KR20000018862A - Tire pneumatic pressure adjusting device of vehicle - Google Patents

Abstract

PURPOSE: A tire pneumatic pressure adjusting device of a vehicle is provided to reduce a braking distance through the driving of an air compressor, to increase ride comfortableness and safety and to effectively use fuel efficiency. CONSTITUTION: A device comprises: a braking energy recollecting device(100) having the way that the air compressor works by working an electronic clutch(12) when a driver operates a brake(10); a filling device(140) from using a service equipment and a real pneumatic pressure equipment inside a front bonnet; a first pneumatic pressure control device(110) setting the pneumatic pressure of a main tank and a subsidiary tank to apply a certain tire pneumatic pressure to the pneumatic pressure less than or more than the average value as a standard; a driver situation selecting mode; an ECU control device(120) for sensing the working of the electronic clutch; and a second pneumatic pressure control device(130) for controlling the tire pneumatic pressure of the front wheel and the rear wheel.

Description

Tire inflation regulator of car

The present invention relates to a tire inflation pressure adjusting apparatus of a vehicle, and more particularly, when braking during driving of a vehicle, a force generated during braking acts more than a force acting on a front and rear wheels during acceleration, and a front wheel receives a brake. The force that acts is greater than the rear wheels and relates to a tire inflation pressure adjusting device of the vehicle to reduce the braking distance by performing air compression using the braking force acting at this time.

In general, tires support the weight of the vehicle body and cargo by transmitting the driving force of the vehicle body between the vehicle body and the ground, and absorbing and mitigating the impact received from the ground. Such a tire improves the steering stability of the vehicle and functions to improve ride comfort by reducing driving and rolling resistance.

The tires should be filled with the appropriate air pressure so that the tires fit on the outer circumference of the vehicle wheel and rotate together with the wheels while the air pressure is filled to achieve the performance of the vehicle.

However, the air pressure of the tire requires a variable air pressure when driving or braking the vehicle. This is because, if the air pressure is small, the riding comfort is improved, but the fuel consumption rate is increased, and if the air pressure is too high, the fuel economy is improved, but the riding comfort is reversed.

Therefore, it is desirable to keep the air pressure lower than the standard value when driving the vehicle at low and medium speeds, and to keep it higher than the standard value when driving at high speed.

Properly adjusting the air pressure of the tire as described above can improve the various performance of the vehicle.

Conventionally, a method has been devised to use the energy lost by reducing the braking force to electrical, mechanical and pneumatic energy and converting it into driving force. Reduction of electric energy is essential for electric vehicles and could be easily obtained by using a change in the magnetic field of the motor, but it is becoming a very difficult problem for automobiles using oil.

In addition, an attempt has been made to reduce braking energy to electrical energy, mechanical energy and air pressure and to use the energy as an auxiliary power source for driving the crankshaft with an electric motor, a pneumatic motor, and the like (Domestic Patent Publication No. 96-11645). However, Korean Patent Publication No. 96-11645 is not practically used because it does not occupy an advantageous position in terms of cost-effectiveness and has many problems in actual works.

Therefore, rather than converting the braking force to the driving force as described above it was devised a way to convert to other effective energy. First, the stored compressed air can be used for service devices such as air cleaners, impactors and tire inflation devices, and the tire air pressure control can keep the vehicle in an optimal state. Since the air used in the second tank after the end is useful because the air volume is insufficient, it includes a charging device while driving.

Tire pressure control has been proposed in Korean Patent Publication No. 97-26026 and Practical Publication 93-3763, but the actual vehicle has not been applied yet, and the proposed technique is designed only as a rough device. Many problems occurred in actual application.

Accordingly, the present invention has been made to solve the above problems. In general, during braking of a vehicle, a much larger force acts in a shorter time than the force applied during acceleration. In practice, the braking force of the front wheels is 1.5 times larger than the rear wheels due to the weight, inertia, and nose down of the vehicle. Therefore, a compressor is installed on the front wheel to increase the braking effect.

When the driver applies the braking pressure, the distribution according to the amount of hydraulic pressure is linearly derived, and the braking force of the vehicle is large enough to operate the air compressor.

Accordingly, an object of the present invention is to reduce the braking distance through the operation of the air compressor by adjusting the air pressure of the tire by using the braking energy of the vehicle as described above, to improve the ride comfort and stability of the car, and to efficiently improve fuel efficiency Its purpose is to make it available.

1 is a device configuration showing a tire inflation pressure adjusting apparatus of the present invention.

2 is a layout view showing a state in which the present invention is applied to an actual vehicle.

Figure 3 is a perspective view showing the structure of the braking energy recovery device of the present invention.

4 is a block diagram showing the ECU control means for adjusting the tire pressure of the present invention.

5 is a cross-sectional view showing the configuration of the tire inflation pressure control means of the present invention.

FIG. 6 is a layout view illustrating a pneumatic line configuration of the wheel and hub carrier portions of FIG. 5; FIG.

Explanation of symbols on the main parts of the drawings

10; Brake 12; Electronic clutch

14; Air compressors 16,17; tire

18; Main tank 20; Auxiliary tank

20; Auxiliary tank 22; Gearbox shaft

24; Filter 26; Pneumatic lines

28; Solenoid valve 30; Driving shaft

32; Wheel 34; Check valve

36; Knuckles 38; hall

40; Connector 42; bearing

100; Braking energy recovery system

110; 1st air pressure controller

120; ECU control means 130; Second air pressure control means

140; Charging device

The tire pneumatic pressure adjusting device of the vehicle of the present invention uses a braking energy recovery device that takes a form in which the air compressor operates while the electronic clutch operates when the driver activates the brake, and uses the inside of the driver's seat and the cleaner for the useful use of various pneumatic devices. A charging device for using a service device which constitutes a jack which can be combined with a real pneumatic device in the front bonnet for the purpose of connection; A first air pressure control device configured to set air pressures of the main tank and the auxiliary tank installed to apply higher air pressure or lower air pressure when the predetermined tire air pressure is based on an average value; Driver situation selection mode, which sets the situation to detect general and high-speed driving, rain driving, or driving to improve ride comfort, operation of electronic clutch according to tire puncture and tank pressure elevation, and amount of brake ECU control means for detecting electronic clutch operation; Tire second air pressure control means for controlling the tire air pressure of the front wheel and the rear wheel of the vehicle.

Hereinafter, with reference to the accompanying drawings will be described in more detail the tire air pressure adjusting apparatus of the present invention.

When the driver activates the brake 10, the electromagnetic clutch 12 operates while the air compressor 14 operates, and the inside of the driver's seat and the cleaner for the useful use of various pneumatic devices. A charging device (140) for using a service device constituting a jack that can be coupled with an actual pneumatic device in the front bonnet for use of the; First air pressure to set the air pressure of the main tank 18 and the auxiliary tank 20 installed to apply a higher or lower air pressure when the predetermined tire 16, 17 air pressure is based on the average value. A control device 110; Driver situation selection mode for setting the situation to detect the general and high-speed driving of the car, driving on the rain or driving to improve ride comfort, operation of the electronic clutch 12 according to tire puncture and tank pressure elevation, and brake ( 10) ECU control means 120 for detecting the operation of the electronic clutch according to the amount of pressing; Tire second air pressure control means 130 for controlling tire air pressure of the front wheel 16 and the rear wheel 17 of the vehicle.

1 is a block diagram showing the structure of the tire inflation pressure adjusting apparatus of the present invention, Figure 2 is a layout showing the state of the present invention applied to the actual vehicle, Figure 3 is a perspective view showing the structure of the braking energy recovery device of the present invention. .

First, when the driver operates the brake 10, the braking energy recovery device 100, which takes the manner in which the air compressor 14 operates while the electromagnetic clutch 12 operates, operates the driver's seat for useful use of various pneumatic devices. The charging device 140 supplies power to use a service device constituting a jack that can be combined with an actual pneumatic device in the front bonnet for use of the inside and the cleaner, and the predetermined tire (16, 17) air pressure is averaged. Based on the standard, the first air pressure controller 110 sets the air pressure of the main tank 18 and the auxiliary tank 20 installed in order to apply higher or lower air pressures, and the general and high-speed driving of the vehicle. Driver status selection mode that sets the status to detect conditions such as driving on rain, driving or improving ride comfort, and electronics according to tire puncture and tank pressure elevation The ECU control means 120 detects and operates the clutch and the electronic clutch according to the amount of brake presses, and the second tire pressure control means 130 controls the tire air pressure of the front wheels and the rear wheels of the vehicle.

When the driver operates the brake 10, the braking energy recovery device 100 operates the electronic clutch 12 while operating the air compressor 14. When using a manual transmission, the clutch 12 is connected to the transmission stop shaft 22 so that the brake 10 can be operated after the brake 10 is operated and the engine brake, and the shaft is connected to the differential gear.

Position correction is required according to the type of mission, the air compressor 14 uses a rotary type to reduce the space and the number of revolutions has a differential gear ratio of about 3.5 times the number of tires.

Figure 4 is a block diagram showing the ECU control means for adjusting the tire inflation pressure of the present invention, Figure 5 is a cross-sectional view showing the configuration of the tire inflation pressure control means of the present invention, Figure 6 is a wheel and hub carrier portion of Figure 5 A layout showing the pneumatic line configuration.

The pneumatic pressure adjusting device of the present invention installs a jack that can be combined with a pneumatic device in the front bonnet for use of various types of pneumatic devices in the driver's seat and a cleaner, and when the air in the tank is exhausted in the filling device, In case of emergency, it is necessary to connect the clutch during operation so that it can be charged using driving energy. A check valve is provided at the connection part of the two parts to prevent air leakage by inducing air flow in only one direction without any electric control.

In addition, the first pressure control means 130 is the average tire pressure 30psi (2.1kgf / cm ²⁾ applied to a 2.5 times the pressure required to the existing pressure of the main tank (18) when the reference pressure of 5kgf / cm ² And 175R12 designate a 10ℓ tank which is capable of injecting air into the entire tire, and the auxiliary tank 20 is installed between the front and rear bumpers and installs a capacity of 30ℓ each. For use, a 0.75 kw air compressor 14 capable of storing 63 liters of air at 2000 rpm at 7 kgf / cm ² is fitted. The electronic clutch 12 connected thereto is selected to 1.5 hp in consideration of the capacity of the air compressor 14.

In addition, the filter 24 is mounted to remove moisture and dust from the air discharged from the air tank, and the pneumatic line 26 is mounted with a 4 mm aluminum tube, and the rubber tube surrounds the outside for safety. The solenoid valve 28, which controls the pneumatic line 26, uses two-port and three-port in-out discharge methods.

Subsequently, the ECU control means 120 is a manual mode so that the driver can select a situation so that the user can select a situation so that the control is cheaper and simpler than the automatic control, which is excessively costly and requires additional sensors. Operation is automatic.

The driver's situation selection mode is set to normal driving, high speed driving, rain driving, and driving mode to improve ride comfort. The automatic selection mode is a tire puncture signal that can detect a continuous drop in air pressure, high tank pressure, Electronic clutch operation and blocking according to the low, and the operating environment of the electronic clutch 12 according to the amount of pressing the brake 10 is set to automatically select.

The sampling timing of the ECU is set to 20-30 m sec, which generally uses the target response speed of the solenoid valve 28, and since the period of the input data can be regarded as little or the same, there is no fault condition. Since there is no non-linear nature that will impede the stability of the sample, the sampling timing is sufficient even with 10 m sec.

The tire second air pressure control unit 130 is rotated by the driving shaft 30 in the front wheel 16, rather than the knuckle 36 being fixed like the rear wheel 17.

First, four pneumatic lines 26 are installed on the wheels 32 and connected to the inside of the tire, and the pneumatic lines 26 are collected at the center of the wheels 32 and connected to the coupler having the check valve 34 attached thereto.

In the center of the knuckle 36, 5 mm forms a hole 38, and the connector 40 is mounted so as to be connected to the coupler at the center of the wheel 32. The connector 40 is provided with a check valve 34 and a rotary pneumatic line to prevent the release of air.

The air pressure line 26 after this rotation part is fixedly installed like the knuckle 36. At the end of the knuckle 36 opposite the wheel 32, a shutoff valve is installed to ensure safety in the event of a failure of the pneumatic control component.

It passes through the valve and is connected to the main tank 18, the three-port solenoid valve 28 for the inlet and outlet of air pressure is installed at the end. At the beginning of the air pressure inlet, a small filter is installed to remove moisture and dust in the air.

As described above, a 5 mm hole 38 is formed at the center of the knuckle 36, and a connector 40 connected to a coupler at the center of the wheel 32 is mounted. The connector 40 has a check valve 34 ) Only to prevent the release of air. This line passes through the center hole 38 of the driving shaft 30 and extends the driving shaft 30 at the point where the driving shaft 30 exits the hub carrier, so that there are two bearings 42 which are hollow in the middle. ) Combine sets. Compressed air exits through the machined center hole of the drive shaft and discharges through the non-rotating space between the bearings 42.

The bearing 42 and the driving shaft 30 are completely in contact with each other to block the flow of compressed air, and the pneumatic line 26 exiting the set of bearings 42 for movement of the steering part constitutes a part of the rubber tube. Is configured in the same way as the rear wheel 17.

The present invention configured as described above has about 30 times of braking times when the average urban running distance is set to 40 km, and when the braking is performed at an average of 40 km, 0.75 kw capable of charging 62 L is suitably installed. This filling air volume can not fill all the tanks in one day, but most of the tanks need to be refilled, so there is no problem. You can charge in minutes.

If the tire pressure of the tires 16 and 17 is reduced by 30%, the fuel economy of about 10% is worsened. This results in a fuel efficiency loss of about 3 liters 100km when the standard tire pressure is 30 psi. In addition, due to the disadvantage that the medium is air, as the temperature changes due to the change in the volume of the air, a pressure change of 1 psi causes a change in air pressure due to the frictional heat during the seasonal change and the long run. Therefore, it is possible to increase fuel efficiency and safety by increasing the pressure of 3-5psi (10% -13%) and compensating the air pressure according to the temperature change on the highway.

In addition, on the highway and the road that can produce a lot of speed, it is advantageous in terms of safety and fuel efficiency that the tire pressure is higher than the prescribed value. This can be achieved by eliminating the standing wave phenomenon caused by the centrifugal force applied by the tread and the air pressure inside the tire during high-speed driving. When the vehicle is driven at a high speed with low air pressure, the ground surface will resist this tension. do. At this time, when the driving speed of the car is faster than the deformation speed of the tire, standing waves remain behind the ground plane, and convex portions are formed there. As a result, the rolling resistance of the tire is increased and fuel economy is increased, which greatly affects the vehicle.

However, the present invention is 10-13% higher than the reference pneumatic pressure at high speed, the standing wave phenomenon is suppressed, and the running resistance is reduced, which is advantageous in terms of fuel efficiency.

In addition, when driving at high speed on a wet road in rainy weather, it is difficult for stable steering to be difficult due to slip of the tire. This refers to a phenomenon in which the tire tread does not completely push out water but is running on the water film, and at this time, the tire is driven only by the inertia force of the car, which loses the tire's original function, and the friction coefficient is significantly lowered. Will be imported.

Therefore, the present invention can increase the air pressure as a method for increasing the critical speed can increase the stability in the rain.

In general, when the tire puncture occurs during driving, the sixth sense should be sensed by the sixth sense. To compensate for this, when the tire pressure sensor shows a significant pressure change in the air pressure, the driver is visually and audibly instructed to the driver.In the case of tubeless tires, most punctures occur and there is no sudden air discharge. Continuous replenishment of air can make it possible to drive to the workshop, thus preventing female drivers and beginners from towing and dangerous work on the road.

Subsequently, when sufficient air pressure for tire pressure control is formed, the air is compressed in the auxiliary tank, and it is possible to easily use the air cleaner in the engine room and out of reach where it was difficult to clean using the impactor, tire, Various pneumatic equipment leisure equipment such as bicycle air injector can be used.

In addition, when the air is absolutely necessary and the amount of air is significantly reduced, convenience can be provided by installing a variable switch that enables the compressor to be driven by the power of the engine.

If the air pressure of the tires 16 and 17 is set higher than the prescribed value, the result is a reduction in the comfort of the occupant on the general road. On the contrary, if the air pressure is lower than the prescribed value, the comfort is increased but fuel efficiency is reduced. In addition, excessive air pressure drop may cause the tire to burst due to excessive pressure inside the tire at high speeds. In general, the elderly and children tend to be unfamiliar with the vibration of the vehicle. At this time, the driver can selectively adjust the riding comfort according to the conditions of the rider since the air pressure can be improved to improve the feeling of riding by increasing the damping coefficient of the tire.

The auxiliary tank 20 to be used for the pneumatic equipment is made of a rubber tube tank 30ℓ installed in the bumper of the vehicle to mitigate the impact to 7km cm2, the maximum filling air pressure. In addition, the tank should always be maintained at least 2 km cm2, the minimum air pressure. This reduces the weight of the tank and the space for the separate search of the tank. The shock absorbing ability is better than that of the existing urethane material, and it is much easier to recycle the bumper and rubber tank than the conventional composite bumper.

As described above, the tire inflation pressure adjusting device of the vehicle of the present invention increases safety of the tire by increasing tire inflation pressure in rainy weather, and enables a safe steering by selecting the rider, thereby improving emotional safety of the rider. There is an advantage of using air pressure to provide convenience of maintenance.

In addition, there is an advantage that the fuel economy is improved by adjusting the air pressure of the tire to be differentially applied to roads and highways, there is an effect of increasing the steering stability by suppressing the standing wave and hydro-planning phenomenon.

In addition, it is possible to recognize by using an emergency warning device, bell, etc. through the tire pneumatic pressure sensor when the tire punctures, there is no need for dangerous roadside work, it is excellent in safety, and replaced by a rubber tank instead of a urethane composite material in the bumper and compressed By using the air to absorb the shock has the effect of protecting the driver's life in the event of an accident.

Claims (1)

The present invention provides a braking energy recovery device that takes the form of an air compressor operating when the driver activates the brake and the electronic clutch operates, and actual pneumatics in the front bonnet for use of the inside of the driver's seat and a cleaner for useful use of various pneumatic devices. A charging device for using a service device constituting a jack coupleable with the device; A first air pressure control device configured to set air pressures of the main tank and the auxiliary tank installed to apply higher air pressure or lower air pressure when the predetermined tire air pressure is based on an average value; Driver situation selection mode, which sets the situation to detect general and high-speed driving, rain driving, or driving to improve ride comfort, operation of electronic clutch according to tire puncture and tank pressure elevation, and amount of brake ECU control means for detecting electronic clutch operation; A tire inflation pressure adjusting device for a vehicle, comprising: a tire second air pressure control means for controlling tire air pressures of the front wheels and the rear wheels of the vehicle.