WO1991014120A1 - Tyre valve assemblies - Google Patents

Tyre valve assemblies Download PDF

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Publication number
WO1991014120A1
WO1991014120A1 PCT/GB1991/000332 GB9100332W WO9114120A1 WO 1991014120 A1 WO1991014120 A1 WO 1991014120A1 GB 9100332 W GB9100332 W GB 9100332W WO 9114120 A1 WO9114120 A1 WO 9114120A1
Authority
WO
WIPO (PCT)
Prior art keywords
assembly
tyre
valve
pressure
duct
Prior art date
Application number
PCT/GB1991/000332
Other languages
French (fr)
Inventor
Michael Gray
Patrick Brian Sawyer
Original Assignee
Michael Gray
Patrick Brian Sawyer
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to GB9005001.4 priority Critical
Priority to GB909005001A priority patent/GB9005001D0/en
Priority to GB909024052A priority patent/GB9024052D0/en
Priority to GB9024052.4 priority
Application filed by Michael Gray, Patrick Brian Sawyer filed Critical Michael Gray
Publication of WO1991014120A1 publication Critical patent/WO1991014120A1/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps, of tanks; Tyre cooling arrangements
    • B60C23/02Signalling devices actuated by tyre pressure
    • B60C23/04Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0491Constructional details of means for attaching the control device
    • B60C23/0496Valve stem attachments positioned outside of the tyre chamber
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING OR REPAIRING; REPAIRING, OR CONNECTING VALVES TO, INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C29/00Arrangements of tyre-inflating valves to tyres or rims; Accessories for tyre-inflating valves, not otherwise provided for
    • B60C29/06Accessories for tyre-inflating valves, e.g. housings, guards, covers for valve caps, locks, not otherwise provided for
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16KVALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K15/00Check valves
    • F16K15/20Check valves specially designed for inflatable bodies, e.g. tyres

Abstract

A pneumatic tyre valve assembly (10) formed and dimensioned to be interchangeable with standard known valve assemblies includes a main body (12) defining a connector duct, a core sub-assembly (16) having a displaceable valve element (24) coacting with a valve seating (22) and urged into fluid sealing engagement therewith by the internal pressure of the tyre in use, and a calibrated spring (32) or other resilient loading means acting on the valve element to apply pre-determined loading in opposition to the internal pressure. The assembly further includes indicating or read-out means, conveniently combined with a cap sub-assembly (40) which seals the outer end of the duct, and which may take the form of an indicator plunger (46) which is extended from the cap on a rise in internal pressure within a chamber portion (60) of the duct downstream of the valve element. If the tyre pressure falls below its proper level the spring loading on the valve element will exceed the pressure loading in the opposite direction allowing air to pass into the sealed duct and so displacing the indicator plunger to show that the tyre pressure needs attention. Preferably the cap sub-assembly is shaped to connect with a standard inflation appliance and includes one-way valve means (56, 58) so that inflation can be effected without removing the latter sub-assembly. Conveniently provision is made for selective venting of pressure from the chamber portion to facilitate resetting.

Description

TYRE VALVE ASSEMBLIES

This invention relates to valve assemblies for pneumatic tyres: and to valve care sub-assemblies and cap sub-assemblies of said assemblies providing an automatic self-indicating facility to show, in operation, whether the associated tyre is under-inflated and/or providing protection against pressure loss and for more convenient inflation of the associated tyre in use.

It is important that tyres are kept inflated at the correct working pressure for the type of tyre, the service conditions, and the type of vehicle. Incorrect pressure, eg under-inflation will increase tyre tread wear, can cause other damage to the tyre, affects safety in that the braking and handling of the vehicle are degraded, and causes inefficient operation e.g. increased fuel consumption. Early detection of under-inflation may lead to otherwise unsuspected damage to a tyre being detected in good time so that sudden and total failure is avoided and, possibly, a safe repair can be made which would not otherwise be possible.

Known methods of checking pressure of tyres fitted with the most common standard patterns of tyre valve assembly are not always convenient or accurate, most commonly a pressure gauge has to be used which is applied to each tyre valve in turn involving some effort time and trouble. Not all drivers carry or use a pressure gauge and many rely on infrequent checking e.g. when visiting service stations (where the pressure gauges are not always accurate), coupled with intermittent and often casual visual inspection of the tyres.

The protective caps fitted as part of the standard tyre valve assemblies have to be screwed off and on each time pressure is to be checked, and for inflation to be effected. The caps are often lost or omitted so that grit or dirt can enter the main part of the valve which may cause leakage and the form of cap often supplied, usually a very basic plastics moulding, is ineffective in providing a secondary barrier against pressure loss through the valve.

Proposals have been made to fit valve assemblies to tyres which are constructed to provide a built-in self- indicating facility, usually by including an indicator plunger or flag which changes condition to provide a visible warning of under inflation and some examples of such devices are described in GB-A-2082734 - GB-A-1455301 GB-A-1396045: EP-A-0114721 US-A-4193295: and US-A- 4079691.

The known proposals have not proved generally acceptable in practice and have not come into widespread use.

The object of the present invention is to provide a tyre valve assembly, and/or sub-assemblies for use in said assemblies, which are economical to provide and instal, durable and reliable in use, and which may readily be in forms fully compatible and interchangeable with the standard patterns of tyre valve, or with subassemblies thereof, which are already in general use.

According to the invention in its various aspects there is provided a tyre inflation valve assembly and/or cap or core sub-assembly as defined by any of the

appended claims.

Examples of the invention are now more particularly described with reference to the accompanying drawings wherein:

Figure 1 is a longitudinal sectional view of a tyre inflation valve assembly,

Figure 2 is an elevation of a main body of said assembly,

Figure 3 is an enlarged detail of Figure 1 showing a diaphragm arrangement,

Figure 4 is an elevation of a cap sub-assembly thereof,

Figure 5 is a view on line 5-5 of Figure 4, and Figure 6 is a longitudinal sectional view of a second embodiment

Referring firstly to Figure 1, a pneumatic tyre valve assembly 10 comprises a standard pattern main body 12 having the shape, dimensions, and screw threading standard to the most commonly used tyre valve assembly. Body 12 is fitted to a wheel rim (in the case of a tubeless tyre) or to the inner tube of a tyre in known manner, its externally threaded outer end portion 14, in standard practice, mounting a simple screw-on cap which would be removed for reception of a standard inflation appliance connector or the application of a standard tyre gauge for inflation and/or checking the correct tyre pressure in known manner.

A core sub-assembly (hereinafter referred to as the core) 16 screws into the connector duct defined by body

12 in the same way as the valve cores of the known standard valve assemblies so that it is readily

interchangeable therewith. Core 16 comprises a core body

13 which screws down onto the standard taper seating within main body 12 so that its periphery is in airtight engagement therewith. Core body 18 has a stepped coaxial through bore 20 and the inner end of said body forms an annular valve seating 22.

Core 16 further includes a plunger-type valve element 24 having a headed stem 25 guided for

longitudinal movement in bore 20, its inner end carrying a valve head 28 mounting an 0-ring main sealing element 30 which coacts with seating 22. In use the internal pressure of the fully inflated tyre forces valve element 24 outwardly so that sealing element 30 is in pressure- tight engagement with the seating 22 but element 24 is displaceable in the opposite direction by external pressure e.g. from an inflation line, or by depression of the outwardly projecting headed end 27 of stem 26 e.g. to check the tyre pressure or to release air if over- inflation has taken place. The standard pattern of valve core includes a compression spring acting on the plunger rod to urge the valve element to the closed position, i.e. to supplement tne tyre internal pressure exerted thereon. In the present arrangement core 15 includes a calibrated

compression spring 32 located on stem 25 within bore 20 acting between an abutment within core body 18 and the valve head 28. Thus spring 32 is urging valve element 24 operatively inwardly in opposition to the internal pressure of tne tyre i.e. the spring is tending to unseat the valve element.

The spring loading is carefully preselected by calibration at the time of manufacture of the core 15 to be related to a given correct inflation pressure of the tyre, only if said pressure drops below the proper level will the force exerted by spring 32 exceed the outward pressure loading on valve element 24 to cause it to be unseated so that pressurised air from the tyre enters an outer part of valve assembly 10 as referred to in greater detail hereafter.

It is contemplated that a selection of cores 15 will be manufactured calibrated to respective tyre pressures, they will be suitably colour coded or otherwise

identifiable so that the appropriate core can be inserted in a valve main body 12, e.g. when a tyre is fitted, suitable to the correct inflation pressure for the respective wheel of the vehicle concerned.

However, it is also contemplated that provision for adjustment of the spring loading could be "built-in" to the core 16, e.g. provision for screw adjustment of the longitudinal positioning of the spring abutment, enabling adjustment to be made to a particular core to suit the desired working pressure. Adjustment and/calibration may also be effected by adding a light return spring 33 acting between headed end 27 and the core body 18 in opposition to spring 32.

Valve assembly 10 further comprises an indicating cap sub-assembly (hereinafter called "the cap") 40 which is screwed onto outer end portion 14 of body 12 instead of a standard cap.

Cap 40 comprises a tubular cap body 42 which, when fully screwed home onto end portion 14 of main body 12 forms a pressure tight seal therewith, the integrity of the joints so formed being further assured by the

inclusion of joint sealing rings 44.

Indicating cap 40 incorporates sensing and read-out means in the form of an indicating element, in this example an indicating plunger 45 provided with a brightly coloured, e.g. red, or otherwise readily seen head 48 at its outer end, the plunger being guided coaxially in cap body 42 so that said outer end can be extended from or retracted into a recess 50 at the outer end of body 42.

In Figure 1 plunger 46 is shown at its "ready" position with head 48 flush with the outer end of body 42. A rod portion 52 of said plunger is guided for longitudinal sliding movement within body 42, the

innermost end part 54 thereof being spaced just clear of headed end 27 with valve element 24 seated and with plunger 46 at said "ready" position.

An intermediate part of rod portion 52 includes an increased diameter piston formation 56 shown in detail in Figure 3. The periphery of the latter is provided with longitudinal grooves so that air can pass to either side of it.

The inner radial face of formation 56 carries an annular sealing diaphragm 58 formed from thin flexible rubber or like material so that it provides little resistance to axial displacement of the plunger 46 and it acts as a one-way valve, allowing air to pass inwardly past formation 56 but preventing passage of air in the other direction. The outer rim of diaphragm 58 is provided with a small inwardly directed lip or rim 59 (Figure 3) tapering to a fine edge for effective sealing against the inner wall of the cap body 42 when outward air pressure is applied thereto without causing any substantial frictional resistance to longitudinal displacement of plunger 46.

The interior of the chamber 60 defined within cap body 42 in conjunction with the outer end portion 14 of main body 12 has a slight step 52 forming a very small reduction in internal diameter toward the outer end, the rim 59 of diaphragm 58 resting against this step when plunger 45 is at the "ready" position.

An 0-ring 54 is carried as a loose sliding fit on rod portion 52 between the outer radial face of piston formation 56 and the outer end of chamber 50 to serve as a backup seal further assuring that there is no escape of pressurised air from said chamber when the plunger 45 is shifted outwardly so that head 48 projects from recess 50.

This latter condition will occur if the tyre

pressure drops below the correct level for which the particular core 16 is calibrated. When this occurs spring 32 unseats valve element 24 and pressurised air from the tyre passes into chamber 60 to act on the indicating plunger 46. The outward force is sufficient to urge the diaphragm 58 beyond the step 62 within the cap body 42 while preventing any substantial leakage of air past piston formation 56. The plunger is displaced to its outer position at which the outer face of

formation 56 abuts the 0-ring 64 so that if air does pass piston 56 along its peripheral grooves it will not leak past the outer part of rod portion 52 into recess 50. Thus, even though the main sealing valve (i.e. element 24) of the valve assembly 10 is now open leakage through the valve assembly as a whole is reliably prevented. For some applications a light return spring 65 acting on plunger 46, eg between head 48 and body 42 within recess 50, may be provided to assist in biasing the plunger outwards towards the "ready" and/or extended positions or holding it at one or other of said positions. In some cases this may be desirable to prevent any leakage past plunger 46 in circumstances where little pressure differential exists between the interior of chamber 60 and the exterior of the assembly as when a blow out or other major deflation of the tyre has occurred.

The extension of the head 48 of the plunger 45 gives a readily noticed visual indication that the tyre needs attention.

A protective outer cap 66 formed of transparent material such as plastics is removably snap-fitted or screwed onto the outer end of cap body 42 providing sufficient clearance for unobstructeo extension of the plunger head but preventing ingress of grit or dirt.

The external diameter of said part of the cap body 42 which receives the outer cap 66 is substantially equivalent to that of the externally threaded outer end portion 14 of the standard valve main body 12. Thus, with outer cap 66 removed, a standard inflation connector can be coupled to said outer part. Said connectors are normally provided with a central pin which depresses the stem of the valve element of the standard valve core to open the valve to facilitate inflation and monitoring of the tyre pressure.

With the present arrangement said pin will depress indicating plunger 46 inwardly beyond the "ready" position so that it bears on headed end 27 of stem 25 to open the main valve against the internal pressure of the tyre. At the same time the one-way arrangement of the diaphragm 58 allows its rim 59 to flex inwardly away from piston formation 56 so that the pressurised

inflation air can flow past the latter formation through chamber 50 and into the tyre.

When inflation has been completed and the inflation connector is removed valve element 24 will snap closed against spring 32 (assuming that the tyre is now at the correct pressure) and at the same time a small reservoir of pressurised air will remain trapped within chamber 60 on the inner side of diaphragm 58 tending to cause the plunger 46 to be urged outwardly, possibly beyond the ''ready'' position .

In the preferred form the assembly is provided with means for selectively venting said pressure from chamber 60. In the example shown in Figures 1 to 5 said means comprises a groove or grooves or other passages defined between the mating portions of the outer or distal end portion 14 of body 12 and the cap body 42 whicn may be provided in various ways, said grooves or passages being opened to vent the pressure from chamber 50 by unscrewing the indicating cap 40 by, say, a quarter or half a turn from its fully tightened position which will also unseat the sealing rings 44. Said passages or grooves may be defined wholly in the main body end portion 14, some alternative being indicated on Figure 2. Thus, a

longitudinal channel 70a may be provided in and along the full length of the external screwthreads of portions 14 or possibly a pair of channels as indicated in Figure 1.

Alternatively a passage in the form of a slot or aperture as indicated in 70b or 70c in Figure 2 may be provided through the threaded wall of portion 14 to communicate directly with the chamber 60 and being unsealed or uncovered by unscrewing the cap as referred to above.

Providing passages of the latter form involves specially forming the end portion 14 of main body 12. It will usually be desirable to use a standard pattern of main body as already in bulk production without

modification both for economy, and to enable core and cap assemblies as described to be used to adapt existing standard valve bodies to incorporate the invention in a speedy and simple way. Thus it may be preferable to provide said passages by forming one or more internal longitudinal channels in the internally threaded walls of the cap body 42 as indicated in Figure 5 at 72.

In an alternative construction the indicating cap is engaged on main body 12 by a bayonet type formation or some other kind of formation permitting angular and/or longitudinal displacement to a limited extent for opening and closing vent passages or channels.

It is not normally necessary to remove tne cap completely once assembled, however, to avoid possible loss it may be linked to main body 12 by a flexible band 74 e.g. of plastics as indicated in Figure 3 and the cap may further include a coloured or other mark 75 on its exterior to facilitate a check of its angular position i.e. whether it has been turned to the fully sealed position.

It is to be understood that, in some applications of the invention, said means for venting the chamber could be a selectively operable valve formed and actuated separately from the mounting of a cap as referred to above, e.g. if the chamber was defined in a body

consisting of a single component, i.e. in effect having the cap integral with the main body, or if the cap was permanently bonded or sealed onto the main body on initial assembly.

Release of the pressure remaining in chamber 50 as referred to above following inflation allows plunger 46 to be pressed inwards manually to the "ready" position. If the tyre is still under-inflated valve element 24 will not have closed due to spring 32, pressurised air will continue to pass into the chamber and this will force the plunger out again, thus the operative will know that further attention is required.

In a contemplated alternative construction of indicating cap sub-assembly there is no facility for venting chamber 60. Thus again the indicating cap 40 can remain permanently in place in use and its cap body may, therefore, be bonded onto the end portion 14 of the main body 12 e.g. by the use of an adhesive. In this case resetting of the indicating plunger 46 would be effected by the residual pressure in chamber 50 as an inflation connector is removed being sufficient to urge diaphragm 58 closed and shift the plunger outwards until the diaphragm rim 59 abuts step 62, so repositioning it automatically at the "ready" position. If the plunger should pass this position it can be reset manually.

If the primary valve constituted by valve element 24 is unseated in service plunger 46 will oe extended but the construction of the assembly is such that there will be no leakage and loss of air from the tyre, the cap is sealed onto the main body and the construction of the plunger and its diaphragm 53 coupled with the "back-up" of the additional sealing ring 54 provides positive secondary sealing preventing any escape of air via chamber 60. Said extension of the plunger will provide a visual signal that something is wrong and a check is needed.

If plunger 46 is extended and returns to the

extended position on being pressed inwardly after venting the user will know that the cause is under-inflation of the tyre.

It will be appreciated that other forms of one-way valve arrangement could be incorporated in an indicating cap as described above to permit inflation without necessitating its removal but to ensure against loss of tyre pressure if the main valve of the core 16 has opened, for example a spring loaded or other flap or ball valve might be employed or some other kind of spool or poppet valve might be incorporated in the indicating cap.

In other applications the one-way valve arrangement within the indicating cap could be dispensed with

entirely and a simple indicating plunger be employed which is sealed against the passage of air in either direction at all positions, said cap being removable for effecting inflation or pressure checking as with

conventional tyre valve caps. In this case the central pin of the standard inflation connector or tyre gauge would coact directly with headed end 27 of stem 26.

It will further be appreciated that other forms of pressure readout means could be incorporated in the indicating cap 40 either in place of or in addition to the visible indication provided by displacement of the plunger head 48, for example a rotary disc or cylinder showing a colour change, e.g. from green to red, in a window or aperture of the cap: and/or possibly electronic or other sensing devices for remote read-out.

The outer cap 66 will be a non-airtight fit on body 42 and/or may be provided with a small venting aperture to ensure that there is no vacuum or back pressure therein which might inhibit operation of the plunger 60.

The head 48 is conveniently screwed onto the main part of rod portion 52 to facilitate assembly and to enable interchangeable heads to be provided e.g. of different colours, for example they might be colour coded and/or include figures indicating the appropriate correct inflation pressure for the particular tyre corresponding to the calibration of the associated core 16. Such figures may also or alternatively be marked on the outer cap 65, and/or on the exterior of cap 40 and/or of main body 12.

The interchangeability of the core and cap sub- assemblies with standard valve components enables one or other said sub-assembly to be used independently and it is anticipated that their design is such that, utilising volume mass production techniques, their price could compare favourably with the cost of existing components. Apart from the need to calibrate the springs, the number of parts, materials needed, and complexity of manufacture of a core 16 will be little different from the cost of a standard core and they might be used without the

indicating cap.

Similarly while the indicating cap 40 is admittedly more complex and costly than the very cheap plastic caps normally supplied as standard, even if their indicating facility is not made use of, they do provide an effective leak-proof seal forming a second line of defence against accidental deflation if the valve element of the core should fail or leak, coupled with the facility for inflation or pressure checking without having to remove the main cap, thus it is contemplated that they might be used without the core arrangement of the invention.

The preferred interchangeability also means that valve core and indicating cap sub-assemblies embodying tne invention can readily be fitted to existing standard valve bodies so that any vehicle tyres can be retrofitted with this checking facility readily at minimal cost. It is normal practice to recommend replacement of the entire valve assembly when a new tyre is fitted and a complete valve assembly according to the invention can be use on such replacement very readily and

economically.

Another embodiment of the invention is illustrated diagrammatically in Figure 5. Here a valve assembly 310 has a specially shaped main body 312 defining a twin branched duct 313. An inner end part of body 312 is press fitted into the valve aperture of a wheel rim 309 (shown only in part) carrying a tubeless tyre (not shown).

A first branch of duct 313 is angled into a

laterally extending portion of body 312 and is shaped to receive a core sub-assembly 316 (shown diagrammatically) of the same type core sub-assembly 16 described above, while the outer end of the branch accommodates an

indicating cap sub-assembly 340 as described above, again shown only diagrammatically.

In this construction the indicating cap 340 has a read-out function only in that it is not adapted for inward passage of air from an inflation connector or the application of a pressure gauge, indeed the cap assembly may be permanently bonded onto body 312 so that its indicating plunger (not shown) and the core 316 are wholly protected against contamination or tampering.

The other branch of duct 313, which in this example is coaxial with the common opening into the tyre has its outer end formed as a conventional tyre valve main body and accommodates a standard valve core 341 (again shown only diagrammatically) and is provided with a removable cap 343 of standard type at its outer end.

The latter duct branch is used for inflation and/or application of a pressure gauge in conventional manner.

As no inward air pressure is applied to the

indicating cap 340, with this arrangement provision will be made for manual resetting of the indicating plunger to the ready position.

It is also contemplated that where the indicating cap also serves for inflation i.e. inward passage of air, instead of providing an automatic one-way valve

arrangement as referred to above, e.g. utilising

diaphragm 53 (Figs.1 and 3) a manually operable inlet valve might be employed, possibly combined with the indicating plunger. For example such a plunger might be provided with a twist-lock or bayonet arrangement of interengaging formations whereby it can be fully

depressed and retained at an innermost position at which the core valve element is held open for inflation. On releasing said engagement to free the plunger it would return automatically or be otherwise re-settable to the "ready" position, possibly with the assistance of a return spring. The plunger might incorporate helical camming formations for displacing it angularly in

increments on successive inward movements between locked (valve open) and unlocked (valve closed) conditions.

When unlocked the plunger would be free for outward displacement to show under-inflation as described above.

Claims

CLA IMS
1. An inflation valve assembly for a pneumatic tyre including a main body defining a duct having an inner end in operative communication with the tyre interior, a displaceable valve element urged by pressure within the tyre in use into fluid sealing engagement with a coacting valve seating within the duct, a pressure tight outer closure engageable with the outer end of said body to close the duct, means exerting a pre-determined resilient loading on the valve element in a direction for its displacement from the valve seating in opposition to said internal pressure calibrated so that if said
pressure falls below a preselected minimum an antechamber defined by said duct and outer closure outside the valve seating will be charged to that internal pressure, and read-out means responsive to said pressure within the antechamber to provide an indication that it has been so charged: characterised in that the main body duct
corresponds in shape and dimensions to the main body duct of the standard pattern of known tyre valve, said valve element and said loading exerting means being comprised in a core sub-assembly receivable in said duct
interchangeably with the core sub-assembly of said standard pattern.
2 An assembly as in claim 1 characterised in that the read-out means is part of a cap sub-assembly constituting the outer closure.
3. An assembly as in claim 2 characterised in that said cap sub-assembly is engageable with said outer end of the body interchangeably with the cap of said standard pattern.
4. An assembly as in claim 1 characterised in that said duct also serves as a connector duct for inflation of the tyre in use.
5. An assembly as in claim 4 characterised in that the outer closure includes a one-way inflation valve element coacting with an inflation duct defined by said closure communicating with the antechamber to permit flow of pressurized fluid from a tyre inflation appliance, said valve element being urged to a position at which it closes the inflation duct against escape of fluid from said chamber.
5. An assembly as in claim 1 characterised by means for selectively venting the antechamber to release pressure therefrom.
7. An assembly as in claim 2 characterised in that the main body defines a duct having two branches, said care sub-assembly being located in a first of said branches and said cap sub-assembly being operatively engaged on the outer end of said first branch: and a standard inflation valve core being located in the second said branch for inflation of the tyre by an inflation
appliance connected to the latter branch.
8. An assembly as in claim 1 characterised in that the read-out means is a pressure indicating element in the form of a retractable plunger coaxial with the outer closure and which is extended therefrom on said rise in pressure within the antechamber to provide a visible indication.
9. An assembly as in claim 1 characterised by means for adjustably calibrating the resilient loading means for selective pre-setting of the pressure level at which the valve element is displaced from the seating.
10. An assembly as in Claim 9 characterised in that said means for adjustable calibration comprises ah abutment of the resilient loading means which is in threaded
engagement for screw adjustment relative to the valve element.
11. Valve insert and outer closure cap sub-assemblies for a standard pneumatic tyre inflation valve assembly characterised in that the insert sub-assembly comprises a valve core to be screwed into the connector duct of the assembly having a valve seating and a displaceable valve element operatively urged by pressure within the tyre into fluid sealing engagement therewith, a plunger extending toward the outer end of the duct in use, and a soring exerting a predetermined resilient loading of the plunger to act on the valve element in a direction for its displacement from the valve seating in opposition to said internal pressure; and in that the closure cap sub-assembly has operative pressure tight screw
engagement with the outer end of the duct and includes a pressure indicating element which is displaced or otherwise changes state when subjected to a rise in pressure within an outermost part of the duct in use.
12. Valve insert and outer closure cap sub-assemblies as in Claim 13 characterised in that the pressure indicating element of the cap is a retractable plunger coaxial with the cap and which is extended from the cap on said rise in pressure.
13. A tyre inflation valve assembly including one or more body components defining a detector chamber and a connector duct communicating between the chamber and the interior of a pneumatic tyre in use, a displaceable primary valve element located to be urged into fluid sealing engagement with a seating of said duct by
pressure within said tyre in use, resilient means
exerting a predetermined loading on said valve element in opposition to said internal pressure in use whereby the valve element is unseated when said pressure falls below a predetermined minimum to pressurize the chamber from the tyre, and a pressure responsive sensing element which is caused to change state on pressurization of said chamber to provide a visible or other warning signal; characterised in that said assembly further includes an inflation duct defined by said component or components opening into said chamber from the exterior of the assembly for connection of a tyre inflation appliance, a one way inflation valve element co-acting with said inflation duct to permit flow of pressurized fluid from said appliance into the tyre by way of said chamber but urged to a position at which it closes the inflation duct against escape of fluid from said chamber, and means for selectively venting the chamber to release pressure therefrom for setting or restoring the sensing element to a ready state at which it will respond to said
pressurization of the chamber to provide said signal.
14. An assembly as in claim 13 characterised in that said body components comprise a main body being a
standard tyre valve body as known, the primary valve element and associated resilient means forming part of a core sub-assembly to be received in said body in the manner of and interchangeably with tyre valve cores of known standard pattern.
15. An assembly as in claim 14 characterised in that said components further comprise a cap operatively screw or otherwise engaged on a standard pattern distal end portion of said main body interchangeably with the standard pattern of known tyre valve cap, forming part of a cap sub-assembly defining the inflation duct and mounting the inflation valve element whereby the tyre inflation appliance may be operatively connected to an end formation of the cap sub-assembly to effect tyre inflation without removal of said cap sub-assembly from the main body.
16. An assembly as in claim 13 characterised in that the pressure responsive sensing element is a plunger guided for displacement within the inflation duct between a ready state at which a distal end portion thereof is retracted relative to the body component or components and a warning state at which it is extended from said component or components.
17. An assembly as in claim 15 characterised in that said plunger includes or carries a formation acting as the one way inflation valve element.
13. An assembly as in claim 16 characterised in that said plunger forms part of the cap sub-assembly.
19. An assembly as in claim 13 characterised in that said means for venting the chamber comprises one or more channels or passages defined by or between co-acting formations of two said oody components which together define the detector chamber, said components being relatively moveable for selective opening of the channels or passages.
20. An assembly as in claim 13 characterised in that said components are screw engaged with each other, said relative movement for opening the channels or passages being effected by partly unscrewing them.
21. An assembly as in claim 1 characterised in that it includes colour-coding , figures or other indicia
indicating the tyre pressure for which the valve assembly is calibrated.
PCT/GB1991/000332 1990-03-06 1991-03-04 Tyre valve assemblies WO1991014120A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
GB9005001.4 1990-03-06
GB909005001A GB9005001D0 (en) 1990-03-06 1990-03-06 Tyre valve assemblies
GB909024052A GB9024052D0 (en) 1990-11-06 1990-11-06 Tyre valve assemblies
GB9024052.4 1990-11-06

Publications (1)

Publication Number Publication Date
WO1991014120A1 true WO1991014120A1 (en) 1991-09-19

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ID=26296750

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1991/000332 WO1991014120A1 (en) 1990-03-06 1991-03-04 Tyre valve assemblies

Country Status (2)

Country Link
GB (1) GB2242554B (en)
WO (1) WO1991014120A1 (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995004235A1 (en) * 1993-07-29 1995-02-09 Antonio Heredia Batista Pneumatic tyre valve
ES2070770A2 (en) * 1993-07-29 1995-06-01 Batista Antonio Heredia Improved valve
US9573428B2 (en) 2012-07-13 2017-02-21 Dana Heavy Vehicle Systems Group, Llc Valve assemblies and methods of inflating or deflating a tyre
US10030781B2 (en) 2014-06-30 2018-07-24 Dana Heavy Vehicle Systems Group, Llc Valve assembly for a tire pressure management system
US10214059B2 (en) 2015-10-16 2019-02-26 Dana Heavy Vehicle Systems Group, Llc Tire pressure management system and method of decreasing tire pressure
US10259272B2 (en) 2014-01-03 2019-04-16 Dana Heavy Vehicle Systems Group, Llc Assembly for a central tire inflation system

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102765305A (en) * 2011-05-06 2012-11-07 陈国雄 Cranked tyre valve structure for displaying tyre pressure

Citations (3)

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GB190930274A (en) * 1909-12-28 1910-11-03 North British Rubber Co Ltd Improvements in and relating to Valves for Pneumatic Tyres.
FR1361837A (en) * 1963-07-10 1964-05-22 A method of controlling the air pressure of the tires and valves adapted ACE control
US3246679A (en) * 1963-11-12 1966-04-19 Edward J Stealy Combination valve and pressure gauge

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IT1002907B (en) * 1973-02-15 1976-05-20 Shirlei Mc Ginley Improved indicators for rare low pressures measured
GB1396045A (en) * 1973-02-16 1975-05-29 Winther H C Deflation signalling system for tyres or other chambers containing fluid under pressure
US4079691A (en) * 1976-12-06 1978-03-21 Trw Inc. Pressure indicators
ZA8104946B (en) * 1980-08-29 1982-07-28 H Winther Vehicle tire deflation signalling system
AU2300083A (en) * 1983-01-17 1984-07-19 Scovill Inc. Tyre valve and low pressure indicator
DE8812996U1 (en) * 1988-10-15 1988-12-01 Chen, Kwang-Ho, Taipeh/T'ai-Pei, Tw

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190930274A (en) * 1909-12-28 1910-11-03 North British Rubber Co Ltd Improvements in and relating to Valves for Pneumatic Tyres.
FR1361837A (en) * 1963-07-10 1964-05-22 A method of controlling the air pressure of the tires and valves adapted ACE control
US3246679A (en) * 1963-11-12 1966-04-19 Edward J Stealy Combination valve and pressure gauge

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995004235A1 (en) * 1993-07-29 1995-02-09 Antonio Heredia Batista Pneumatic tyre valve
ES2070770A2 (en) * 1993-07-29 1995-06-01 Batista Antonio Heredia Improved valve
US5713386A (en) * 1993-07-29 1998-02-03 Fast Air, S.L. Valve
ES2116138A1 (en) * 1993-07-29 1998-07-01 Fast Air Sl Pneumatic tyre valve.
US9573428B2 (en) 2012-07-13 2017-02-21 Dana Heavy Vehicle Systems Group, Llc Valve assemblies and methods of inflating or deflating a tyre
US10259272B2 (en) 2014-01-03 2019-04-16 Dana Heavy Vehicle Systems Group, Llc Assembly for a central tire inflation system
US10030781B2 (en) 2014-06-30 2018-07-24 Dana Heavy Vehicle Systems Group, Llc Valve assembly for a tire pressure management system
US10214059B2 (en) 2015-10-16 2019-02-26 Dana Heavy Vehicle Systems Group, Llc Tire pressure management system and method of decreasing tire pressure

Also Published As

Publication number Publication date
GB2242554B (en) 1994-05-04
GB9104595D0 (en) 1991-04-17
GB2242554A (en) 1991-10-02

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