JPH03279007A - Pneumatic pressure control device for tire - Google Patents

Abstract

PURPOSE:To eliminate an air compression pump, and improve steering stability and riding comfortableness by controlling the throttle amount of a throttle mechanism provided at a passage connecting the inside of a tire to the accumulator of the control device in the title on the basis of a value detected with a travel condition detection means. CONSTITUTION:A travel condition detection means 61 is constituted with a speed detection means 58, a steering angular velocity detection means 60 and a steering angle sensor 59, and a value detected therewith is inputted to a control means. This control means regulates the throttle amount of a control valve 56 on the basis of the input value, thereby adjusting a throttle between the inside of a tire 22 and an accumulator 53. According to the aforesaid construction, the steering stability and the riding comfortableness can be improved without any use of an air compression pump.

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a tire air pressure control device, and is a measure for improving ride comfort and handling stability by varying the tire air pressure depending on the driving condition of the vehicle. Regarding.

(Prior Art) Conventionally, as this type of tire air pressure control device, as disclosed in Japanese Patent Laid-Open No. 58-8411, for example, an air compression pump driven by engine output as a driving source, and an air compression pump driven by the air compression pump are used. A pressure accumulating chamber for accumulating the generated pressurized air, a communication passage for allowing the pressurized air in the pressure accumulation chamber to communicate fluidly with the inside of the tire, and a communication passage provided in the communication passage and for discharging the pressurized air between the inside of the tire and the communication chamber. It is equipped with an electromagnetic valve as a throttle mechanism that changes the flow rate, that is, fills or discharges, and also includes an air pressure sensor that detects the air pressure inside the tire, a load sensor that detects the load on the tire, and a vibration level when the vehicle is running. and a control means for controlling tire air pressure based on the detected values from each of these sensors, and controlling the operation of the solenoid valve based on a control signal from the control means. A device that changes the tire air pressure is known.

By equipping a vehicle with this tire pressure control device, the tire air pressure is changed according to the driving conditions, making it possible to both improve steering stability and ride comfort when turning, etc. .

(Problem to be Solved by the Invention) However, in the case where the air pressure inside the tire is changed by injecting compressed air from an air compression pump into the tire as described above, the injection speed of the air itself is slow, so the compressed air Therefore, it is impossible to instantly inject more compressed air into a tire that has a certain level of air pressure.

For this reason, there is a possibility that the steering stability and riding comfort during turning or the like may be adversely affected.

Further, according to the tire pressure control device as described above, an air compression pump is required to inject compressed air into the tire (inside the communication path), which makes the tire pressure control device itself expensive and its mechanism difficult. It becomes complicated.

Furthermore, according to the tire pressure control device as described above, a large amount of the engine output is used to drive the air compression pump, so it can only be used in large-displacement cars that have plenty of output. , the versatility becomes low.

The present invention has been made in view of the above, and its purpose is to communicate only the inside of the tire with the pressure accumulation chamber, and to change the volume ratio of air between the two as appropriate depending on the driving condition. The purpose of this is to improve steering stability and ride comfort when turning, while also eliminating the need for an air compression pump and reducing the cost. Moreover, it is an object of the present invention to provide a simple and highly versatile tire air pressure control device.

(Means for Solving the Problem) In order to achieve the above object, the solving means of the invention according to claim (1), as shown in FIG. A pressure accumulating chamber 53 that is fluidly communicated via the passage 52 and capable of accumulating the air pressure of the tire 22 on the wheel 2) side, and a It is equipped with a throttling mechanism 56 that variably throttles the flow rate of air, and a driving state detecting means 61 that detects the traveling state, and the amount of throttling of the throttling mechanism 56 is determined based on the detected value detected by the traveling state detecting means 61. The configuration includes a control means 57 for controlling.

Further, in the solving means of the invention according to claim (2), the driving state detecting means 61 is constituted by a vehicle speed detecting means 58 that detects the vehicle speed, and the detected value V detected by the vehicle speed detecting means 58 is a predetermined value Vo. The throttle amount of the throttle mechanism 56 is controlled by the control means 57 so that the communication path 52 is closed when the flow rate is larger than .

Further, in the solving means of the invention according to claim (3), the running state detection means 61 is constituted by a steering angular speed detection means 60 that detects the steering angular speed θH, and the detection value θH detected by the steering angular speed detection means 60 is The communication path 52 is closed when the value is larger than a predetermined value θHo.

The aperture amount of the aperture mechanism 56 is controlled by a control means 57.

Further, the solving means of the invention according to claim (4) is such that the running state detecting means 61 is an acceleration/deceleration detecting means 71 that detects an acceleration/deceleration 191, and the detected value 1vl detected by the acceleration/deceleration detecting means 71 is a predetermined value. The communication path 52 is closed when the value 1Qo is greater than 1.

The aperture amount of the aperture mechanism 56 is controlled by a control means 57.

Furthermore, in the solving means of the invention according to claim (5), the running state detecting means 61 is constituted by a lateral load detecting means 87 that detects a load CF from the lateral direction, and the lateral load detecting means 87
The communication path 52 is closed when the detected value CF detected by the above is larger than the predetermined value CPo.

The aperture amount of the aperture mechanism 56 is controlled by a control means 57.

(Function) With the above configuration, in the invention according to claim (1), the inside of the tire 22 and the pressure accumulating chamber 53 that accumulates the air pressure of the tire 22 on the wheel 2) side are fluidly communicated via the communication path 52. and a throttle mechanism 56 provided in the communication path 52.
As a result, the amount of air flowing between the tire 22 and the pressure accumulation chamber 53 is restricted.

In that case, the amount of air flowing between the tire 22 and the pressure accumulating chamber 53 on the wheel 2) side, that is, within the communication path 22, is variably restricted. Since the amount of throttling by the throttling mechanism 56 is controlled by the control means 57 based on the output value V of the running state detection means 61, the volume change rate of air with respect to the input load to the tire 22 can be appropriately switched according to the running state. The air pressure of the tire 22 is appropriately changed so that the input load to the tire 22 can be effectively stopped by the changed air volume.

That is, by communicating the inside of the tire 22 with the pressure accumulating chamber 53 without restricting the flow rate of air in the communication path 52, the volume change rate of the air with respect to the input load to the tire 22 increases, and this large volume change rate of the air increases. Therefore, the air pressure of the tires 22 is set low so that a small input load to the tires 22 in a running state where the output value is smaller than a predetermined value is softened and stopped. On the other hand, by restricting the flow rate of air in the communication passage 52 to prevent the inside of the tire 22 from communicating with the pressure accumulation chamber 53, the volume ratio of air to the load acting on the tire 22 becomes small, and for this small air capacity, Thus, a large input load to the tire 22 due to an output value larger than a predetermined value is firmly prevented from being received.

The air pressure of the tires 22 will be set high.

This eliminates the concern that the air pressure inside the tire will not change, which was the case when it was difficult to inject compressed air from an air compression pump into the tire, and this improves handling stability and ride comfort depending on the driving condition. Their sexuality will be enhanced together.

Further, according to the above configuration, there is no need to provide an extra air compression pump that is necessary to inject compressed air from the air compression pump into the tire, so it is possible to control the tire air pressure at an inexpensive and simple level. The device will be configured. Furthermore, since the air compression pump is abolished as mentioned above, the engine output is no longer allocated to a large extent, and the tire pressure control device can be used on vehicles of all displacements regardless of output, making it a universal tire pressure control system. This will lead to a dramatic expansion of gender.

Furthermore, in the invention according to claim (2), the amount of air flowing within the communication path 52 is reduced. The amount of throttling by the throttling mechanism 56 is controlled by the control means 57 so as to close the communication passage 52 when the output value V of the vehicle speed detection means 58 is larger than a predetermined value Vo. As a result, the output value V of the vehicle speed detection means 58
is smaller than the predetermined value Vo, by communicating the inside of the tire 22 with the pressure accumulating chamber 53 without restricting the flow rate of air in the communication passage 52, the vehicle speed value V is smaller than the predetermined value Vo with respect to the increasing air capacity. The air pressure of the tire 22 is set low so that the small input load to the tire 22 due to
Ride comfort at low vehicle speeds is improved. On the other hand, when the output value V of the vehicle speed detection means 58 is larger than the predetermined value Vo, the air flow rate is restricted to close the communication passage 52 and the communication between the inside of the tire 22 and the pressure accumulation chamber 53 is cut off. Predetermined value V for air capacity
The air pressure of the tires is set high so that the large input load to the tires 22 due to the vehicle speed V that is greater than o is firmly prevented, and the steering stability is enhanced at high vehicle speeds that are greater than the predetermined value Vo. .

Furthermore, in the invention according to claim (3), the amount of air flowing within the communication path 53 is reduced. The amount of throttling by the throttling mechanism 56 is controlled by the control means 57 so as to close the communication path 52 when the output value 0 days of the steering angular velocity detection means 60 is larger than a predetermined value θHO. As a result, the steering angular velocity detection means 6
When the output value θH of 0 is smaller than the predetermined value θHo, the air flow rate in the communication path 52 is not restricted and the tire 22
By communicating the inside with the pressure accumulating chamber 53, the tire 22 is made to soften and stop receiving a small input load to the tire 22 due to a steering angular velocity value (output value) smaller than a predetermined value θHO for an increasing air capacity. Since the air pressure is set low, the ride comfort at low steering angular speeds smaller than the predetermined value θ)-10 is improved. On the other hand, when the output value θH of the steering angular velocity detection means 60 is larger than the predetermined value θHo, the air flow rate is restricted to close the communication passage 52 and the communication between the inside of the tire 22 and the pressure accumulation chamber 53 is cut off. A predetermined value θH for the air capacity
The air pressure of the tires 22 is set high so that the large input load to the tires 22 due to the steering angular velocity θH, which is greater than O, can be firmly prevented, and the operation at a high steering angular velocity greater than the predetermined value θ) 40 is prevented. Stability is increased.

Furthermore, in the invention according to claim (4), the amount of air flowing within the communication path 52 is reduced. The amount of throttling by the throttle mechanism 56 is controlled by the control means 57 so as to close the communication path 52 when the output value 19 (acceleration/deceleration) of the acceleration/deceleration detection means 71 is larger than a predetermined value 19o1. As a result, when the output value 191 of the acceleration/deceleration detecting means 71 is smaller than the predetermined value 1 Vol, the air capacity is increased by communicating the inside of the tire 22 with the pressure accumulating chamber 53 without restricting the flow rate of air in the communication path 52. The air pressure of the tire 22 is set low so that the small input load to the tire 22 due to the acceleration/deceleration 191 smaller than the predetermined value Vol is softly suppressed.
Ride comfort during small accelerations and decelerations smaller than 901 is improved.

On the other hand, the output value 191 of the acceleration/deceleration detection means 71 is the predetermined value 1.
When it is larger than 9o1, the communication passage 52 is closed to restrict the flow of air and cut off the communication between the inside of the tire 22 and the pressure accumulation chamber 53, so that the acceleration/deceleration is larger than the predetermined value 19o1 with respect to the decreasing air capacity. The air pressure of the tires 22 is instantly set high so that the large input load to the tires 22 due to 1vl is firmly stopped, and the steering stability is enhanced during large accelerations/decelerations greater than the predetermined acceleration/deceleration of 19o1. It will be done.

Furthermore, in the invention according to claim (5), the amount of air flowing within the communication path 52 is reduced. The amount of throttling by the throttling mechanism 56 is controlled by the control means 57 so as to close the communication passage 52 when the output value CF of the lateral load detection means 87 is larger than a predetermined value CPo. As a result, the lateral load detection means 87
When the output value CP is smaller than the predetermined value CPO, the inside of the tire 22 is communicated with the pressure accumulator 53 without restricting the flow rate of air in the communication passage 52, so that the output value CP is smaller than the predetermined value CFo for the increasing air capacity. Small lateral load C1'
The air pressure of the tires 22 is set low so that the small input load to the tires 22 caused by (m force value) is soft and stopped, and the ride comfort is improved when a lateral load smaller than the predetermined value CPo is applied. It will be done. On the other hand, when the output value CF of the lateral load detection means 87 is larger than the predetermined value CFo, the air flow rate is restricted to close the communication passage 52 and the communication between the inside of the tire 22 and the pressure accumulation chamber 53 is cut off. The air pressure of the tire 22 is set high so that a large input load to the tire 22 due to a lateral load CF larger than a predetermined value CPo can be firmly resisted for the air capacity. Steering stability is improved when large lateral loads are applied.

(First Embodiment) Hereinafter, an embodiment of the present invention will be described based on the drawings from FIG. 2 onwards.

FIG. 2 representatively shows a tire air pressure control device according to an embodiment of the present invention applied to the left drive wheel (left rear wheel) of each wheel of an FR (front engine, front drive) vehicle. There is. In the figure, 1 is a drive shaft extending in the left-right direction of the vehicle body, 2 is a wheel support provided to cover a part of the outer end of the drive shaft 1, and the wheel support 2 has a lower inner end position. a lower extending portion 2a extending downward from the rear end and then extending inward; a rear extending portion 2b extending rearward from the inner end position of the rear end and then extending inward; An upper extending portion 2c is provided which extends inwardly after extending. Also,
A suspension member 3 has an inner end supported by the vehicle body, and an outer end of the suspension member 3 is supported by the wheel support 2. The suspension member 3 includes an arm 5 extending in the left-right direction of the vehicle body, the outer end of which is connected to the tip (inner end) of the lower extending portion 2a of the wheel support 2 via a first bushing 4; a link 7 extending in the left-right direction of the vehicle body and having an outer end connected to the tip of the rear side extending portion 2b of 2 via a second bushing 6;
The wheel support 2 is provided with a coil spring 9 whose lower end (outer end) is attached to the tip of the upper extending portion 2C and which extends downward on the road.

The wheel support 2 is provided with a through hole 12 that penetrates substantially at the center thereof in the inward and outward directions (in the left-right direction of the vehicle body). A thrust bearing 1 is provided on the inner peripheral surface of the through hole 12.
3.14 is provided.

In addition, 2) is a disc wheel with a tubeless tire 22 attached to the outer circumferential surface, and this disc wheel 2) has bolts equally spaced at four locations radially apart from the center at a predetermined distance. A hole 2)a (only one location is shown in the figure) is provided. In the through hole 12 of the wheel support 2, that is, on the inner circumferential surface of the inner diameter receiving portion 15 of the thrust bearing 13.14, there are four hub bolts corresponding to each bolt hole 2)a of the disc wheel 2). A generally disk-shaped wheel hub 24 having a center portion 23 protruding outward is penetrated by an inward protrusion 24a that protrudes inward at its center, and the wheel hub 24 is inserted through the wheel support 2. It is rotatably supported in the hole 12. In addition, the above thrust bearing 13.1
The outer peripheral surface of the outer diameter side receiving portion 16 of No. 4 is fixed to the through hole 12 of the wheel support 2. Further, the disc wheel 2) is attached to a wheel hub 24 (vehicle body side) by inserting each hub bolt 23 into each bolt hole 2)a and fastening a hub nut 26.

A substantially disc-shaped disc plate 31 is attached to the outer end of the inner surface of the wheel hub 24, and the disc plate 31 is attached to a pair of left and right brake pads 32. 32 from the inside and outside to stop the rotation of the disc wheel 2).

Furthermore, an insertion hole 41 into which the drive shaft 1 is inserted is provided in the center of the wheel hub 24 (inwardly protruding portion 24a) so as to pass through the vehicle body in the outward and outward directions. Furthermore, a flange portion 1a is provided at the outer end of the drive shaft 1. When the drive shaft 1 is inserted into the insertion hole 41 of the wheel hub 24, the wheel hub The drive shaft 1 is fixed in the insertion hole 41 of the wheel hub 24 by fastening a nut 43 to a threaded portion provided at an outer end that protrudes further outward than the outer end of the wheel hub 23 . Further, an annular oil seal 46 is provided between the outer circumferential surface of the flange portion 1a of the drive shaft 1 and the inner circumferential surface of the through hole 12 of the wheel support 2 located inwardly than the inner thrust bearing 13. ing.

Three cylinders 51 (only one location is shown in the figure) arranged radially at equal intervals are fixed to the outer end surface of the disc wheel 2). are fluidly communicated via a communication path 52, forming a pressure accumulation chamber 53 in which the air pressure of the tire 22 can be accumulated. The pressure accumulating chamber 53 is urged in a direction in which its volume is reduced by a piston 55 which is urged by a compression spring 54. Further, in the tire 22 side end of the communication passage 52, that is, within the tire 22, a control valve 56 is provided as a throttle mechanism that variably throttles the amount of air flowing between the tire 22 and the pressure accumulation chamber 53 (communication passage 52). is provided. And the control valve 56
is controlled by a control unit 57 as a control means configured using a microcomputer, and this control unit 57 receives a detection signal (vehicle speed V) from a vehicle speed sensor 58 (vehicle speed detection means) and a signal as shown in the figure. A steering angle sensor 59 that detects the steering angle of the steering wheel
The steering angle amount θH is inputted.

The control unit 57 also includes a steering angle sensor 5.
It has a function of calculating the steering angular velocity θH based on the steering angle amount θH detected by the steering angle sensor 9, and constitutes the steering angular velocity detection means 60 together with the steering angle sensor 59. Further, the vehicle speed sensor 58 and the steering angle sensor 59 (steering angular speed detecting means 60) constitute a driving state detecting means 61 that detects the driving state.

Next, control a valve 5 by control unit 57
The control of step 6 will be explained based on the flowchart shown in FIG. In this flow, as shown in FIG. 4, the opening/closing speed of the control valve 56 (opening degree/Δ
Predetermined steering angular velocities θHO, θ1-11 that increase sequentially so that there is a sense of continuity between before and after t) is switched.
．． Within the range of predetermined steering angular velocity θHO to θH1 according to θH2, the steering angular velocity is set to the second speed SPi, and the steering angular velocity θ1-11 to θ
Within the range of H2, the second speed is SP2 and the steering angle speed is 08.
2 or higher, the setting is such that the speed per second can be switched to SP3. Further, as shown in FIG. 5, the speed per second SPI increases sequentially so that there is a sense of continuity between the closing operation of the control valve 56 and the time t before and after the change.

SF3. It is set so that each can be switched to SF3.

On the premise of the above, in the flow, first, initialization of the system is performed in step S1. Next, in step S2, the vehicle speed V is read by the vehicle speed sensor 58. Next, in step S3, it is determined whether the vehicle speed V from the vehicle speed sensor 58 is less than or equal to 30+s/h, and if YES, that is, the vehicle speed V is less than or equal to 30 km/h, the control valve 56 is activated in step S12. Fully open control. - On the other hand, if the determination in step S3 is No that the vehicle speed V is 30 km/h or more, the vehicle speed V from the vehicle speed sensor 58 is 100)ol/h in step S4.
It is determined whether or not the value is greater than or equal to the value.

Then, the determination in step S4 is YES if the vehicle speed ■ from the vehicle speed sensor 58 is 100 kIl/h or more.
In this case, the process proceeds to step St3, and this step SI
3, the control valve 56 is controlled to be fully closed using the second speed SPI shown in FIG. On the other hand, if the vehicle speed V from the vehicle speed sensor 58 is 100 + cm/h or less, that is, the vehicle speed V from the vehicle speed sensor 58 is 301 ae/h or more 10
If it is less than CHan/h, proceed to step S5;
In this step S5, the steering angle θH is read by the steering angle sensor 59.

Next, in step S6, a steering angular velocity θH is calculated based on the steering angle θH from the steering angle sensor 59, and in step S7, it is determined whether the steering angular velocity θH is a value larger than a predetermined steering angular velocity θHo. . And the steering angular speed θH
is smaller than the predetermined steering angular velocity θ)−IQ.
In this case, the process proceeds to step SIO, where it is determined whether the steering angle θH from the steering angle sensor 59 is larger than a predetermined steering angle θHo, and whether the steering angle θH is smaller than the predetermined steering angle θHO. If the value is NO, proceed to step S+2. On the other hand, the determination in step 810 is that the steering angle θH
In the case of YES, which is a value larger than the predetermined steering angle θHO, the control valve 56 is controlled to be fully open at the second speed SP1 shown in FIG. 5 in step S11.

On the other hand, the determination in step S7 is that the steering angular velocity θH
If the value is smaller than the predetermined steering angular velocity θHo (NO), the process proceeds to step S8, and the second speed SP value is calculated from the map shown in FIG. Next, step S9
, the control valve 56 is operated based on the second speed SP value (SP+, SF3, 5P3) calculated in step S8.
fully closed control.

Therefore, in the above embodiment, the inside of the tire 22 and the pressure accumulating chamber 53 (cylinder 51) that accumulates the air pressure of the tire 22 in the disc wheel 2) are fluidly communicated via the communication passage 52. The flow rate of air between the tire 22 and the communication chamber 53 is restricted by the throttle mechanism 56.

In that case, the amount of air flowing between the tire 22 and the pressure accumulating chamber 53 of the disc wheel 2), that is, at the end of the communication path 52 inside the tire 22, is variably restricted.

The amount of throttling by the control valve 56 is determined by the running state detection means 60.
, that is, the vehicle speed V from the vehicle speed sensor 58 and the steering angle amount θH from the steering angle sensor 59 (the steering angle speed detection means 60
Since the control unit 57 controls the steering angular velocity θH) based on the steering angular velocity θH), the rate of change in air volume with respect to the input load to the tires 22 is changed according to the driving condition, and the changed air volume is used to transfer the air to the tires 22. The air pressure of the tire 22 will be changed so that the input load can be properly received.

That is, the vehicle speed V from the vehicle speed sensor 58 is 30 km/h.
In the following cases, by communicating the inside of the tire 22 with the pressure accumulation chamber 53 without restricting the air flow in the communication path 52, a small vehicle speed value (30
) The air pressure of the tires 22 is set low so that the small input load to the tires 22 due to the value of 30) cm/h or less is softened and stopped, thereby improving the ride comfort at low vehicle speeds of 30) on/h or less. Sexuality is enhanced. On the other hand, when the vehicle speed V from the vehicle speed sensor 58 is 1,100 k/h or more, the air flow rate is restricted in the communication path 52 and the tire 2
By communicating the inside of the tire 2 with the pressure accumulating chamber 53, the air pressure of the tire 22 can be adjusted so that the large input load to the tire 22 caused by a large vehicle speed value (a value of 10 Czaa/h or more) can be softened and stopped due to the decreasing air capacity. is set high, improving steering stability at high vehicle speeds of 1100 km/h or higher.

This eliminates the concern that the air pressure inside the tire will not change, which was the case when it was difficult to inject compressed air from an air compression pump into the tire, and this improves handling stability and ride comfort depending on the driving condition. We can improve our sexuality together.

Further, when the vehicle speed V from the vehicle speed sensor 58 is within the range of 30 km/h or more and 1100 km/h or less, and according to the steering angle amount θH from the steering angle sensor 59 and the steering angular speed θH from the steering angular speed detection means 60, The value is a preset predetermined value θH0
, θ1-10, the flow rate of air is restricted in the communication passage 52 and communication between the inside of the tire 22 and the pressure accumulation chamber 53 is cut off. In order to properly prevent the input load to the tires 22 due to the larger steering angle amount θH and steering angular speed θH, the tire air pressure is set higher according to the steering angle amount θH and the steering angular speed θH. Therefore, the connection between before and after the control valve 56 is switched can be made smooth and natural.

Furthermore, according to the above configuration, there is no need to provide an air compression pump that was necessary for injecting compressed air from an air compression pump into the tire, so an inexpensive and simple tire air pressure control device can be constructed. can do. Furthermore, since the air compression pump is abolished as mentioned above, the engine output is no longer allocated to a large extent, and the tire pressure control system can be used on vehicles of all displacements regardless of output, increasing its versatility. It can be expanded dramatically.

In the above embodiment, there seems to be a sense of connection between the opening/closing speed (opening degree/Δt) of the control valve 56 relative to the steering angular velocity θH before and after the switching.

Second speed sp, SP2 . Although it is set to switch to sp3, it is also possible to provide a dead band that changes depending on the vehicle speed, and set to switch at a speed per second that gradually increases the closing operation of the control valve with respect to time.

FIG. 6 shows a modification of the first embodiment, in which the throttle amount of the control valve is controlled based on the acceleration/deceleration. Note that the same parts as in the first embodiment are given the same reference numerals, and detailed explanation thereof will be omitted.

That is, in this modification, the control unit 57 has a function of calculating the acceleration/deceleration 191 based on the vehicle speed V detected by the vehicle speed sensor 58.
Together with 8, it constitutes acceleration/deceleration detection means 71 for detecting acceleration/deceleration. Further, the acceleration/deceleration detection means 71 constitutes a running state detection means.

The flowchart in FIG. 6 shows the operation control of the control valve 56 by the control unit 57 based on the acceleration/deceleration 191 (detected value) detected by the acceleration/deceleration detection means 71.

First, in step SA in FIG. 6, the system is initialized, and then in step Ss, it is determined whether the acceleration/deceleration 191 from the acceleration/deceleration detection means 71 is larger than a predetermined acceleration/deceleration 19o1, and the acceleration/deceleration is determined. speed 19
1 is larger than the predetermined acceleration/deceleration rate 19o1 (YES), the process proceeds to step Sc, and the control valve 56 is controlled to be fully closed at the second speed SP3 shown in FIG. Next, in step SO, a timer that operates within a predetermined period of time, such as several seconds, is started, and step SE
After a predetermined period of time has elapsed, it is determined whether the timer has stopped. If this determination is No and the timer has not stopped after a predetermined period of time has elapsed, the system waits until the timer has stopped.
In the case of S, the control is repeated again. On the other hand, if the determination in step SB is No that the acceleration/deceleration rate 191 is smaller than the predetermined acceleration/deceleration rate 1*o 1, the control is similarly repeated.

In this case, the amount of air flowing within the communication path 52 is reduced.

The amount of throttling by the throttle mechanism 56 is controlled by the control means 57 so as to close the communication path 52 when the output value 191 (acceleration/deceleration) of the acceleration/deceleration detection means 71 is larger than a predetermined value 19o1. As a result, when the output value 191 of the acceleration/deceleration detection means 71 is smaller than the predetermined value 19o1, the air capacity is increased by communicating the inside of the tire 22 with the pressure accumulating chamber 53 without restricting the air flow rate in the communication path 52. acceleration/deceleration 1 smaller than the predetermined value 1901 for
The air pressure of the tires 22 is set low so that the small input load to the tires 22 due to %:/1 can be softened and stopped, and the ride comfort during small accelerations and decelerations smaller than the predetermined acceleration/deceleration rate of 19o1 is reduced. can be increased. On the other hand, the output value 191 of the acceleration/deceleration detection means 71 is the predetermined value IV.

When it is larger than the predetermined value of 1%:101, the communication path 52 is closed to restrict the air flow and cut off the communication between the inside of the tire 22 and the pressure accumulation chamber 53. So that the large input load to the tire 22 due to the acceleration/deceleration 191 can be firmly stopped.
Since the air pressure of the tires 22 is set high, it is possible to improve steering stability during large accelerations and decelerations greater than the predetermined acceleration/deceleration Vol.

(Second Embodiment) FIGS. 7 and 8 show a second embodiment of the present invention, in which the insides of the front and rear tires of the vehicle body are used as pressure accumulation chambers. Note that the same parts as in the above embodiment are given the same reference numerals, and detailed explanation thereof will be omitted.

That is, in this embodiment, the tire 2 of the front wheel 81F
2 through a communication path 52 to the rear wheel 8 as a pressure accumulation chamber.
The inside of the tire 22 of the rear wheel 81R is connected to the tire 22 of the front wheel 81F as a pressure accumulating chamber through the communication path 52, while the inside of the tire 22 of the rear wheel 81R is connected so as to be fluid communicable. There is. This communication path 52 (only the one on the left side of the vehicle body will be explained as it has the same configuration) is provided on the outer surface of the disc wheel 2) and has one end communicating with the inside of the tire 22, and a first communication vibe 82. One end is communicatively connected to the other end of the communication vibe 82 , and one end is communicatively connected to the first passage 84 provided in the axis of the drive shaft 1 , and the other end of the first passage 84 is communicatively connected to the other end of the wheel support 2 . It is composed of a second passage 85 provided in the upper extension portion 2c, and a second communication vibe 86 that is connected to the other end of the second passage 85 and extends in the longitudinal direction of the vehicle body. A control valve 56 is provided at a substantially intermediate position of the second communicating vibe 86, and by controlling the amount of restriction of this control valve 56, the amount of air flowing between the front and rear tires 22, 22 is variably controlled. I'm trying to make it happen. In addition, the rear wheel 8
In place of the drive shaft 1, a closing member 90 having a T-shaped cross section is inserted into the insertion hole 41 of the wheel hub 24 on the 1R side.

The vehicle speed V detected by the vehicle speed sensor 58 and the steering angle amount θH detected by the steering angle sensor 59 are input to the control unit 57, and the lateral control is performed based on these values V and θH. Lateral load detection means 8 that detects a load CF from a direction (for example, cornering force)
The control unit 57 is configured to have a function as 7.

In this case, the amount of air flowing within the communication path 52 is reduced.

The amount of throttling by the throttle mechanism 56 is based on the lateral load CF (output value) of the lateral load detection means 87, the vehicle speed V from the vehicle speed sensor 58, and the steering angle amount θH from the steering angle sensor 59 (the steering angular velocity detected by the steering angular velocity detection means 60). θH) is the predetermined lateral load CPo
(a predetermined value), the control means 57 controls to close the communicating path 52. As a result, when the lateral load CF of the lateral load detection means 87 is smaller than the predetermined lateral load CPo, the tire 22° 22 of the front and rear wheels 81F and 81R is
By communicating the inside, the air pressure of the tire 2222 is set low so that a small input load to the tire 22.22 due to a lateral load CP smaller than a predetermined lateral load CPo can be softened and stopped due to the increased air capacity. Therefore, ride comfort can be improved when a lateral load smaller than the predetermined lateral load CFo is applied. On the other hand, the lateral load CF of the lateral load detection means 87 is the predetermined lateral load CP.
o, the air flow rate is restricted to close the communication passage 52, and the tires 2 of the front and rear wheels 81F and 81R are
By cutting off the communication within the tire 22.22, the tire 22. Since the air pressure of .22 is set high, it is possible to improve the steering stability when a lateral load larger than the predetermined lateral load CFo is applied.

In addition, as mentioned above, the tires 2 of the front and rear wheels 81F and 81R are
2. In the case where the left and right sides of the 2.2 are connected for fluid communication via communication passages 52 and 52, the control valve 56 is kept fully open when the front and rear phases are out of sync, such as when driving on a rough road. The external force acting on the tire 22 of the front wheel 81F is gently stopped together with the air pressure of the tire 22 of the rear wheel 81R, and then the external force acting on the tire 22 of the rear wheel 81R is applied to the tire 2 of the front wheel 81F.
With the air pressure of 2, the air pressure is softly stopped, and the variation of the air pressure between the tires 22, 22 of the front and rear wheels 81F, 81R effectively improves the riding comfort when traveling on rough roads.

In the second embodiment, the vehicle speed V from the vehicle speed sensor 58
The lateral load detection means 87 is configured to detect the load CF from the lateral direction based on the steering angle amount θH from the steering angle sensor 59.
That is, S − (Cr / (Cf + Cr) 1(a/(a
+b)) [Cf: Cornering power of the front tires] [Cr: Cornering power of the rear tires] [a: Distance from the point of force of the front tires on the road surface to the center of gravity C, G of the vehicle] [b: Road surface of the rear tires Distance from the point of force application to the vehicle's center of gravity C, G] This static margin, the vehicle speed detected by the vehicle speed sensor, and the axle load from the axle load sensor that detects the load acting on the front and rear axles are controlled. A lateral load detection means may be configured to input the values into the unit and detect the load from the lateral direction based on these values.

In other words, the control unit inputs the axle loads of the front and rear axles from the axle load sensors, calculates the tire internal pressure characteristics from the cornering power index for the known tire load factor, and then calculates the tire internal pressure characteristics from the vehicle speed sensor based on these characteristics. It is determined whether the vehicle speed is faster or slower than a predetermined vehicle speed. Next, if the vehicle speed is slower than a predetermined vehicle speed, the static margin is set negative to create an understeer tendency with good ride comfort, and the point of application of the resultant force of the cornering force generated by the front and rear tires is positioned ahead of the center of gravity of the vehicle. The control valve is controlled to be fully open so that the On the other hand, if the vehicle speed is faster than the predetermined vehicle speed,
The control valve is controlled to be fully closed so that the static margin is positive to create an oversteer tendency with good handling stability, and the point of application of the resultant force of the cornering force generated by the front and rear tires is located behind the center of gravity of the vehicle. be exposed.

Further, in the second embodiment, the front and rear wheels 81F.

81R tire 22.22 There are communication paths 5 on the left and right respectively.
2.52, the inside of the tire of the front right wheel and the inside of the tire of the rear left wheel are connected through a communication path so that the inside of the tire of the left front wheel can be connected, and the inside of the tire of the left front wheel is connected so as to be fluid communicable. The inside of the tire of the right rear wheel may be connected to the inside of the tire through a communication path so that fluid communication is possible. Further, the insides of the tires of the left and right wheels may be connected to each other via communication passages at the front and rear so as to allow fluid communication.

(Effects of the Invention) As described above, according to the tire air pressure control device according to claim (1), the amount of air flowing in the communication path between the tire and the wheel-side pressure accumulation chamber is reduced.

By controlling the amount of throttling by the throttling mechanism by the control means so that the volume ratio of air is instantaneously changed as appropriate based on the output value of the driving condition detection means, the air pressure of the tire can be changed as appropriate. The input load to the tire depending on the condition can be appropriately stopped by the air capacity corresponding to the load, and it is possible to achieve both steering stability and ride comfort depending on the driving condition. Moreover,
Since there is no need to provide an air compression pump, an inexpensive and simple tire pressure control device can be configured, and the tire pressure control device can be used on vehicles of all displacements, dramatically expanding its versatility. be able to.

According to the tire air pressure control device according to claim (2), the amount of throttling by the throttling mechanism in the communication passage is controlled by the control means closing the communication passage when the output value of the vehicle speed detection means is larger than a predetermined value. By controlling the air volume ratio to change the tire air pressure settings, the input load to the tires due to vehicle speed is appropriately stopped by the corresponding air capacity, and the tire air pressure is controlled to change at low vehicle speeds. It is possible to achieve both ride comfort and steering stability at high vehicle speeds.

Further, according to the tire air pressure control device according to claim (3), the control means controls the throttle amount by the throttle mechanism in the communication passage so that the communication passage is closed by the control means when the output value of the steering angular velocity detection means is larger than a predetermined value. By controlling the volume ratio of the air to be switched, the air pressure of the tires can be changed appropriately, so that the input load to the tires due to the steering angular velocity can be appropriately stopped by the air capacity corresponding to the air volume. It is possible to achieve both ride comfort at low steering angular speeds and steering stability at high steering angular speeds.

According to the tire air pressure control device according to claim (4), the control means controls the amount of throttling by the throttling mechanism in the communication passage so that the communication passage is closed by the control means when the output value of the acceleration/deceleration detection means is larger than a predetermined value. By controlling the volume ratio of the air to be switched, the air pressure of the tire can be changed appropriately, so that the load input to the tire due to acceleration/deceleration can be appropriately stopped by the air capacity corresponding to the air volume. It is possible to achieve both ride comfort during small accelerations and decelerations and steering stability during large accelerations and decelerations.

According to the tire air pressure control device according to claim (5), the control means controls the amount of throttling by the throttling mechanism in the communication passage, and the control means closes the communication passage when the output value of the lateral load detection means is larger than a predetermined value. By controlling the volume ratio of the air to be switched, the air pressure of the tire can be changed appropriately, so that the input load to the tire due to the lateral load can be appropriately stopped by the air capacity corresponding to the load. It is possible to achieve both ride comfort when a small lateral load is applied and steering stability when a large lateral load is applied.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the configuration of the present invention. 2 to 5 show a first embodiment of the present invention, and a second embodiment of the present invention is shown in FIG.
Figure 3 is an explanatory diagram showing the overall configuration, Figure 3 is a flowchart diagram showing the control of the control valve by the control unit, Figure 4 is a map diagram showing the characteristics of the opening/closing speed of the control valve with respect to the steering angular velocity, and Figure ji5 is a diagram showing the characteristics of the opening/closing speed of the control valve with respect to the steering angular velocity. FIG. 3 is a map diagram showing characteristics of speed per second of a control valve. FIG. 6 is a diagram corresponding to FIG. 3 showing a modification of the first embodiment. 7 and 8 show a second embodiment of the present invention, and FIG.
The figure is a diagram corresponding to FIG. 2, and FIG. 8 is a schematic explanatory diagram showing the overall configuration. 2)... Wheel 22... Tire (pressure accumulation chamber) 52... Communication path 53... Pressure accumulation chamber 56... Control valve (throttle mechanism) 57... Control unit (control means) 58...
・Vehicle speed sensor (vehicle speed detection means) 60... Steering angular speed detection means 61... Traveling state detection means 71... Acceleration/deceleration detection means 87... Lateral load sensor (lateral load detection means) ■, θg
, l v l , CF-detected value Vo, bHo, l
vol, CFo... predetermined value and 2 other people 2)... Wheel 22... Tire (pressure accumulation chamber) 52... Communication path 53... Pressure accumulation chamber 56... Control valve (throttle mechanism) 57 ...Control unit (control means) 58...
・Vehicle speed sensor (vehicle speed detection means) 60... Steering angular speed detection means 6 U... Traveling state detection means 71... Acceleration/deceleration detection means 87... Lateral load sensor (lateral load detection means) ■, θH,
lvl, CF...detected value Vo, θ+o, I vol, CFo ・=predetermined value 1 Fig. 4 Fig.

Claims (5)

[Claims] (1) A pressure accumulating chamber in which the air in the tire is communicated through a communication path so as to allow fluid communication and tire air pressure can be accumulated on the wheel side, and a pressure accumulating chamber provided in the communicating path and between the inside of the tire and the pressure accumulating chamber. a throttling mechanism that variably throttles the amount of air flowing through the vehicle, a driving state detecting means for detecting a traveling state, and controlling the amount of throttling of the throttling mechanism based on a detection value detected by the traveling state detecting means. What is claimed is: 1. A tire air pressure control device comprising a control means for controlling (2) The driving state detection means is a vehicle speed detection means for detecting the vehicle speed, and the control means is configured to control a throttle mechanism so as to close the communication passage when the detected value detected by the vehicle speed detection means is larger than a predetermined value. The tire air pressure control device according to claim 1, which controls the amount of throttle. (3) The running state detecting means is a steering angular speed detecting means for detecting a steering angular speed, and the control means controls a throttle so as to close the communication passage when the detected value detected by the steering angular speed detecting means is larger than a predetermined value. Claims for controlling the amount of aperture of the mechanism (
1) The tire air pressure control device described above. (4) The running state detecting means is an acceleration/deceleration detecting means for detecting acceleration/deceleration, and the control means controls the throttle so as to close the communication passage when the detected value detected by the acceleration/deceleration detecting means is larger than a predetermined value. Claims for controlling the amount of aperture of the mechanism (
1) The tire air pressure control device described above. (5) The running state detection means is a lateral load detection means that detects a load from the lateral direction, and the control means closes the communication path when the detected value detected by the lateral load detection means is larger than a predetermined value. The tire air pressure control device according to claim 1, wherein the tire air pressure control device controls the amount of throttle of the throttle mechanism.