KR101365183B1 - Tire pressure controlling device - Google Patents

Abstract

The present invention relates to a tire pressure controlling device which calculates the average speed of a vehicle using speed data inputted by the MCU of the vehicle; which arranges tire pressure data appropriate for each block speed; and which automatically adjust tire pressure to be appropriate for the calculated vehicle speed. The tire pressure controlling device according to the present invention is capable of automatically maintaining tire pressure according to weather or road conditions by automatically adjusting the tire pressure data appropriate for relevant block speed using weather or road conditions inputted by users.

Description

Tire pressure control device {TIRE PRESSURE CONTROLLING DEVICE}

The present invention relates to a tire inflation pressure regulating device incorporating a tire air pressure control system. Specifically, the inflation pressure of a car tire is increased manually or automatically according to pressure information selected by a driver according to a driving environment of a vehicle or previously inputted. The tire air pressure control system with a built-in tire air pressure control system installed on a vehicle wheel to increase the fuel efficiency of the car and prevent accidents that may occur due to the inadequate tire pressure may be adjusted. will be.

In general, wheels installed in a vehicle are composed of tires and wheels, and the automobile wheels share the entire weight of the vehicle together with the tires, and the braking and driving torque, the impact on the road surface, the centrifugal force at the time of turning and the vehicle are inclined. It is designed to withstand the lateral forces that occur when it is composed of a rim, a disk, and a hub that connects the rim with the rim. A tire is overlaid along the rim of the rim to form an automobile wheel.

On the other hand, in order for the wheel to function properly, it is important to properly maintain the air pressure inside the tire. The tire air pressure is a pressure applied by the air filled in the air tube configured inside the tire. Violence tends to occur such as durability deterioration, rolling resistance increases and steering performance deteriorates. On the other hand, if the tire inflation pressure is higher than normal, the body of the vehicle will be greatly shaken even in the small impact during high-speed driving, and in particular, if the vehicle is suddenly stopped during high-speed driving in rainy weather, the risk of accidents will be increased.

Therefore, in case of continuous driving, the tire air pressure should be checked every day, and even in the case of a general vehicle, the tire pressure is measured about once a month to check the condition of the tire and maintain the proper tire pressure. It is important. However, in the process of checking the air pressure of the tire as described above, the general user judges whether or not the air pressure of the tire is rough by pressing the tire with his hand or pressing the foot with his foot. It is difficult to know the exact air pressure and adequacy of the tire, and this has caused a problem that most maintenance shops have to go through a cumbersome process of measuring and supplementing the tire pressure.

In order to solve the above problems, Patent Literature 1 has proposed a tire pressure check device, but this is simply to inform the air pressure state of the car tires so that the driver may increase or decrease the air pressure of the tire of the car. The patent document 2 has proposed an active countermeasure system for maintaining the tire pressure of a car tire, but this can only be effectively operated when the tire pressure drops and needs to be lowered. The problem remains that active replacement is not possible.

On the other hand, Patent Literature 3 has proposed a car tire air pressure control device to adjust the air pressure of the tire by allowing the driver to directly supply or exhaust air to the tire, in this case, the driver manually injects the tire pressure It is not only difficult to control the air pressure of tires by controlling exhaust, but there is a point that there is a risk of inducing traffic accidents by injecting or exhausting tires while driving a car. It is difficult to maintain optimal tire pressure for different driving environments, unless you are an expert in this field, so when the driver selects a condition for your driving environment, the tire pressure information provided accordingly will be provided. Pressure information Depending was automatically recognizes the need to improve the device so as to adjust the air pressure in the tires.

Patent Document 1: Republic of Korea Utility Model Registration No. 20-0195637 (June 30, 2000) Patent Document 2: Korean Patent Publication No. 1998-028763 (July 15, 1998) Patent Document 3: Republic of Korea Patent Registration No. 10-0920196 (September 28, 2009)

The present invention is to solve the above problems, and stores the tire inflation pressure required for the vehicle according to the ambient temperature and the running speed as a preset value, and automatically adjusts to maintain the appropriate tire inflation pressure according to the ambient temperature and the running speed. An object of the present invention is to provide a tire air pressure regulator.

The object of the present invention is a tire inflation pressure adjusting device for automatically adjusting tire inflation pressure according to a vehicle running speed, the speed detection unit for receiving and storing vehicle speed data through serial communication from the MCU of the vehicle and compressing the outside air An air compressor, an air tank for temporarily storing the air compressed by the air compressor, a wheel valve for injecting or discharging air to the tire or blocking the air flow according to an air pressure applied from the outside, and an air tank And a manifold for switching whether to supply or block compressed air to the wheel valve, and store the air pressure data for each speed, which is information on a suitable tire air pressure according to the vehicle speed section, and the currently set tire air pressure. The vehicle speed input from the A control unit for calculating a vehicle average speed and outputting a control signal for increasing or decreasing tire air pressure using the air pressure data for each speed according to the calculated vehicle average speed, a display device for displaying a tire air pressure currently set to a driver, and an external device It is possible to achieve by the tire inflation pressure control device comprising an input device having an input terminal for receiving the air pressure data for each speed suitable for the vehicle.

The tire inflation pressure adjusting apparatus according to the present invention has a tire inflation pressure data suitable for each vehicle speed section therein, and after detecting the average speed of the vehicle, the tire inflation pressure corresponding to the average speed can be automatically adjusted even while moving. . In particular, the tire pressure data suitable for each vehicle speed section can be automatically corrected by using weather or road conditions input from a driver, thereby automatically maintaining proper tire air pressure according to weather or road conditions.

In addition, the wheel valve used in the tire inflation pressure control apparatus according to the present invention is formed by a simple structure having a rotating poppet rotating inside the case member, and is easy to manufacture, thereby reducing production costs. In addition, the tire air pressure adjusting device according to the present invention can be implemented without using a diaphragm valve that causes frequent failures due to foreign substances, thereby improving the reliability of the product.

1 is an embodiment of a tire inflation pressure control apparatus according to the present invention.
Figure 2 is an operation flow chart illustrating the operation flow of the manifold applied to the tire inflation pressure control apparatus according to the present invention.
Figure 3 is a flow chart illustrating the operation of the control unit for adjusting the tire pressure in accordance with the speed detection unit of the tire pressure adjustment device of the present invention.
Figure 4 is a plan perspective view, front view and vertical cutaway view of a wheel valve according to one embodiment of the present invention.
5 is a perspective view of a wheel valve in a state of omitting the rotary poppet and a perspective view of an embodiment of the wheel valve according to the present invention.
Figure 6 is a perspective view of a rotating poppet inserted into the wheel valve according to the present invention.
Figure 7 is a view showing the outer shape of the flow path and the rotating poppet formed in the case member of the present invention in a plan view.
8 is an operation cross-sectional view for explaining the operating state of the wheel valve according to the present invention.
9 is a graph illustrating a flow of lowering tire pressure using a wheel valve according to the present invention.

In the following, preferred embodiments, advantages and features of the present invention will be described in detail with reference to the accompanying drawings.

1 is an embodiment of a tire inflation pressure control apparatus according to the present invention. The tire inflation regulator according to the present invention is commonly referred to as central tire inflation systems (CTIS), and the central tire inflation systems (hereinafter referred to as CTIS) are used to stop and / or stop the vehicle. During operation, one or more tire inflation pressures can be remotely controlled using a pressure fluid source (usually a vehicle air brake compressor or storage tank) mounted in the vehicle, even when the vehicle is moving in the same manner as when the vehicle is stopped. A device that allows a driver to change or maintain the air pressure of one or more tires remotely, manually or automatically, in the air system of a vehicle (typically a truck). In the drawing, the dotted line between the controller 120, the air compressor 110, and the manifold 140 shows a control signal. Tire pressure control device according to the invention air compressor 110, air tank 150, speed sensing unit 130, control unit 120, manifold (140, manifold), wheel valve (100a ~ 100d), front wheel air The distribution port 160a, the rear wheel air distribution port 160b, the display device 170, and the input device 180 is composed of. The air compressor 110, the air tank 150, the manifold 140, the manifold, the wheel valves 100a to 100d, the front wheel air distribution port 160a, and the rear wheel air distribution port 160b are connected by an air hose. Connected.

Air compressor 110 is a device for compressing air from the atmosphere according to the control signal of the control unit 120 in the present invention used a capacity of 174 liters per minute, the air tank 150 is a reservoir for temporarily storing the compressed air In the present invention, a 5 liter air tank was used. The manifold 140 has an injection solenoid valve, a discharge solenoid valve, a shut off solenoid valve and a switch therein, and switch compressed air according to a control signal of the controller 120 using a switch. To supply to the front wheel air distribution port 160a or to the rear wheel air distribution unit 160b or the front wheel air distribution port 160a and the rear wheel air distribution unit 160b. One pressure sensor is provided in the manifold 140, and in a state in which air is not supplied to the front wheel and the rear wheel, the supply pressure of the air stored in the air tank 150 can be measured, and the manifold 140 Is switched to apply compressed air to the two front wheels 200a, 200b of the vehicle, the air pressure stored in the two front wheels 200a, 200b can be measured, and finally, the manifold 140 When switching to apply compressed air to the two rear wheels 200c and 200d of the vehicle, the air pressure stored in the two rear wheels 200c and 200d may be measured. The switch provided in the manifold may be switched to supply air to the front wheels 200a and 200b and the rear wheels 200c and 200d at the same time, in this case the front wheels 200a and 200b and the rear wheels 200c and 200d. The average tire pressure stored in the instrument can be measured.

Manifold 140 is connected to the air tank 150 through the injection solenoid valve, the discharge solenoid valve is a solenoid valve for discharging the compressed air to the outside atmosphere at a slow speed to reduce the tire pressure, shut off The solenoid valve for the solenoid valve is a solenoid valve for quickly discharging the compressed air to the outside atmosphere in order to maintain the tire pressure by closing the wheel valve (100a ~ 100d) when the tire pressure is set to the desired value.

The front wheel air distribution port 160a distributes compressed air supplied through the manifold 140 to the wheel valves 100a and 100b attached to the two front wheels 200a and 200b provided at the front wheels, respectively. The rear wheel air distribution port 160b distributes the compressed air supplied through the manifold 140 to the wheel valves 100c and 100d respectively attached to the two rear wheels 200c and 200d provided at the rear wheels. It is a distribution port. The speed detecting unit 130 is a device for detecting the speed of the vehicle. The speed detecting unit 130 may detect a speed by attaching a separate sensor. However, since the vehicle microcontrol unit (MCU) includes the measured vehicle speed data, the vehicle is typically a vehicle. It is a device that receives vehicle speed through CAN (Controller Area Network) communication (which can use different communication methods depending on the vehicle) from MCU attached to it and temporarily stores it.

The display device 170 displays an air pressure applied to a wheel of a vehicle or displays a set value set by the user, and may be implemented as a liquid crystal display device or an organic EL device. The input device 180 includes a touch panel or a remote controller for receiving vehicle driving status information from a driver, and a personal computer (PC) or vehicle inspection used by the vehicle mechanic in order to allow only the vehicle mechanic to control the air pressure setting value. It may be configured as an external input terminal connected to the device and the controller 120 to receive data. That is, the driver receives the number of vehicle occupants, current weather (snow or rain), and driving road information (unpaved road or general road) provided through the display device 170, and then provides information about this through the touch panel or the remote controller. You can enter The mechanic will change the tire pressure setting using an external input at the driver's request or according to expert opinion. For example, if the driver wants a more rigid ride, the mechanic uses an external input to change the air pressure setting to get a higher overall tire pressure setting, or the tire pressure setting if the driver wants a smoother ride. It is possible to change the air pressure setting to bring the overall low.

Below. The operation of the manifold of the tire inflation regulator shown in FIG. 1 will be described with reference to FIG. 2. In the description of FIG. 2, for convenience of description, the solenoid valve for disconnection, the solenoid valve for discharge, and the solenoid valve for injection will be briefly referred to as a shutoff valve, a discharge valve, and an injection valve, respectively.

Close the shutoff valve to inflate or withdraw the tires (ST 100). Next, open the injection valve to open the air flow between the air compressor, the air tank and the manifold (ST 110). After that, check whether the discharge valve is open (ST 120), and recognize the open state as an error state and display an error message through the display device 170 (ST 130), display a system warning sound or warning, and shut off the shutoff valve. Open (ST 140).

When the discharge valve is closed, the air compressor 110 is operated according to the control signal of the controller 120 to inject air into the tire through the wheel valves 100a to 100d (ST 150) and close the injection valve after a certain time ( ST 160). At this time, the pressure sensor provided in the manifold 140 measures the air pressure applied to the air tank 150 between the ST 150 step and the ST 160 step. When the injection valve is closed in the ST 160 step, the air tank 150 is closed. Since the air flow between the manifold 140 is blocked and only the air passage between the wheel valve is formed, the air pressure stored in the tire is measured. As described above, by using the switch provided in the manifold, step ST 150 may supply air only to the front wheels 200a and 200b, or supply air only to the rear wheels 200c and 200d, or the front wheels 200a and 200b. Air can be supplied to the rear wheels 200c and 200d at the same time.

The measured tire air pressure is compared with the set tire air pressure (ST 170). If the set value is equal to the measured value, the inlet and outlet valves are closed (ST 180), the shutoff valve is opened (ST 190), and the pneumatic inlet and outlet ends. If the measured tire air pressure is lower than the set value, the injection valve is opened and pressurized for a predetermined time (ST 200), and after the end of a certain time, the injection valve is closed (ST 210) to repeat the ST 170 step of measuring tire air pressure. . If the measured tire air pressure is higher than the set value, the discharge valve is opened and decompressed for a predetermined time (ST 220), and after the end of the predetermined time, the discharge valve is closed (ST 230) to repeat the ST 170 step of measuring the tire air pressure.

In general, when a vehicle runs at a high speed, maintaining a high tire pressure may be good for a ride with the tire, and when a vehicle runs at a slow speed, a tire pressure may be kept low. In the present invention, the tire pressure is automatically adjusted by using the speed data stored in the speed detecting unit 130. Figure 3 is a flow chart illustrating the operation of the control unit for adjusting the tire air pressure in accordance with the speed detection unit of the tire air pressure control device of the present invention. The tire air pressure control according to the speed will be described with reference to FIG. 3. When the vehicle starts to drive (ST 300), the vehicle average speed for a predetermined time is calculated (ST 310). Then, it is checked whether the current tire air pressure is the tire air pressure suitable for the vehicle average speed, and it is determined whether the air pressure adjustment is necessary (ST 320). Therefore, the control unit 120 stores and stores the air pressure data according to the speed set in advance by the vehicle maintenance engineer in advance. For example, Table 1 shows an example of the air pressure data for each speed, which is information on the proper tire air pressure according to the vehicle speed section of the tire capable of injecting 45 psi at the maximum air pressure.

Vehicle speed (km / h) Air pressure (psi) More than 140 42 120 or more ~ less than 140 40 100 or more ~ less than 120 38 80 or more ~ less than 100 36 60 or more ~ less than 80 35 Less than 60 34

The controller 120 stores the current tire air pressure as an air pressure setting value, and uses the air pressure data for each speed as shown in Table 1 to determine an appropriate air pressure according to the average speed value detected using the speed sensor for a predetermined period. To compare. When the air pressure adjustment is necessary, the air pressure setting value is replaced with the air pressure suitable for the current speed and then set again (ST 330), and the tire air pressure is adjusted according to the flow shown in FIG. 2 (ST 340). If the tire pressure adjustment is completed or if the air pressure adjustment is not necessary, the operation of continuously detecting the average speed of the vehicle in the ST 310 stage is performed again.

As described above, the driver can input information on the current weather (snow / rain) and road conditions (paved road / unpaved road) through the input device 180. By setting, it is possible to adjust the appropriate tire pressure (air pressure data for each speed). For example, if it is raining, it is advantageous to reduce the tire pressure, so set the reduction ratio to 0.9 to reset the air pressure data for each speed as shown in Table 2.

Vehicle speed (km / h) Tire pressure (psi) Tire pressure (psi) reflects reduction ratio (0.9) More than 140 42 37.8 120 or more ~ less than 140 40 36 100 or more ~ less than 120 38 34.2 80 or more ~ less than 100 36 32.4 60 or more ~ less than 80 35 31.5 Less than 60 34 30.6

Furthermore, in the above description, it is assumed that the tire air pressure is adjusted according to the speed of the vehicle, but it is further provided with a temperature sensor for sensing the ambient temperature or a humidity sensor for sensing the ambient humidity, which can be applied as a reduction ratio factor for adjusting the air pressure. Of course.

Hereinafter will be described with respect to the wheel valve applicable to the tire inflation pressure control device of the present invention.

Figure 4 (a) is a partial perspective plan view of a wheel valve according to the present invention, Figure 4 (b) is a front view, Figure 4 (c) shows a cross-sectional view in the direction A-A 'in Figure 4 (a). Figure 5 (a) is an exploded perspective view of a wheel valve according to the present invention, Figure 5 (b) is an exploded perspective view of a state in which the rotary poppet is removed from the wheel valve of the present invention. Figure 6 is an embodiment of a rotary poppet inserted into the wheel valve according to the present invention. 4 to 6 will be described with respect to the structure of the wheel valve according to the present invention.

The wheel valve according to the present invention is composed of a case member (20, 30) having a rotary poppet (10), and a receiving space 60 for receiving it.

The rotating poppet 10 includes a body portion including an upper surface u, a lower surface, and side surfaces s1, s2, s3, and s4, and a first shaft 11a and a first protrusion protruding at positions opposite to the upper surface and the lower surface. It has a configuration including two shafts (11b), the body portion and the shaft was formed integrally by using a grinding or die caster as a single material. The upper surface (u) and the lower surface are formed in a rectangular shape of the same soft shape having the same length of two neighboring pairs when viewed in plan view, and viewed in plan view, as shown in FIG. 6 (a) or FIG. 6 (b). As shown, the first side v1 formed by the side of the s1 and the side s2 meets, the second side v2 formed by the s2 side and the s3 side meet, the third side v3 formed by the s3 side and the s4 side meet and the s4 side It has a side shown by the 4th side v4 which the s1 side surface meets. The term "side" is used here to mean the side formed by the neighboring side meet. As shown in FIG. 6A, the first side edge v1 is a side where the first side surface s1 and the second side surface s2 meet and are formed, and the second side surface v2 is the second side surface s2. ) And the third side surface s3 are formed to meet each other, the third side surface v3 is a side formed by the third side surface s3 and the fourth side surface s4 formed, and the fourth side surface v4 is the first side. It is a side formed by the four side surface s4 and the 1st side surface s1. In addition, the first side surface s1 and the second side surface s2 are not flat quadrangular surfaces but are formed to have curved shapes that are convexly formed in the shaft direction when viewed from the outside in the shaft direction as shown in the figure. This is to smoothly receive the flow of air applied to the rotary poppet 10 on the first side surface s1 and the second side surface s2. Therefore, as described above, the expression that the upper and lower surfaces of the rotary poppet 10 are formed in a rectangular shape having a smooth shape when viewed in a plane has a square shape similar to the soft shape, and some side surfaces forming the square have a shaft. It should be expressed as having a convex curved shape as its center. However, expressing the lateral shape of the rotary poppet 10 with words precisely may confuse the subject matter of the present invention, and thus, simply referred to in the claims and embodiments as the term 'soft shape' or 'square shape' is described above. Likewise, it should be interpreted as a term including not only a flat rectangular shape but also a range embodied in a convex curved shape.

As shown in FIGS. 4 and 6, shaft seals 13a, 13b, and shaft seals are inserted into the first shaft 11a and the second shaft 11b, respectively, and then inserted into the case members 20 and 30. . The shaft seals 13a and 13b were made of EPDM (Ethylene Propylene Diene M-class) rubber.

The first side edge v1 and the third side edge v3 are provided at opposite positions on an imaginary vertical center line (indicated by A-A 'in FIG. 4) passing through the centers of the shafts 11a and 11b, and the second side edge v2. (v2) and the fourth side edge v4 are provided on an imaginary horizontal center line (indicated by B-B 'in FIG. 4) passing through the shafts 11a and 11b (FIG. 6 (b)) or an imaginary horizontal centerline It is provided in a direction opposite to the first side (v1) relative to (FIG. 6 (c)) to be formed at a point left and right symmetrical with respect to the virtual vertical center line.

Rotation poppet 10 shown in Figure 6 (b) is the volume indicated by A3 and A4 in the lower portion relative to the horizontal center line of the first shaft (11a) to A1 and A2 formed in the upper portion relative to the horizontal center line It is preferable to form the same volume as the displayed volume. This is because the first shaft 11a is designed to function as a center of gravity in order to smoothly maintain the stable state described later. Therefore, the first side surface S1 and the second side surface S2 forming A1 and A2 should be designed in a convex shape to reduce the volume. In order to prevent the first side surface S1 and the second side surface S2 from being excessively curved, the horizontal center line passing through the first shaft 11a as shown in FIG. It can be seen that the second side wall v2 and the fourth side wall v4 are formed at positions opposite to the first side wall v1 without being formed on the horizontal center line. In the case of FIG. 6C, the volumes A1 and A2 formed on the upper side with respect to the horizontal center line and the volumes A3 and A4 formed on the lower side with respect to the horizontal center line are designed to be the same.

In addition, the first side edge v1, the second side edge v3, and the fourth side edge v4 are rounded, and the airtightness with the side wall s of the cave member is enlarged as shown in the circle of FIG. 6 (a). Good release properties were maintained. As shown in FIG. 6 (c), it can be seen that the first distance a from the shaft to the first side v1 is formed farther than the second distance b from the shaft to the third side v3. have. Rotating poppet 10 was made of brass. In addition, as shown in FIG. 6 (d), the rotating poppet is formed of brass material, and the second side side v2 and the fourth side side v4 are chamfered inward, and the corresponding chamfered regions T2 and T3 are formed. Of course, it can be formed thick with a Teflon coating.

The case members 20 and 30 are composed of a combination of the case body portion 20 and the upper cover 30. One side of the case body 20 is provided with an inlet 21 through which the air stored in the air compressor or the air tank is introduced, and an outlet 23 through which the air is discharged by a tire nozzle on the other side thereof, and inside the rotating poppet ( An accommodation space 60 for receiving 10 is formed, and the inlet 21, the accommodation space 60, and the outlet 23 are interconnected to form a flow path 50 that is an air flow passage. The surface forming the receiving space 60 therein in the case member (20, 30) to be referred to as the inner surface, the portion of the inner surface facing the side of the rotary rotating poppet (10) to be referred to as the side wall (s) Shall be. On the upper surface of the case body 20, O-rings 35 are installed in the outer region of the receiving space 60, and a plurality of screw holes 33 are formed around the O-rings 35. The upper cover 30 is provided with a plurality of through holes which are installed at positions corresponding to the screw holes 33 formed on the upper surface of the case body portion 20, and through the through holes using a plurality of coupling screws 31 Screw holes 33 and screwed together. In addition, the guide hole and the guide pin coupling 37 was applied to assemble the case body 20 and the upper cover 30 at the correct position. The case body 20 and the upper cover 30 were made of aluminum, and at least an inner surface of the inner body in contact with the rotating poppet 10 was subjected to Teflon coating.

As shown in FIG. 4 (c), the upper and lower surfaces of the rotary poppet 10 are formed to be in close contact with the case body 20 and the upper cover 30 to maintain an airtight state so that air does not flow through the portion. It must be formed to hold. To this end, the Teflon coating was applied to the inner surface of the housing space 60 to form a flow path by combining the case body 20 and the upper cover 30. Therefore, the inner surface of the case body portion 20 and the upper cover 30 which are in contact with the surface of the rotary poppet 10 and the rotary poppet 10 are treated with Teflon to increase the airtightness between the rotary poppet 10 and the inner surface and at the same time friction. The effect of reducing the modulus can be seen.

7 is a view showing the outer shape of the flow path and the rotating poppet formed in the case member of the present invention in a plan view. The flow path 22 is shown by separating only the air flow passage formed inside the case member, the flow path 22 is a dashed inlet flow path (50a), rotary poppet flow path (50b) and outlet flow path (50c) for convenience of explanation. It is divided into three areas. The rotary poppet 10 has two states, a stable state in which no air flow is generated on the flow path, and an unstable state in which air flow is generated. 7 illustrates a stable state in which no air flow occurs on the flow path, and in the stable state, the flow path formed in the case member is formed by the first and second side edges v1, v2, and the second side edges by the rotating poppet 10. It shows contact only on the four sides (v4). Therefore, in such a stable state, the inner surface of the rotating poppet 10 and the flow path surface formed inside the case member should be hermetically contacted, and when air flows, the two sides should be easily separated from each other.

Rotating poppet 10 is designed to rotate clockwise and counterclockwise within a certain angle range with the shaft 11a as the center of rotation, so that it is converted into an unstable state and formed to communicate air. In order to smoothly rotate the rotating poppet 10 in both directions within the accommodation space, as shown in FIG. 7A, the accommodation space 60 of the case member includes the second side edge v2 and the fourth side edge v4. The opposing face to be contacted should be designed so that the flow path face is narrower than the other parts. When the fourth side v4 of the rotary poppet 10 rotates counterclockwise in the accommodation space, the inner surface forming the accommodation space in the case member should not be touched. To this end, when the rotary poppet 10 is in a stable state, the inner surface portion (the portion indicated by 'R') from the point where the fourth side edge v4 is located to the inlet flow passage 50a side is centered on the shaft 11a. It was formed to have a radius of curvature formed at a position farther than the distance (L) from to the fourth side (v4). In FIG. 7A, L ′ is the same size as L, and represents an imaginary position in which the fourth side v4 is rotated counterclockwise about the shaft 11a. In designing the inner wall, the same design principle should be considered in the part where the second side v2 rotates clockwise.

In addition, in order to keep the stable state smoothly, as shown in FIG. 7B, the pressure applied to the first side s1 of the rotating poppet by the area indicated by 'A' is defined by the area indicated by 'B'. It is preferable to design the same as the sum of the pressures applied to the third side surface s3 and the fourth side surface s4 of the rotary poppet.

Referring to Figure 8 will be described the operating state of the wheel valve according to the present invention. FIG. 8 (a) shows a state in which the rotating poppet in which the air flow does not occur in the wheel valve is in a stable state, and FIGS. 8 (b) and 8 (c) show that the rotating poppet is unstable in the wheel valve. It shows the state in which the air flow is generated by switching to the state. For convenience of description, the space formed by the third side surface s3, the fourth side surface s4 of the rotating poppet 10 and the inner surface of the case member is referred to as a 'space', and the second side surface ( The space formed between the s2) and the inner surface of the case member will be described as 'space', and the space formed by the first side s1 of the rotary poppet 10 and the inner surface of the case member will be described as 'space'.

First, the stable state of FIG. 8 (a) will be described. In Fig. 8, the hatched portion shows a cross-sectional view of the case member, and thus the inner empty space shows a flow path. The arrow B at the upper left shows the magnitude of the air pressure applied to the tire, and the arrow A at the lower right indicates the air pressure applied from the air compressor or the air tank. The stable state shown in FIG. 8 (a) is a state in which the magnitude B of the air pressure applied to the tire is larger than the air pressure A applied from the air compressor or the air tank, where air can be injected or drawn out of the tire. The state in the case of maintaining a present state without need is shown. If the air pressure B is greater than the air pressure A, the air pressure B applied from the tire rotates because the same air pressure 60a, 60b is applied to the third side surface S3 and the fourth side surface S4 of the rotary poppet 10. Poppet 10 is maintained in a state that does not rotate about the shaft (11a).

FIG. 8 (b) shows a state in which the rotary poppet is switched to an unstable state when it is necessary to inject air pressure into the tire. When a higher air pressure A is applied from the air tank than the air pressure B injected into the tire, the first side surface S1 of the rotary poppet 10 is pressurized and the shaft ( It rotates counterclockwise about 11a), and air is inject | poured into a tire in the direction of the arrow shown by 60c through the space between 1st side v1 and a flow path surface. Then, when the air pressure B injected into the tire is equal to the air pressure A injected from the air tank, the air pressure B is converted to the stable state of FIG. 8 (a).

In most steady states, the pressure on the space and the pressure on the space remain about the same. Therefore, in order to switch from the stable state of FIG. 8 (a) to the unstable state of FIG. 8 (b), it is theoretically possible to add a slight air pressure to the space, but since some air pressure remains in the space, the state change is practically performed. The air pressure of 5 psi or more is applied to the air pressure, and the air pressure of approximately 100 psi is instantaneously applied for the quick state transition.

FIG. 8 (c) illustrates a state in which the rotating poppet is switched to an unstable state when the tire pressure is reduced. If it is necessary to lower the air pressure B injected into the tire, the air pressure A should be made lower than the air pressure B. However, the wheel valve of the present invention always maintains a stable state when the air pressure B is higher than the air pressure A as described in FIG. Therefore, some additional steps are required to lower the tire pressure B using the wheel valve according to the invention. This will be described using the graph of FIG. 9 illustrating the flow of lowering the tire pressure using the wheel valve according to the present invention. In FIG. 9, the vertical axis represents air pressure, and the horizontal axis represents the time axis. It is shown that the tire air pressure is maintained at Vb1 before t1. In order to lower the tire pressure to Va2, an air pressure of Va1 magnitude is instantaneously applied from the air tank between t1 and t2. Therefore, between t1 and t2, an air pressure A having a pressure higher than the air pressure B is instantaneously applied, so that the rotating poppet of the wheel valve is temporarily switched to an unstable state as shown in FIG. 8 (b). After the time t2, when the air pressure B supplied from the air tank is applied to Va2, the rotating poppet changes from the state of FIG. 8 (b) to the state shown in FIG. 8 (c), following the air flow indicated by 60d. While the tire air pressure remains unstable until a time point t3 at which the air pressure Va2 supplied from the air tank is lowered, and after t3 at the same air pressure, the rotating poppet rotates to the stable state of FIG. 8 (a).

In the present invention described so far, only the tire air pressure is automatically adjusted according to the set value. Of course, if necessary, the driver can manually adjust each tire pressure. For example, the front wheel tire pressure and rear wheel tire pressure setting screen which the driver wants to set through the display device is displayed, received by the input device, the input tire air pressure is provided to the controller, and the control signal from the controller. It is also possible to easily adjust the tire pressure by manually outputting the manifold and air compressor.

While the preferred embodiments of the present invention have been described and illustrated above using specific terms, such terms are used only for the purpose of clarifying the invention, and it is to be understood that the embodiment It will be obvious that various changes and modifications can be made without departing from the spirit and scope of the invention. Such modified embodiments should not be understood individually from the spirit and scope of the present invention, but should be regarded as being within the scope of the claims of the present invention.

10: rotating poppet 60: receiving space
11a: first shaft 11b: second shaft
13a: first shaft 13b: second shaft
20: case body portion 21: inlet
23: outlet 30: top cover
35: O-ring 37: guide pin coupling structure
100a to 100d: Wheel valve 110: Air compressor
120: controller 130: speed detection unit
140: manifold 150: air tank
160a: front wheel air distribution port 160b: rear wheel air distribution port
170: display device 180: input device
200a to 200d: wheel v1: first side
v2: second side v3: third side
v4: fourth side u: upper surface
s: side wall s1: first side surface
s2: second side s3: third side
s4: fourth side

Claims (8)

delete delete In the tire pressure control device for automatically adjusting the tire pressure according to the vehicle running speed,
A speed sensing unit for receiving and storing vehicle speed data through serial communication from a vehicle MCU;
An air compressor that compresses the outside air,
An air tank for temporarily storing the air compressed by the air compressor,
A wheel valve for injecting or discharging air to the tire or blocking air flow according to the air pressure applied from the outside;
A manifold for switching whether to supply or block compressed air stored in the air tank to the wheel valve;
It stores the air pressure data for each speed that is information on the tire air pressure according to the vehicle speed section and the currently set tire air pressure, and calculates the average vehicle speed for a certain period of time using the vehicle speed input from the speed detection unit, and calculates A control unit for outputting a control signal for increasing or decreasing tire air pressure by using the air pressure data for each speed according to the average vehicle speed;
A display device for displaying the tire pressure currently set to the driver;
It includes an input device having an external input terminal for receiving the air pressure data for each speed of the vehicle,
The wheel valve is made of a case member for receiving the rotary poppet and the rotary poppet therein,
The rotating poppet
A body part comprising an upper surface, a lower surface, and a side surface,
The first surface and the lower surface is configured to include a first shaft and a second shaft protruding to the outside in the opposite position,
On the side surface of the body portion of the rotatable poppet, the first side side provided on the virtual vertical center line passing through the first shaft, and on the horizontal center line or the first side side based on the virtual horizontal center line passing through the first shaft. It is provided in a direction opposite to the second side and the fourth side and formed at a point symmetrical with respect to the imaginary vertical center line,
The case member is
An accommodation space is provided therein to accommodate the rotary poppet, an inlet installed at one side, an outlet installed at the other side, and air flowing into the inlet is introduced into the accommodation space and then flows out to the outlet. The flow path is formed, the inner surface of the case member forming the receiving space when viewed in plan view is provided in a shape that is in contact with the rotary poppet only on the first side, the second side and the fourth side of the rotary poppet. Tire air pressure regulator.
The method of claim 3, wherein
An upper surface of the rotating poppet further includes a third side surface formed on an imaginary vertical center line passing through the first shaft and formed on the side opposite to the first side surface with respect to the horizontal center line. And a lower surface of the tire pneumatic pressure regulating device, characterized in that it is formed in a circular shape.
5. The method of claim 4,
Part of the side surface of the rotary poppet is a tire inflation pressure adjusting device, characterized in that formed in a convexly curved shape outward when viewed from the outside in the direction of the first shaft.
The method according to claim 4 or 5,
Tire pressure control device, characterized in that the inner surface of the case member forming the receiving space is coated with Teflon.
The method according to claim 4 or 5,
The case member is a tire pneumatic pressure regulating device, characterized in that the housing body, the inlet and outlet is formed of a case body unit integrally formed as one member, and the upper cover to cover the case body portion from the top. The method of claim 3, wherein
The display device provides a screen for receiving a weather condition further, receives weather state information through the input device, and the controller modifies the air pressure data for each speed by using the weather state information input. Tire pneumatic device.

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