連通孔３２３を連通さ
せる。When the spool valve 342 is in the neutral position, it closes the passage 313 and the communication hole 323, and when it is displaced in the left-right direction, the two annular grooves 34 formed on the outer peripheral surface of the spool valve 342 close the passage 313 and the communication hole 323.
4. The passage 313 and the communication hole 323 are communicated through the hole 345.
ボア３４１内であってスプール弁３４２の両端側には第
１および第２室３２４ 、３２５が形成され、第１およ
び第２室３２４．３２５内にはそれぞればね３４６．３
４７が設けられる。第１室３２４は絞り３２６により通
路３１３に連通し、第２室３２５は絞り３２７により第
２ポート３１２に連通する。しかして第１室３２４内に
は絞り３２６を介して通路３１３内の圧力が導かれ、第
２室３２５には絞り３２７を介して第２ポート３１２の
圧力が導かれる。スプール弁３４２は第１および第２室
３２４，３２５内の圧力差に応じて変位する。First and second chambers 324 and 325 are formed within the bore 341 and on both end sides of the spool valve 342, and springs 346.3 are formed in the first and second chambers 324 and 325, respectively.
47 are provided. The first chamber 324 communicates with the passage 313 through a throttle 326 , and the second chamber 325 communicates with the second port 312 through a throttle 327 . Thus, the pressure in the passage 313 is guided into the first chamber 324 via the throttle 326, and the pressure in the second port 312 is guided into the second chamber 325 via the throttle 327. The spool valve 342 is displaced in response to the pressure difference within the first and second chambers 324,325.
次に本実施例の作用を説明する。Next, the operation of this embodiment will be explained.
非作動時、第２図に示されるように、圧力制御弁３５５
は中立位置にあり、圧力放出弁３５８は解放ライン３５
７を大気中に解放する第１の位置にある。When inactive, pressure control valve 355 is shown in FIG.
is in the neutral position and the pressure release valve 358 is in the release line 35.
7 into the atmosphere.
したがって制御ライン３５１は、コンプレッサ３５２お
よび空気ボンベ３５４から遮断され、圧力放出弁３５８
を介して大気１二連通する。一方、タイヤ圧調整弁３０
０において、変圧室３２１には制御ライン３５１から大
気圧が導かれており、この結果、ダイヤフラム３３１は
ばね３３３に付勢されて通路３１３を閉塞する。またス
プール弁３４２は通路３１３と連通孔３２３を遮断して
いる。したがって、タイヤ１０１内は外部から遮断され
、その時の圧力が保持される。Control line 351 is therefore isolated from compressor 352 and air cylinder 354 and pressure release valve 358
1 and 2 communicate with the atmosphere through. On the other hand, the tire pressure regulating valve 30
0, atmospheric pressure is introduced into the variable pressure chamber 321 from the control line 351, and as a result, the diaphragm 331 is biased by the spring 333 and closes the passage 313. Further, the spool valve 342 blocks the passage 313 and the communication hole 323. Therefore, the inside of the tire 101 is isolated from the outside, and the pressure at that time is maintained.
ここで、車速、あるいは車体に作用する荷重および路面
状態から、タイヤ１０１内の圧力を高める必要がある場
合、ＥＣＵ ３７０は、まず圧力放出弁３５８を解放ラ
イン３５７が大気から遮断される第２の位置に切換え、
次いで、圧力制御弁３５５をデユーティ比制御により所
定の割合で、図中の左方へ切換えられる第１の位置と中
立位置に切換える。Here, if it is necessary to increase the pressure inside the tires 101 due to the vehicle speed, the load acting on the vehicle body, or the road surface condition, the ECU 370 first releases the pressure release valve 358 and releases the pressure release valve 358 from the second line where the line 357 is cut off from the atmosphere. Switch to position,
Next, the pressure control valve 355 is switched at a predetermined rate by duty ratio control between a first position, which is switched to the left in the figure, and a neutral position.
したがって制御ライン３５１にはコンプレッサ３５２お
よび空気ボンベ３５４から所定の高圧空気が導かれる。Therefore, a predetermined high pressure air is introduced into the control line 351 from the compressor 352 and the air cylinder 354.
すなわち第１ポート３１１および変圧室３２１にはこの
高圧空気が導かれ、ダイヤフラム３３１がこの空気の圧
力により通路３１３を開放する。このため第１ポート３
１１および変圧室３２１が通路３１３に連通する。この
結果、第２弁機構３４０の第１室３２４には絞り３２６
を介して高圧が作用し、スプール弁３４０はこの高圧と
第２室３２５の圧力との差により第１図の左方へ変位す
る。したがって第２ポー）３１２と通路３１３は環状溝
３４５および連通孔３２３を介して相互に連通し、タイ
ヤ１０１に高圧空気が圧送される。That is, this high pressure air is introduced into the first port 311 and the variable pressure chamber 321, and the diaphragm 331 opens the passage 313 due to the pressure of this air. Therefore, the first port 3
11 and a variable pressure chamber 321 communicate with the passage 313 . As a result, the first chamber 324 of the second valve mechanism 340 has the throttle 326.
A high pressure acts through the spool valve 340, and the spool valve 340 is displaced to the left in FIG. 1 due to the difference between this high pressure and the pressure in the second chamber 325. Therefore, the second port 312 and the passage 313 communicate with each other via the annular groove 345 and the communication hole 323, and high pressure air is fed to the tire 101.
タイヤ１０１内の圧力が制御ライン３５１から供給され
る所定の高圧に近づくと、第１および第２室３２４．３
２５内の圧力差がほとんどなくなるため、スプール弁３
４２は中立位置に復帰し、通路３１３と連通孔３２３を
遮断するようになる。また、ＥＣＵ ３７０は、圧力セ
ンサ３６５による圧力の変化、あるいは流量センサ３６
６による制御ライン３５１内の空気の流量から、タイヤ
１０１内の圧力がほぼ制御ライン３５１内の圧力に達し
たことを検知し、圧力制御弁３５５を中立位置に固定す
るとともに、圧力放出弁３５８を第１の位置へ切換える
。これにより、制御ライン３５１は大気へ解放され、第
１ポート３１１および変圧室３２１の圧力は急激に低下
して大気圧に近づく、一方、絞り３２６．３２７の絞り
効果のため第１および第２室３２４ 、３２５内の圧力
の低下は遅く、このためスプール弁３４２はほとんど変
位せずほぼ中立位置を維持する。しかしてダイヤフラム
３３１は、この間に変圧室３２１の圧力低下により、ば
ね３３３に付勢されて通路３１３を閉塞する。When the pressure within the tire 101 approaches a predetermined high pressure supplied from the control line 351, the first and second chambers 324.3
Since the pressure difference within 25 is almost eliminated, the spool valve 3
42 returns to the neutral position and blocks the passage 313 and the communication hole 323. The ECU 370 also monitors pressure changes caused by the pressure sensor 365 or the flow rate sensor 36.
6, it is detected from the flow rate of air in the control line 351 that the pressure in the tire 101 has almost reached the pressure in the control line 351, and the pressure control valve 355 is fixed at the neutral position, and the pressure release valve 358 is Switch to the first position. As a result, the control line 351 is released to the atmosphere, and the pressure in the first port 311 and the variable pressure chamber 321 rapidly decreases and approaches atmospheric pressure, while the pressure in the first and second chambers due to the throttling effect of the throttles 326 and 327. The pressure within 324 and 325 decreases slowly, so spool valve 342 remains almost neutral with little displacement. During this time, the diaphragm 331 is biased by the spring 333 due to the pressure drop in the variable pressure chamber 321 and closes the passage 313.
これに対し、タイヤ１０１内の圧力を低下させる必要が
ある場合、ｆＩＣＯ３７０は、まず圧力放出弁３５８を
第２の位置に切換えて制御ライン３５１内を大気から遮
断し、次いで圧力制御弁３５５を第１の位置に切換え、
これにより制御ライン３５１に高圧の空気を導く、この
高圧空気はタイヤ圧調整弁３００の変圧室３２１に導か
れ、これによりダイヤフラム３３１は通路３１３を解放
する０次いでＥＣＵ ３７０は、圧力制御弁３５５をデ
ユーティ比制御により所定の割合で第２の位置と中立位
置に切換え、制御ライン３５１内を所定の圧力に制御す
る。この圧力はタイヤ１０１内の圧力の目標値に略等し
く、実際のタイヤ圧よりも低い。したがって、第１室３
２４の圧力は第２室３２５の圧力よりも低くなり、スプ
ール弁３４２は第１図の右方に変位する。この結果、通
路３１３と連通孔３２３は相互に連通し、タイヤ１０１
内の空気はタイヤ圧調整弁３００および制御ライン３５
１から圧力制御弁３５５を通って大気中へ解放される。On the other hand, when it is necessary to reduce the pressure inside the tire 101, the fICO 370 first switches the pressure release valve 358 to the second position to isolate the inside of the control line 351 from the atmosphere, and then switches the pressure control valve 355 to the second position. Switch to position 1,
This leads high pressure air to the control line 351. This high pressure air is led to the variable pressure chamber 321 of the tire pressure regulating valve 300, which causes the diaphragm 331 to open the passage 313.Then, the ECU 370 controls the pressure control valve 355. The duty ratio control switches between the second position and the neutral position at a predetermined rate, and the pressure inside the control line 351 is controlled to a predetermined pressure. This pressure is approximately equal to the target value of the pressure within the tire 101 and is lower than the actual tire pressure. Therefore, the first chamber 3
24 becomes lower than the pressure in the second chamber 325, and the spool valve 342 is displaced to the right in FIG. As a result, the passage 313 and the communication hole 323 communicate with each other, and the tire 101
The air inside the tire pressure regulating valve 300 and the control line 35
1 to the atmosphere through a pressure control valve 355.
ここでタイヤ圧調整弁３００から圧力制御弁３５５まで
の配管が比較的長く、また圧力制御弁３５５の近傍の配
管の流路面積が小さく定められており、このためタイヤ
１０１の空気は大気中へ徐々に解放される。Here, the piping from the tire pressure regulating valve 300 to the pressure control valve 355 is relatively long, and the flow path area of the piping near the pressure control valve 355 is set small, so that the air in the tire 101 is released into the atmosphere. gradually released.
しかしてタイヤ１０１内の圧力が目標値に近ずくと、第
１および第２室３２４．３２５内の圧力差がほとんどな
くなり、スプール弁３４２は中立位置に復帰し、連通孔
３２３と通路３１３を遮断する。 ＥＣＵ ３７０は圧
力センサ３６５および流量センサ３６６の出力信号から
タイヤ１０１内の圧力がほぼ目標値に達したことを検知
し、圧力制御弁３５５を中立位置に固定させるとともに
、圧力放出弁３５８を第１の位置に切換える。これによ
り制御ライン３５１は大気に解放され、変圧室３２１の
圧力は急激に低下して大気圧に近づき、ダイヤフラム３
３１は通路３１３を閉塞する。一方、絞り３２６，３２
７の絞り効果により、第１および第２室３２４ 、３２
５内の圧力低下は遅く、したがってスプール弁３４２は
ほぼ中立位置を維持している。When the pressure inside the tire 101 approaches the target value, the pressure difference between the first and second chambers 324 and 325 almost disappears, and the spool valve 342 returns to the neutral position, blocking the communication hole 323 and the passage 313. do. The ECU 370 detects from the output signals of the pressure sensor 365 and the flow rate sensor 366 that the pressure within the tire 101 has almost reached the target value, fixes the pressure control valve 355 at the neutral position, and sets the pressure release valve 358 to the first position. Switch to the position. As a result, the control line 351 is released to the atmosphere, the pressure in the variable pressure chamber 321 rapidly decreases and approaches atmospheric pressure, and the diaphragm 3
31 closes the passage 313. On the other hand, the apertures 326, 32
7, the first and second chambers 324, 32
The pressure drop within 5 is slow, so spool valve 342 remains in a substantially neutral position.
なお、タイヤ圧の調整時、圧力制御弁３５５は必ずしも
デユーティ比制御される必要はなく、圧力源がタイヤ圧
の目標値に略等しい圧力を発生するようにしてもよい。Note that when adjusting the tire pressure, the duty ratio of the pressure control valve 355 does not necessarily have to be controlled, and the pressure source may generate a pressure substantially equal to the target value of the tire pressure.
またタイヤ圧の調整を運転席に設けた外部スイフチによ
り行なうようにしてもよい。Further, the tire pressure may be adjusted using an external switch provided in the driver's seat.
以上のように本発明は、第１弁機構が第１ポートに作用
する圧力によって開弁じ、タイヤへ供給される高圧空気
、およびタイヤから外部へ解放される空気が絞りを通過
しない構造を有するものであるから、タイヤ圧の調整時
間が従来に比べて短縮されるという効果が得られる。As described above, the present invention has a structure in which the first valve mechanism is opened by the pressure acting on the first port, and high-pressure air supplied to the tire and air released from the tire to the outside do not pass through the throttle. Therefore, it is possible to obtain the effect that the tire pressure adjustment time is shortened compared to the conventional method.
第１図は本発明の一実施例のタイヤ圧調整弁を示す断面
図、
第２図はタイヤの空気圧を調整するための空気圧回路お
よび車輪の断面を示す模式図である。
１０１・・・タイヤ、
３００・・・タイヤ圧調整弁、
３１１・・・第１ポート、
３１２・・・第２ポート、
３１３・・・通 路、
３３０・・・第１弁機構、
３４０・・・第２弁機構。FIG. 1 is a sectional view showing a tire pressure regulating valve according to an embodiment of the present invention, and FIG. 2 is a schematic sectional view showing a pneumatic circuit for adjusting tire air pressure and a wheel. DESCRIPTION OF SYMBOLS 101... Tire, 300... Tire pressure adjustment valve, 311... First port, 312... Second port, 313... Passage, 330... First valve mechanism, 340... -Second valve mechanism.
Claims (1)
以下の（イ）〜（ニ）の構成要件を備えることを特徴と
するタイヤ圧調整装置。 （イ）所定の圧力を発生する圧力機構、 （ロ）上記圧力機構に連結される第１ポートと、上記タ
イヤに連結される第２ポートと、これらの第１および第
２ポートに連通可能な通路とを有するハウジング、 （ハ）上記第１ポートと通路の間を連通遮断し、上記第
１ポートの圧力が所定値以上の時開弁する第１弁機構、 （ニ）上記第２ポートと通路の間を連通遮断し、上記第
１弁機構が開弁している時、上記第１および第２ポート
の圧力差が所定値以上の時開弁する第２弁機構。 ２、上記第２弁機構が、ボア内に摺動自在に支持された
スプール弁を有し、上記ボア内であってスプール弁の両
端側には第１および第２室が形成され、該第１室は絞り
を介して上記第２弁機構より第１ポート側に連通し、該
第２室は絞りを介して上記第２弁機構より第２ポート側
に連通することを特徴とする特許請求の範囲第１項記載
のタイヤ圧調整装置。[Claims] 1. A device for adjusting air pressure in a vehicle tire, comprising:
A tire pressure adjustment device characterized by having the following structural requirements (a) to (d). (B) A pressure mechanism that generates a predetermined pressure; (B) A first port connected to the pressure mechanism, a second port connected to the tire, and a device capable of communicating with these first and second ports. (c) a first valve mechanism that cuts off communication between the first port and the passage and opens when the pressure in the first port exceeds a predetermined value; (d) the second port and A second valve mechanism that blocks communication between the passages and opens when the pressure difference between the first and second ports is equal to or greater than a predetermined value when the first valve mechanism is open. 2. The second valve mechanism has a spool valve slidably supported in the bore, and first and second chambers are formed in the bore at both ends of the spool valve, and A patent claim characterized in that the first chamber communicates from the second valve mechanism to the first port side via a throttle, and the second chamber communicates from the second valve mechanism to the second port side via the throttle. The tire pressure adjustment device according to item 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62266557A JP2540745B2 (en) | 1987-10-23 | 1987-10-23 | Tire pressure regulator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62266557A JP2540745B2 (en) | 1987-10-23 | 1987-10-23 | Tire pressure regulator |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01109109A true JPH01109109A (en) | 1989-04-26 |
| JP2540745B2 JP2540745B2 (en) | 1996-10-09 |
Family
ID=17432494
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62266557A Expired - Lifetime JP2540745B2 (en) | 1987-10-23 | 1987-10-23 | Tire pressure regulator |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2540745B2 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0347802U (en) * | 1989-09-20 | 1991-05-07 | ||
| JPH04129809A (en) * | 1990-09-21 | 1992-04-30 | Toyota Motor Corp | Abnormality detection device of pneumatic pressure adjusting device of tire |
| FR2731655A1 (en) * | 1995-03-16 | 1996-09-20 | Giat Ind Sa | Remote control for inflation or deflation of vehicular pneumatic tyre |
| JP2007176364A (en) * | 2005-12-28 | 2007-07-12 | Toyota Motor Corp | Tire air pressure generating device |
| WO2016049652A1 (en) * | 2014-09-26 | 2016-03-31 | Parker-Hannifin Corporation | Central tire inflation/deflation system with a timed function ctis wheel valve |
| CN107816564A (en) * | 2016-09-14 | 2018-03-20 | 德纳重型车辆系统集团有限责任公司 | Wheel valve assembly with the ventilation part for leading to air and the tire inflation system for being formed with the wheel valve assembly |
| CN107848349A (en) * | 2015-08-06 | 2018-03-27 | 德纳重型车辆系统集团有限责任公司 | Rotary joint assembly for tire inflation system |
-
1987
- 1987-10-23 JP JP62266557A patent/JP2540745B2/en not_active Expired - Lifetime
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0347802U (en) * | 1989-09-20 | 1991-05-07 | ||
| JPH04129809A (en) * | 1990-09-21 | 1992-04-30 | Toyota Motor Corp | Abnormality detection device of pneumatic pressure adjusting device of tire |
| FR2731655A1 (en) * | 1995-03-16 | 1996-09-20 | Giat Ind Sa | Remote control for inflation or deflation of vehicular pneumatic tyre |
| US7926530B2 (en) | 2005-12-28 | 2011-04-19 | Toyota Jidosha Kabushiki Kaisha | Device for generating tire air pressure |
| WO2007077754A1 (en) * | 2005-12-28 | 2007-07-12 | Toyota Jidosha Kabushiki Kaisha | Device for generating tire air pressure |
| JP4626765B2 (en) * | 2005-12-28 | 2011-02-09 | トヨタ自動車株式会社 | Tire pressure generator |
| JP2007176364A (en) * | 2005-12-28 | 2007-07-12 | Toyota Motor Corp | Tire air pressure generating device |
| WO2016049652A1 (en) * | 2014-09-26 | 2016-03-31 | Parker-Hannifin Corporation | Central tire inflation/deflation system with a timed function ctis wheel valve |
| US10131192B2 (en) | 2014-09-26 | 2018-11-20 | Parker-Hannifin Corporation | Central tire inflation/deflation system with a timed function CTIS wheel valve |
| CN107848349A (en) * | 2015-08-06 | 2018-03-27 | 德纳重型车辆系统集团有限责任公司 | Rotary joint assembly for tire inflation system |
| CN107816564A (en) * | 2016-09-14 | 2018-03-20 | 德纳重型车辆系统集团有限责任公司 | Wheel valve assembly with the ventilation part for leading to air and the tire inflation system for being formed with the wheel valve assembly |
| EP3296131A1 (en) * | 2016-09-14 | 2018-03-21 | Dana Heavy Vehicle Systems Group, LLC | Wheel valve assembly with vent to atmosphere and the tire inflation system made therewith |
| US10576794B2 (en) | 2016-09-14 | 2020-03-03 | Dana Heavy Vehicle Systems Group, Llc | Wheel valve assembly with vent to atmosphere and the tire inflation system made therewith |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2540745B2 (en) | 1996-10-09 |
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