KR20230155628A - Cooling device inside the tire - Google Patents

Abstract

One embodiment of the present invention provides a device that connects an air conditioning system to a pressure tank to control the air temperature inside the tank, and improves the lifespan of tires and prevents breakdown by adjusting the air temperature inside the tank. A tire internal cooling device according to an embodiment of the present invention includes a pneumatic tire; a monitoring unit connected to the tire and monitoring the pressure and temperature of air inside the tire; an air intake and exhaust unit coupled to the tire and injecting or exhausting air into the tire; a temperature control unit connected to the air intake and exhaust unit and controlling the temperature of air discharged from the air intake and exhaust unit; and a control unit that communicates wirelessly with the monitoring unit and controls the air intake/exhaust unit and the temperature control unit.

Description

Cooling device inside the tire}

The present invention relates to a tire internal cooling device, and more specifically, to connect an air conditioning system to a pressure tank to control the air temperature inside the tank, and to improve tire life and prevent breakdown by adjusting the air temperature inside the tank. It is about a device that does.

In the case of truck and bus tires (TBR), such as passenger car tires and SUV tires, tires for cargo and transportation trucks that do not require dynamic handling or high-speed driving are focused on durability, tire stability, and lifespan rather than optimizing handling performance. Improvement is a more important consideration.

In addition, autonomous vehicles that run without drivers, such as autonomous driving and platoon driving, are appearing one after another in the market. In these cases, continuous driving is possible for a longer period of time than when driving by a human, so tires are exposed to harsher driving environments. It can be.

Additionally, this driverless environment significantly reduces the ability to respond to special situations or emergencies such as tire bursts or breakdowns, and such downtime becomes closely related to the overall profits of the transportation company.

Republic of Korea Patent No. 10-1788197 (title of the invention: Tire air pressure control device and its control method) relates to an air pressure control device detachably formed on a tire device having a tire, a wheel, and an axle forming a rotation axis, wherein the air pressure The control device includes: a main body; a fixing module that secures the main body to prevent separation of the axle and the main body; and a flow path connecting the tire and the main body, wherein the main body is formed to surround the axle, and an intake flow path extending from the main body and penetrating the wheel or wheel nut; An exhaust passage connected to the intake passage and the tire is disclosed.

However, this device has a problem in that when the vehicle is driven for a long time, the internal temperature of the tire increases, which increases the air pressure and causes tire failure.

Therefore, a device that simultaneously controls the air pressure inside the tire and the temperature inside the tire is needed.

Republic of Korea Patent No. 10-1788197

The purpose of the present invention to solve the above problems is to control the temperature inside the tire.

Another object of the present invention is to control the pressure inside the tire.

Another object of the present invention is to improve the lifespan of tires.

Another object of the present invention is to prevent tire failure.

The technical problem to be achieved by the present invention is not limited to the technical problem mentioned above, and other technical problems not mentioned can be clearly understood by those skilled in the art from the description below. There will be.

The configuration of the present invention for achieving the above object is a pneumatic tire; a monitoring unit connected to the tire and monitoring the pressure and temperature of air inside the tire; an air intake and exhaust unit coupled to the tire and injecting or exhausting air into the tire; a temperature control unit connected to the air intake and exhaust unit and controlling the temperature of air discharged from the air intake and exhaust unit; and a control unit that communicates wirelessly with the monitoring unit and controls the air intake/exhaust unit and the temperature control unit, wherein the air intake/exhaust unit controls the tire air pressure in real time while driving and the temperature control unit controls the temperature inside the tire. The temperature control unit controls the temperature inside the tire to improve the durability of the tire.

In an embodiment of the present invention, the air intake and exhaust unit includes a pressure control unit that controls intake and exhaust pressure; and a pressure tank coupled to the pressure regulator and storing air.

In an embodiment of the present invention, the tire may further include a sensor unit located inside the tire and measuring the temperature and pressure inside the tire.

In an embodiment of the present invention, the sensor unit includes: a temperature detection sensor located inside the tire and measuring an internal temperature of the tire; and a pressure measurement sensor located inside the tire and measuring the pressure inside the tire.

In an embodiment of the present invention, the temperature sensor may transmit the measured internal temperature of the tire to the control unit.

In an embodiment of the present invention, the pressure measurement sensor may transmit the measured internal pressure of the tire to the control unit.

In an embodiment of the present invention, the monitoring unit may further include an alarm unit that is connected to the monitoring unit and includes a speaker, and generates an alarm in the speaker and the monitoring unit.

The effect of the present invention according to the above configuration is to prevent heat aging of the tire by controlling the temperature inside the tire.

Additionally, the effect of the present invention is to prevent tire failure by controlling the internal pressure of the tire.

Additionally, the effect of the present invention is to improve the lifespan of tires.

The effects of the present invention are not limited to the effects described above, and should be understood to include all effects that can be inferred from the configuration of the invention described in the detailed description or claims of the present invention.

1 is a structural diagram of a tire according to an embodiment of the present invention.
Figure 2 is a diagram showing a cross-section of a tire internal pressure drop system and devices related thereto according to an embodiment of the present invention.
Figure 3 is a device configuration diagram of a tire internal air cooling system according to an embodiment of the present invention.

Hereinafter, the present invention will be described with reference to the attached drawings. However, the present invention may be implemented in various different forms and, therefore, is not limited to the embodiments described herein. In order to clearly explain the present invention in the drawings, parts that are not related to the description are omitted, and similar parts are given similar reference numerals throughout the specification.

Throughout the specification, when a part is said to be "connected (connected, contacted, combined)" with another part, this means not only "directly connected" but also "indirectly connected" with another member in between. "Includes cases where it is. Additionally, when a part is said to “include” a certain component, this does not mean that other components are excluded, but that other components can be added, unless specifically stated to the contrary.

The terms used in this specification are merely used to describe specific embodiments and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this specification, terms such as “comprise” or “have” are intended to indicate the presence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, but are not intended to indicate the presence of one or more other features. It should be understood that this does not exclude in advance the possibility of the existence or addition of elements, numbers, steps, operations, components, parts, or combinations thereof.

Hereinafter, the present invention will be described in detail with reference to the attached drawings.

FIG. 1 is a structural diagram of a tire 110 according to an embodiment of the present invention, FIG. 2 is a diagram showing a cross-section of the internal pressure drop system of the tire 110 and devices related thereto according to an embodiment of the present invention, and FIG. 3 is a device configuration diagram of the internal cooling system of the tire 110 according to an embodiment of the present invention.

As shown in FIGS. 1 to 3, the cooling device inside the tire 110 is connected to the pneumatic tire 110 and the tire 110, and includes a monitoring unit 200 that monitors the pressure and temperature of the air inside the tire 110. ), combined with the tire 110, air intake and exhaust unit 300 for injecting or exhausting air into the tire 110, connected to the air intake and exhaust unit 300, and the temperature of the air discharged from the air intake and exhaust unit 300 It communicates wirelessly with the temperature control unit 400 and the monitoring unit 200, and may include a control unit 500 that controls the air intake and exhaust unit 300 and the temperature control unit 400.

Here, the tire 110 is made of rubber and may be provided with a rim portion 120 that is in contact with the ground, is coupled to the inner peripheral surface of the tire, and transmits driving force to the tire 110.

The tire 110 is in contact with the ground, can be combined with the rim portion 120, and can fill air between the rim portion 120 and the tire 110. Because of this, the tire 110 may change depending on the shape of the ground.

The tire 110 can be combined with the tire intake pipe 310 and the tire exhaust pipe 320, and one end of the tire intake pipe 310 and one end of the tire exhaust pipe 320 are inserted into the tire 110 to form the tire 110. ) The internal air pressure can be adjusted.

The rim portion 120 is coupled to one end of the tire intake pipe 310 and the tire exhaust pipe 320 in the axial direction, and is formed to surround the coupling position of the rim portion 120, the tire intake pipe 310, and the tire exhaust pipe 320. The tire intake pipe 310 and the tire exhaust pipe 320 can be sealed and prevent air leakage, and may be provided with a sealing ring formed in an 'O' shape.

A sensor unit 600 may be located inside the tire 110, and the sensor unit 600 includes a temperature sensor 610 that measures the internal temperature of the tire 110 and a pressure sensor that measures the internal pressure of the tire 110. A sensor 620 may be provided.

One temperature sensor 610 is located inside one tire 110. A vehicle may be equipped with a plurality of tires 110, and the temperature sensor 610 detects and measures the temperature inside the tire 110. The temperature is transmitted to the control unit 500, and the control unit 500 controls the temperature control unit 400 to cool the temperature of the air discharged from the air intake and exhaust unit 300 when the internal temperature of the tire 110 is above the set temperature. can do.

The pressure measurement sensor 620 is located inside the tire 110, detects the pressure inside the tire 110, and transmits the measured pressure value to the control unit 500, and the control unit 500 detects the pressure inside the tire 110. When the internal pressure is below the set pressure, the pressure discharged from the pressure tank 360 can be adjusted by controlling the pressure regulator.

The pressure measurement sensor 620 may be located inside one tire 110, and thus can individually control the internal pressure of each tire 110 by measuring the internal pressure of each of the plurality of tires 110. .

The air intake and exhaust unit 300 combined with the tire 110 includes the tire intake pipe 310, the tire exhaust pipe 320, the temperature control unit 400, and the pressure tank combined with the tire 110 and the pressure tank 360. It is provided with a connection pipe 330 coupled to 360, and is coupled to a pressure regulator and a pressure regulator that controls intake and exhaust pressure and delivers air provided in the pressure tank 360 to the tire 110, and controls the intake and exhaust pressure. A pressure tank 360 that stores may be provided.

The tire intake pipe 310 is formed in a tube shape and may have a flow path through which fluid can move, and the tire intake pipe 310 and the rim portion 120 are coupled to be located inside one end of the tire intake pipe 310. And the other end of the tire intake pipe 310 is coupled to the pressure tank 360, and the air located inside the pressure tank 360 flows from the other end of the tire intake pipe 310 to one end of the tire intake pipe 310. ) moves through the intake passage provided in the tire 110 and then stays in the tire 110.

The tire exhaust pipe 320 is formed in a tubular shape and can have a flow path through which fluid can move. The tire exhaust pipe 320 and the rim portion 120 are coupled to be located inside one end of the tire exhaust pipe 320, and the tire exhaust pipe 320 is connected to the rim portion 120. The other end of 320 is coupled to the pressure tank 360, and moves the air located inside the tire 110 from one end of the tire exhaust pipe 320 to the other end of the tire exhaust pipe 320 through the exhaust passage formed in the tire exhaust pipe 320. This can be delivered to the pressure tank 360.

One end of the connection pipe 330 is coupled to the temperature control unit 400, and the other end of the connection pipe 330 is coupled to the pressure tank 360, and the air located inside the pressure tank 360 is connected to the connection pipe 31. It can be delivered to the temperature control unit 400 through a connection passage provided in , and the air located inside the temperature control unit 400 can move along the connection passage and move into the pressure tank 360.

The air circulating between the tire 110 and the pressure tank 360 and the air circulating between the pressure tank 360 and the temperature controller 400 meet inside the pressure tank 360, and the air flows into the tire 110, pressure It may circulate between the tank 360 and the temperature control unit 400. This will be explained in detail below.

The air remaining inside the tire 110 moves from the inside of the tire 110 to one end of the tire exhaust pipe 320 when the exhaust pump 350 operates, and the air located at one end of the tire exhaust pipe 320 moves into the tire exhaust pipe 320. ) moves to the other end of the tire exhaust pipe 320 through the exhaust passage formed in the air, and the air located at the other end of the tire exhaust pipe 320 can move and stay inside the pressure tank 360.

The air located inside the pressure tank 360 moves from the pressure tank 360 to one end of the connection pipe 330 when the connection pump operates, and the air located at one end of the connection pipe 330 flows into the connection pipe 330 through the connection passage. After moving to the other end, the air located at the other end of the connection pipe 330 moves and stays inside the temperature control unit 400, and then the air located inside the temperature control unit 400 moves into the connection pipe 330 when the connection pump operates. It moves to the other end, and the air located at the other end of the connector 330 moves to one end of the connector 330 through the connection passage, and the air located at one end of the connector 330 can move and stay inside the pressure tank 360. .

The air remaining inside the pressure tank 360 moves from the other end of the tire intake pipe 310 in the pressure tank 360 when the intake pump 340 operates, and the air located at the other end of the tire intake pipe 310 moves into the tire intake pipe ( 310) moves in the direction of one end of the tire intake pipe 310, and the air located in the direction of one end of the tire intake pipe 310 moves into the inside of the tire 110, and the air stays in the tire 110. You can.

Due to this, the air located within the tire 110, the pressure tank 360, and the temperature control unit 400 can circulate, and the air circulates between the temperature control unit 400 and the pressure tank 360 to form the pressure tank ( 360) The temperature of the internal air can be lowered, and the internal pressure of the tire 110 can be adjusted by circulating air between the tire 110 and the pressure tank 360.

The pressure tank 360 has a space inside and can contain air inside the space, and the pressure tank 360 can have a separate tank exhaust pipe 361, and the tire 110 ) The internal air can be exhausted through the tank exhaust pipe 361.

The pressure regulator moves air by controlling intake and exhaust pressures, and may be provided with an intake pump 340 to intake air and an exhaust pump 350 to exhaust air.

The intake pump 340 is coupled to the tire intake pipe 310 and moves the air located in the pressure tank 360 into the tire 110, and the internal pressure of the tire 110 measured by the pressure measurement sensor 620 is When the pressure is lower than the set pressure, the control unit 500 operates the intake pump 340 to transfer the air located in the pressure tank 360 to the inside of the tire 110 to increase the pressure inside the tire 110. When the pressure inside the tire is within the set pressure, the control unit 500 can control the amount of fluid moving from the pressure tank 360 into the tire 110 by stopping the operation of the intake pump 340.

The exhaust pump 350 is combined with the tire exhaust pipe 320 and moves the air located in the tire 110 into the pressure tank 360, and the internal pressure of the tire 110 measured by the pressure measurement sensor 620 is set. When the pressure is higher than the pressure, the control unit 500 operates the exhaust pump 350 to exhaust the air inside the tire 110 to lower the pressure inside the tire 110 to the set pressure. When the pressure is below, the control unit 500 can control the amount of fluid moving from the pressure tire 110 into the tank 330 by stopping the operation of the exhaust pump 350.

As a result, when the pressure regulator is used in trucks and large vehicles, problems related to air pressure can be immediately addressed and accidents can be prevented by increasing the stability of industrial trucks and large vehicles.

The temperature control unit 400 is equipped with a compressor, a condenser, an expansion valve, and an evaporator and can lower the temperature by condensing the coolant into a liquid and then vaporizing it. The temperature control unit 400 is coupled to one end of the connection pipe 330. , the air provided between the pressure tank 360 and the temperature controller 400 can be circulated using the connection passage formed inside the connection pipe 330, and the temperature of the air located in the pressure tank 360 can be adjusted.

When the internal temperature of the tire 110 measured by the temperature sensor 610 is higher than the set temperature, the temperature control unit 400 operates to control the temperature of the air received from the inside of the pressure tank 360. After lowering the temperature of the air inside the unit 400, the air inside the temperature control unit 400 whose temperature has been lowered is moved from one end of the connection pipe 330 to the other end of the connection pipe 330 by operating the connection pump, and the connection pipe ( 330) It is transmitted from the other end to the pressure tank 360, which lowers the internal temperature of the pressure tank 360 and allows air lower than the set temperature to be supplied to the tire 110. Due to this, when the vehicle is driven for a long time, the internal temperature of the tire 110 increases, thereby preventing the air pressure of the tire 110 from increasing.

The temperature control unit 400 connects the function of the air conditioning system provided in the truck tire 110 to the pressure tank 360 to control the air temperature inside the pressure tank 360. In another embodiment, a separate air conditioning unit 400 is connected to the pressure tank 360. The system can be connected to the pressure tank 360 to control the air temperature inside the pressure tank 360.

The monitoring unit 200 may be equipped with a TPMS, which is a device that monitors the air pressure of the tire 110 and the internal temperature of the tire 110, and a speaker, and may be equipped with an alarm unit 210 that generates an alarm to the speaker and the monitoring unit 200. there is.

Here, TPMS (Time Pressure Monitoring System) is a device that monitors the air pressure measured by the pressure measurement sensor 620 located inside the tire 110. TPMS can be located on the vehicle dashboard to visually monitor the pressure and pressure of the tire 110. You can check the temperature.

The alarm unit 210 is configured to operate the control unit ( It is controlled by 500) to sound a visual alarm in the monitoring unit 200 or to generate an audible alarm using a speaker located in the vehicle.

When a vehicle is driven for a long time, the internal temperature of the tires rises and the air pressure rises. This phenomenon can also occur when driving at high speeds exceeding 150 km/h. The control module 700 preferably includes a long-time driving module 710 for maintaining the air pressure at 90 to 110% of the preset reference air pressure (P_OE) when the internal temperature and air pressure of the tire 110 increases due to long-time driving. do. After driving is completed, the control module 700 includes a parking module 720 that restores the air pressure of the tire 110 to the preset reference air pressure (P_OE) when parking and stopping.

The control module 700 may include a manual control module 730 that can arbitrarily adjust the air pressure of the tire 110 according to the driver's selection. Tires with relatively low air pressure allow the user to feel comfortable, and at the standard air pressure (P_OE), handling performance is optimized while driving, and when the tire pressure is relatively high, driving with relatively high fuel efficiency is possible. Accordingly, the user can select an air pressure of 80 to 90% of the standard air pressure (P_OE) as comfort mode, and an air pressure of 90 to 110% of the standard air pressure (P_OE) as driving mode, and fuel efficiency As a mode, an air pressure of 110 to 120% of the standard air pressure (P_OE) can be selected. According to the user's mode selection, the manual control module 730 controls the air pressure of the tire.

In addition, the present invention includes a cornering module 740 in which the control module 700 of the vehicle increases the air pressure of the rotating outer tire and reduces the air pressure of the rotating inner tire during cornering. In a non-cornering state, the load on the outer tire (Fo0) and the load on the inner tire (Fi0) are equal to mg/2. However, during cornering, the load moves and the load on the outer tire (FoC) and the load on the inner tire (FiC) change by the lateral load transfer (LLT). At this time, the relational expression mg x T/2 + ma x h - FoC x T = 0 is established, and therefore, FoC = mg/2 + mah/T.

Accordingly, the cornering module 740 sets the lateral load transfer (LLT) value according to cornering as in Equation 1) below,

Equation 1) LLT (Lateral Load Transfer) = mah/T

Set the air pressure (P_Out) of the rotating outer tire as in equation 2) below,

Equation 2) P_Out=P_OE*(1+LLT/(mg/2)*α)

Set the air pressure (P_In) of the rotating inner tire as in equation 3) below,

Equation 3) P_In=P_OE*(1-LLT/(mg/2)*α)

Among the variables in equations 1) to 3), a is the lateral acceleration, h is the height to the vehicle's center of gravity, T is the gap between tires, and α, the air pressure correction factor during cornering, is preferably set to 0.1 to 0.3. do.

In other words, the air pressure is calculated by adding a load equal to LLT to the outer tire and subtracting a load equal to LLT from the inner tire. The air pressure of each tire calculated by the cornering module 740 is adjusted by the control unit 500 through the intake pump 340, exhaust pump 350, and connection pump.

The present invention goes further, and the control module 700 includes a braking module 750 that increases the air pressure of the front tires and reduces the air pressure of the rear tires when braking the vehicle.

The braking module 750 sets the longitudinal load transfer (LT) value as shown in Equation 4 below,

Equation 4) LT= mb/W

When braking, the air pressure (P_front) of the front tire is set as shown in Equation 5) below,

Equation 5) P_Front=P_OE*(1+LT/(mg/2)*β

When braking, the air pressure (P_rear) of the rear tire is set as shown in Equation 6 below,

Equation 6) P_Rear=P_OE*(1-LT/(mg/2)*β

Among the variables in equations 4) to 6), W is the wheelbase between the front and rear wheels, b is the acceleration in the driving direction, and β, the air pressure correction factor during braking, is preferably 0.1 to 0.3. In other words, the air pressure is calculated by adding a load equal to LLT to the front tire and subtracting a load equal to LLT from the rear tire. The air pressure of each tire calculated by the cornering module 740 is adjusted by the control device 500 through the pump and valve device 400.

In addition, the present invention provides an air pressure control device for pneumatic tires, wherein the control module 700 includes an acceleration module 760 that reduces the air pressure of the front tires and increases the air pressure of the rear tires when the vehicle accelerates.

The acceleration module 760 sets the longitudinal load transfer (LT) value as shown in Equation 4 below,

Equation 4) LT= mb/W

When accelerating, the air pressure (P_front) of the front tire is set as shown in Equation 7 below,

Equation 7) P_Front=P_OE*(1-LT/(mg/2)*β

When accelerating, the air pressure (P_rear) of the rear tire is set as shown in Equation 8 below,

Equation 8) P_Rear=P_OE*(1+LT/(mg/2)*β

Among the variables in equations 4), 7), and 8), W is the wheelbase between the front and rear wheels, b is the acceleration in the driving direction, and β, the air pressure correction factor during braking, is preferably 0.1 to 0.3. In other words, contrary to the case of braking, the air pressure is calculated by reducing the load by LLT on the front tires and adding the load by LLT on the rear tires. As described above, the air pressure of each tire calculated by the cornering module 740 is adjusted by the control device 500 through the intake pump 340, exhaust pump 350, and connection pump.

According to the above configuration, the present invention, when a load transfer occurs and a sudden tire force imbalance occurs, calculates the load according to the transferred load and distributes the air pressure to repeat compression and tension due to the load transfer. It can be expected to effectively prevent fatigue failure, maintain a stable grounding shape, and improve tire durability.

The control unit 500 communicates wirelessly with the temperature sensor 610, the pressure measurement sensor 620, and the monitoring unit 200 and can control the air intake and exhaust unit 300 and the temperature control unit 400. Here, the control unit 500 may be included in the control module 700.

When the internal temperature of the tire 110 measured by the temperature sensor 610 is above the set temperature, the control unit 500 communicates wirelessly with the monitoring unit 200 to form a notification to the monitoring unit 200, and the temperature control unit ( 400) is controlled to lower the temperature of the air located inside the temperature control unit 400, and the connection pump is controlled to transfer the air of which the temperature has been lowered inside the temperature control unit 400 to the pressure tank 360. After delivery, the intake pump 340 can be controlled to deliver the air whose temperature has dropped to the tire 110, and the exhaust pump 350 can be controlled to deliver the air inside the tire whose temperature has risen to the pressure tank 360. there is. When the internal temperature of the tire 110 measured by the temperature sensor 610 is within the set temperature, the control unit 500 may stop the operation of the temperature control unit 400. Because of this, the control unit 500 can control the temperature control unit 400 to lower the internal temperature of the tire 110.

In addition, when the internal pressure of the tire 110 measured by the pressure measurement sensor 620 is less than the set pressure, the control unit 500 communicates wirelessly with the monitoring unit 200 to generate a notification to the monitoring unit 200, and The intake pump 340 of the unit 300 is operated to deliver the air located inside the pressure tank 360 to the tire 110, and the internal pressure of the tire 110 measured by the pressure measurement sensor 620 is within the set pressure. Temporarily, the control unit 500 may stop the operation of the intake pump 340 of the air intake and exhaust unit 300.

In addition, when the internal pressure of the tire 110 measured by the pressure measurement sensor 620 exceeds the set pressure, the control unit 500 controls the exhaust pump 350 of the air intake and exhaust unit 300 to inside the tire 110. After adjusting the internal pressure of the tire 110 by moving the located air to the pressure tank 360, when the internal pressure of the tire 110 measured by the pressure measurement sensor 620 is within the set pressure, the control unit 500 The operation of the exhaust pump 350 of the intake and exhaust unit 300 can be stopped. Because of this, the control unit 500 can control the air intake and exhaust unit 300 to adjust the internal pressure of the tire 110.

As a result, the lifespan of tires is improved by improving tire durability (thermal fatigue aging durability) during long-distance driving without a driver, such as autonomous driving and platoon driving, and the vehicle's lifespan is improved by accidental accidents (situations where the tire is ruptured and cannot be driven). Operation stoppage time can be minimized.

The internal cooling method of the tire 110 includes the steps of monitoring the internal temperature of the tire 110, the alarm unit 210 generating an alarm when the internal temperature of the tire 110 exceeds the set temperature, and the control unit 500 controlling the temperature. Controlling the adjusting unit 400 to lower the internal temperature of the tire 110, monitoring the internal pressure of the tire 110, and alarming the alarm unit 210 when the internal pressure of the tire 110 is below the set pressure. It may be comprised of a step in which the control unit 500 controls the air intake and exhaust unit 300 to increase the internal pressure of the tire 110.

Here, in the step of monitoring the internal temperature of the tire 110, the temperature sensor 610 may measure the internal temperature of the tire 110 and then transmit the measured temperature to the control unit 500.

The step in which the alarm unit 210 generates an alarm when the set temperature is exceeded is when the internal temperature of the tire 110 measured by the temperature sensor 610 is higher than the set temperature, the alarm unit 210 generates an alarm by the monitoring unit 200. ), a visual alarm and an audible alarm can be generated through the vehicle speaker.

In the step of lowering the internal temperature of the tire 110, when the measured temperature is higher than the set temperature, the control unit 500 controls the connection pump and temperature controller 400 to lower the temperature of the air stored in the pressure tank 360. You can. The temperature controller 400 lowers the temperature of the high-temperature air stored in the pressure tank 360 using the heat of vaporization of the coolant, and then directs the lowered air into the pressure tank 360 through the connection pipe 330. The internal temperature of the tire 110 is lowered by moving low-temperature air, and when the internal temperature of the tire 110 is within the set temperature, the control unit 500 can control the temperature control unit 400 and the connected pump to stop operation. .

In the step of monitoring the internal pressure of the tire 110, the pressure measurement sensor 620 may measure the internal pressure of the tire 110 and then transmit it to the control unit 500.

The step in which the alarm unit 210 generates an alarm when the internal pressure of the tire 110 is outside the range of the set pressure is when the internal pressure of the tire 110 measured by the pressure measurement sensor 620 is outside the range of the set pressure. , the alarm unit 210 may generate a visual alarm in the monitoring unit 200 and an audible alarm in the vehicle speaker.

In the step of controlling the internal pressure of the tire 110, when the measured pressure is outside the range of the set pressure, the control unit 500 adjusts the intake pump 340 or the exhaust pump 350 provided in the pressure control unit to control the tire 110. ) Internal pressure can be controlled.

When the internal pressure of the first tire 110 is less than the set pressure, the control unit 500 calculates the pressure required for the tire 110 and controls the pressure regulator to pump the air located in the pressure tank 360 through the intake pump 340. It operates and moves to the tire 110 through the intake passage of the tire intake pipe 310, and when the internal pressure of the tire 110 is within the set pressure, the control unit 500 controls the intake pump 340 to stop operation. You can.

When the internal pressure of the first tire 110 exceeds the set pressure, the control unit 500 controls the pressure regulator to operate the exhaust pump 350 and the inside of the pressure tank 360 through the exhaust passage of the tire exhaust pipe 320. moves to , and when the internal pressure of the tire 110 is within the set pressure, the control unit 500 can control the exhaust pump 350 to stop operation.

The description of the present invention described above is for illustrative purposes, and those skilled in the art will understand that the present invention can be easily modified into other specific forms without changing the technical idea or essential features of the present invention. will be. Therefore, the embodiments described above should be understood in all respects as illustrative and not restrictive. For example, each component described as unitary may be implemented in a distributed manner, and similarly, components described as distributed may also be implemented in a combined form.

The scope of the present invention is indicated by the patent claims described below, and all changes or modified forms derived from the meaning and scope of the claims and their equivalent concepts should be construed as being included in the scope of the present invention.

100: tires
110: Limbu
200: monitoring unit
300: Air intake and exhaust section
310: Tire intake pipe
320: Tire exhaust pipe
330: connector
340: intake pump
350: exhaust pump
360: pressure tank
361: Tank exhaust pipe
400: Temperature control unit
500: Control unit
600: Sensor unit
610: Temperature sensor
620: Pressure measurement sensor
700: Control module
710: Long-time driving module
720: Parking module
730: Manual control module
740: Cornering module
750: Braking module
760: Acceleration module

Claims (8)

pneumatic tires;
a monitoring unit connected to the tire and monitoring the pressure and temperature of air inside the tire;
an air intake and exhaust unit coupled to the tire and injecting or exhausting air into the tire;
a temperature control unit connected to the air intake and exhaust unit and controlling the temperature of air discharged from the air intake and exhaust unit; and
It includes a control unit that communicates wirelessly with the monitoring unit and controls the air intake/exhaust unit and the temperature control unit.
The air intake/exhaust unit, which adjusts the tire air pressure in real time when driving, is connected to the temperature control unit to control the temperature inside the tire, and the temperature control unit adjusts the temperature inside the tire to improve the durability of the tire. Tire internal cooling device.
In claim 1,
The air intake and exhaust part,
A pressure regulator that moves air by controlling intake and exhaust pressure; and
A pressure tank coupled to the pressure regulator and storing air. A tire internal cooling device comprising a.
In claim 1,
The tires are:
A tire internal cooling device further comprising a sensor unit located inside the tire and measuring temperature and pressure inside the tire.
In claim 3,
The sensor unit,
A temperature sensor located inside the tire and measuring the temperature inside the tire; and
A pressure measurement sensor located inside the tire and measuring the pressure inside the tire.
In claim 4,
The temperature sensor is a tire internal cooling device, characterized in that the measured internal temperature of the tire is transmitted to the control unit.
In claim 4,
The pressure measurement sensor is a tire internal cooling device, characterized in that the measured internal pressure of the tire is transmitted to the control unit.
In claim 1,
The monitoring unit,
An alarm unit connected to the monitoring unit and provided with a speaker, and generating an alarm to the speaker and the monitoring unit.
In the tire internal cooling method of the tire internal cooling device according to any one selected from claims 1 to 7,
monitoring the internal temperature of the tire;
generating an alarm when the internal temperature of the tire exceeds a set temperature;
Cooling the internal temperature of the tire by the control unit controlling the temperature control unit;
monitoring the internal pressure of the tire;
When the internal pressure of the tire is outside the set pressure range, the alarm unit generates an alarm; and
A method for cooling the inside of a tire, comprising the step of the control unit controlling the air intake and exhaust unit to control the internal pressure of the tire.

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