WO2018088618A1

WO2018088618A1 - Tire air pressure adjusting device and method for controlling same

Info

Publication number: WO2018088618A1
Application number: PCT/KR2016/013969
Authority: WO
Inventors: 이수인; 임종광; 김동현
Original assignee: 국방과학연구소
Priority date: 2016-11-11
Filing date: 2016-11-30
Publication date: 2018-05-17
Also published as: KR101788197B1

Abstract

The present invention relates to an air pressure adjusting device detachably formed at a tire device including a tire, a wheel, and an axle constituting a rotational shaft. The air pressure adjusting device comprises: a body; a fixing part for fixing the body to the wheel or the axle to drive the body in conjunction with the rotation of the tire; and a flow channel connecting the tire and the body, and is detachably attached to the tire.

Description

Tire pressure control device and control method thereof

The present invention relates to an apparatus for adjusting the air pressure so that the tire maintains a specific air pressure and a control method for controlling the same.

A vehicle is a device that moves by transmitting energy generated from a power source to the ground, and most vehicles adopt a structure that converts rotational motion generated from a power source into translational motion. To this end, the rotational motion must be transmitted to the ground through friction to convert it into a linear motion of the vehicle. Therefore, by adjusting the frictional force appropriately for the situation of the ground with various friction characteristics and slopes, it is possible to maximize the range of maneuverability of the vehicle. It is a requirement.

It is advantageous to have a high frictional force for rapid acceleration in the presence of sufficient power, and to have a low rolling resistance at high speeds. However, in general, friction force and rolling resistance are proportional to each other, so it is common to select an appropriate tire according to the characteristics of the vehicle.

However, vehicles that are punctured with tires, or that have to travel between various terrains such as soft and rough terrain, are equipped with a Central Tire Inflation System (CTIS) to adjust the grip of tires according to the characteristics of the road. The Central Tire Inflation System (CTIS) includes a large-capacity pump, an air tank, and a flow path (hereinafter referred to as a fixed flow path) formed up to the position of a tire and a wheel mounted on one side of the vehicle body.

The fixed flow path must deliver compressed air to the tire that is rotated in the fixed vehicle body, and for this purpose, a flow path penetrating from the inner side of the wheel hub to the tire or from the inner side of the wheel to the tire (hereinafter referred to as a rotating flow path). ) Is common. In addition, the gasket is installed in the area where the fixed flow path and the rotating flow path meet to prevent the bearing and the compressed air from leaking.

However, the components that make up the CTIS are complex, sophisticated, and difficult to install and remove. In addition, it takes a long time to supply and charge power to a portable air injector, and has a disadvantage in that it cannot cope when a tire puncture occurs during high-speed driving.

Accordingly, the present invention is to provide a lightweight CTIS that is easy to install and inexpensive.

In order to achieve the object of the present invention, the tire inflation pressure adjusting apparatus according to the present invention is a pneumatic pressure regulating device detachably formed in a tire device having a tire, a wheel and an axle constituting a rotating shaft, wherein the air pressure adjusting device is a main body And a fixing part for fixing the main body to the wheel or the axle so as to be interlocked with the rotation of the tire, and a flow path connecting the tire and the main body.

As an example related to the present invention, the fixing part may include a plurality of fastening bolts fixed to the wheel through the main body.

As an example related to the present invention, the fastening bolt may be coupled to a fixing groove of a fixing bolt connected to the wheel bolt mounted on the wheel.

As an example related to the present invention, it may further include a buffer member disposed between the fixing bolt and the main body.

As an example related to the present invention, a fix clip coupled to the wheel bolt and a fix clip case covering the fix clip may further include a bolt mount of the fixing bolt to be inserted into a through portion of the clip case.

As an example related to the present invention, the shock absorbing unit may further include an impact relief unit formed along an edge of the main body and forming an oblique surface.

As an example related to the present invention, the adapter may further include an adapter disposed on one surface of the main body and connected to the wheel, and a fastening cover disposed on the other surface of the main body and coupled to the main body by the fastening bolt.

As an example related to the present invention, the fastening bolt is fixed to one surface, the wheel bolt is coupled to the other surface may further include a wheel nut.

As an example related to the present invention, the main body may further include a fixing module formed to surround the axle and fixing the main body to prevent separation of the axle and the main body.

As an example related to the present invention, the main body may be formed of first and second members which are separable from each other and disposed with the axle interposed therebetween, and the fixing module may be configured to connect the first and second members. .

As an example related to the present invention, the main body includes an open area and has an open loop shape formed to surround the axle, and the fixing module may be configured to connect both ends of the main body.

As an example related to the present invention, the apparatus may further include a first flow passage extending from the main body and passing through the wheel, and a second flow passage connected to the first flow passage and connected to the tire.

As an example related to the present invention, the first passage may further include a flow path bolt for fixing the wheel and the tire brake through the wheel and the brake of the tire device.

As an example related to the present invention, the apparatus may further include a passage extending from the main body and penetrating the spokes of the wheel to be connected to the tire.

As an example related to the present disclosure, the apparatus may further include a battery for supplying power and a power supply line for supplying power by connecting a slip ring of the main body.

As an example related to the present disclosure, the main body may include a wireless power supply pad mounted to an axle and disposed adjacent to the axle to supply power; And a power receiving pad disposed on the main body to receive power from the wireless power supply pad, wherein the wireless power supply pad can supply power in a magnetic resonance and magnetic induction manner.

As an example related to the present invention, the main body includes a first power unit disposed adjacent to the axle and a second power unit disposed adjacent to the axle, mounted to an axle, to provide power to the main body, In order to generate an induced electromotive force when driving the tire, the first and second power units may be formed of coils or (all) magnets, respectively.

As an example related to the present invention, the apparatus may further include a wireless communication unit performing wireless communication with an external device.

In order to achieve another object of the present invention, a method of controlling a pneumatic pressure control device mounted on a vehicle, the method comprising: collecting vehicle information and driving information of a vehicle, based on the vehicle information and the driving information; Calculating a pneumatic value, transmitting a control command corresponding to the pneumatic value to the vehicle, and adjusting a tire air pressure based on the control command.

As an example related to the present invention, the vehicle information and the driving information of the vehicle include weather information, vehicle speed information, acceleration information, terrain information, tire information, weight of the vehicle, information on the center of gravity of the vehicle, and physical property values of the tire device. It may include at least one of the information.

Since the air pressure adjusting device according to the present invention is easily detachable from a tire, the air pressure adjusting device can be installed and operated in a required vehicle having some air pressure adjusting devices without installing CTIS in all vehicles.

In addition, since wireless communication is possible, the driving state of the tire and the vehicle may be grasped in real time, and the control may be performed to maintain proper air pressure.

Figure 1a is an exploded cross-sectional view of the tire and axle unit equipped with a pneumatic pressure control device according to an embodiment of the present invention.

1B is a cross-sectional view for explaining the components of the tire and the air pressure regulating device.

2A and 2B are cross-sectional views illustrating a structure of an air pressure adjusting device according to still another embodiment.

3A and 3B are cross-sectional views illustrating an air pressure adjusting device according to yet another embodiment.

4A and 4B are cross-sectional views illustrating an air pressure adjusting device according to yet another embodiment.

5 is a cross-sectional view illustrating a method of coupling the air pressure regulating device and the tire device according to another embodiment.

6, 7 and 8 are cross-sectional views illustrating a structure in which a power supply unit and a pneumatic device are connected according to different embodiments.

9 is a flowchart illustrating a control method of the air pressure regulating device.

Hereinafter, an air pressure adjusting device and a control method thereof according to the present invention will be described in detail with reference to the accompanying drawings. In the present specification, the same or similar reference numerals are assigned to the same or similar configurations in different embodiments, and the description thereof is replaced with the first description. As used herein, the singular forms "a", "an" and "the" include plural forms unless the context clearly indicates otherwise.

The suffixes "module" and "unit" for components used in the following description are given or used in consideration of ease of specification, and do not have distinct meanings or roles from each other. In addition, in describing the embodiments disclosed herein, when it is determined that the detailed description of the related known technology may obscure the gist of the embodiments disclosed herein, the detailed description thereof will be omitted. In addition, the accompanying drawings are intended to facilitate understanding of the embodiments disclosed herein, but are not limited to the technical spirit disclosed herein by the accompanying drawings, all changes included in the spirit and scope of the present invention. It should be understood to include equivalents and substitutes.

Terms including ordinal numbers such as first and second may be used to describe various components, but the components are not limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

When a component is referred to as being "connected" or "connected" to another component, it may be directly connected to or connected to that other component, but it may be understood that other components may be present in between. Should be. On the other hand, when a component is said to be "directly connected" or "directly connected" to another component, it should be understood that there is no other component in between.

Singular expressions include plural expressions unless the context clearly indicates otherwise.

In this application, the terms "comprises" or "having" are intended to indicate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, and one or more other features. It is to be understood that the present invention does not exclude the possibility of the presence or the addition of numbers, steps, operations, components, components, or a combination thereof.

1A is an exploded cross-sectional view of a tire equipped with a pneumatic pressure regulating device according to an embodiment of the present invention, and FIG. 1B is a cross-sectional view illustrating components of a tire and a pneumatic pressure regulating device.

1A and 1B, a pneumatic device that can be mounted on the outer side of a wheel will be described.

The tire device 10 includes a tire 100 and a driving device for driving the tire 100. The driving device includes a wheel 110, a brake 120, a wheel hub 130, a brake shoe 140, a drive axle 170, and a fastening part 150 connecting them.

The wheel 110 supports the inner circumferential surface of the tire 100. The wheel 110 supports the inner circumferential surface of the tire 100 while extending along the edge of the cover area 110a and the cover area 110a forming one surface of the tire device 10. Is done.

The brake 120 and the wheel hub 130 are sequentially stacked and fixed to the center region of the wheel 110 supporting the tire 100. The brake shoe 140 is disposed to surround one region of the brake 120. The brake shoe 140 is disposed between the wheel hub 130 and the wheel 110 and is fixed in position through a knuckle coupled with the vehicle body. The brake shoe 140 supplies a braking force to the vehicle.

Each central area of the wheel 110, the brake 120, and the wheel hub 130 is fixed by a first fastening part 150 including a wheel bolt 151 and a wheel nut 152. The wheel bolt 151 penetrates the wheel 110, the brake 120, and the wheel hub 130, and the wheel nut 152 is disposed on one surface of the wheel 110 to allow the wheel bolt. Combine with 151. The first fastening part 150 including a pair of wheel bolts 151 and the wheel nuts 152 may be formed in plural numbers.

The wheel hub housing 130a is inserted into the drive axle 170 in the center region of the wheel hub 130. The drive axle 170 includes an axle end 170a having a tooth formed on an outer circumferential surface thereof and a thread formed on an inner circumferential surface thereof. The axle end 170a is mounted to the wheel hub housing 130a of the wheel hub 130. The drive axle 170 is connected to the wheel hub 130 to transmit a rotational force.

Since the wheel hub 130 is fixed to the wheel 110 and the brake 120 by the first fastening part, the rotational force transmitted by the drive axle 170 is the tire through the wheel 110. Is passed to 100. The vehicle is driven by the rotation of the tire 100.

Except for the wheel nut 152 of the first fastening part 150, all of the above components are disposed on the inner circumferential surface of the tire 100. The air pressure regulating device 300 mounted on the outer surface of the tire 100 will be described.

The air pressure adjusting device 300 includes a main body 310, an adapter 320, a fastening cover 330, a fastening bolt 340, a buffer member 350, and a fixed bolt 360. The main body 310 includes a flow path 390 for adjusting the air pressure of the tire 100. The flow path 390 is connected to the air inlet 160 formed in one region of the tire 100.

The main body 310 is fixed in the rotational direction of the tire 100 and the vertical direction of rotation by the adapter 320 and the fastening cover 330. The fastening cover 330 is fixed to one surface of the main body 310, and the adapter 320 is mounted to the other surface. Here, the other surface corresponds to the surface facing the tire 100.

The main body 310 includes a fastening groove 311 in the central area, and the fastening cover 330 includes a fastening pin 331 protruding from the center area. The fastening pin 331 is coupled to the fastening groove 311. In the state coupled to the fastening groove 311, the fastening pin 331 is disposed to face the drive axle 170. The main body 310 may be fixed to the vertical axis of the rotation direction of the tire 100 by the fastening cover 330.

The adapter 320 includes first, second and third fastening holes 321, 322, and 323. The adapter 320 is fixed to the wheel 110 of the tire device 10. The fastening bolt 340 passing through the second fastening hole 322 of the adapter 320 is fixed to the wheel 110.

In detail, the fix clip 380 is fixed on the wheel nut 152. The unevenness formed at the lower end of the fix clip 380 grips the wheel nut 152. A fix clip case 370 is formed to surround the fix clip 380. The fix clip case 370 prevents unevenness of the lower end of the fix clip 380 from the wheel nut 152. The fix clip case 370 includes a through part 371.

The fastening bolt 340 is coupled to the fixing bolt 360 through the adapter 320, the fixing bolt 360 includes an insertion hole is formed so that the fastening bolt 340 is inserted. The fixing bolt 360 includes a bolt 361 formed to couple to the through part 371.

That is, the fastening bolt 340 is connected to the fixing bolt 360 connected to the wheel 110 through the adapter 320. The fastening bolt 340, the fixing bolt 360, the fix clip case 370, and the fix clip 380 are each provided in plural.

The third fastening hole 323 is formed in the central region of the adapter 320. The fastening pin 331 passes through the fastening groove 311 of the main body 310 and passes through the third fastening hole 323. Accordingly, the fastening cover 330, the main body 310 and the adapter 320 is connected by the fastening pin 331. In addition, the adapter fastening pin 312 protruding from the other surface of the main body 310 is inserted into the first fastening hole 321.

The buffer member 350 is disposed between the fixing bolt 360 and the adapter 320. The buffer member 350 is formed with a hole for allowing the fastening pin 331 to pass through. In order to minimize or delete the impact that can be applied to the air pressure control device 300 by the buffer member 350 is possible.

Accordingly, while the wheel 110 and the tire 100 are rotated about an axis, the main body 310, the adapter 320, and the fastening cover 330 may also rotate with the tire 100. It works. Accordingly, while the tire 100 is driven, the main body 310 is also rotated and moved together, so that the flow path 390 is not damaged and is continuously connected to the air inlet 160.

According to the present embodiment, the main body 310 may be easily separated from the tire 100 by separating the adapter 320 from the wheel 110.

The air pressure regulating device 400 according to FIGS. 2A and 2B is mounted to the tire device 10, and the description of the tire device 10 is replaced with the description of FIGS. 1A and 1B.

The air pressure adjusting device 400 according to the present embodiment includes a main body 410, an impact buffer 420 and a fastening bolt 430 formed to surround the edge of the main body 410. The main body 410 includes a fastening groove 411 formed in the thickness direction. The fastening bolt 430 penetrates the fastening groove 411 and is fixed to the fixing bolt 360 to be coupled to the tire device 10. The buffer member 350 is disposed between the fixing bolt 360 and the main body 410.

The shock absorber 420 may be formed to be inclined to one side of the main body, and the shock absorber 420 and the main body 410 may be integrally formed.

According to this embodiment, there is no adapter and fastening cover, it can be made of a simple structure.

The air pressure regulating device 500 of FIGS. 3A and 3B is mounted to the tire device 10 described with reference to FIGS. 1A and 1B. A description of the components of the tire device 10 is described with reference to FIGS. 1A and 1B. Replace with

The air pressure adjusting device 500 according to the present embodiment includes a main body 510, a fastening bolt 520, and a body connection wheel nut 530 to which the fastening bolt 520 is coupled. The main body 510 may include a fastening groove 511 through which the fastening bolt 520 penetrates, and a buffer member 350 may be disposed between the main body 510 and the main body connecting wheel nut 530. .

One end of the main body connecting wheel nut 530 is coupled to the wheel bolt 151 and fixed to the tire device 10. The body connection wheel nut 530 includes a fixing groove for inserting and fixing the fastening bolt 520, and a thread is formed inside the body connection wheel nut 530 forming the fixing groove. The main body and the air pressure regulating device 500 may be fixed by an uneven portion formed on the screw thread and an outer circumferential surface of the main body connecting wheel nut 530.

The uneven portion and the screw thread may be coupled to and separated from each other by a rotation force or pressure in one direction applied from the outside. Accordingly, the user can combine and detach the body and the tire device 10.

4A and 4B of the tire pressure adjusting device 600 made of the same components except for some components of the fastening part 150 among the components of the tire device 10 described with reference to FIGS. 1A and 1B. ) Is mounted. Accordingly, like reference numerals refer to like elements, and overlapping descriptions are omitted.

The air pressure regulating device 600 according to the present embodiment is mounted to the axle 170. The air pressure adjusting device 600 includes a main body 610, a fixing module 611 and a first flow path 602 for fixing the main body 610 and the axle 170.

The body 610 is formed to surround the axle 170. Referring to FIG. 4A (a), the main body 610 may be formed of a plurality of modules separated from each other. The plurality of modules surround the axle 170, and the plurality of fixed modules 611a cover one region of the main body 610 to couple the plurality of modules of the main body 610 surrounding the axle 170. It is made to penetrate through.

On the other hand, referring to Figure 4a (b), the cross section of the main body 610 is formed to form an open loop shape. In order to prevent the axle 170 from being inserted into the center of the main body 610, and to prevent the axle 170 from being separated from the main body 610, a second fixing module ( 611b) is combined. The second fixing module 611b connects both ends separated from each other of the main body 610. The first and

second fixing modules

611a and 611b may have a bolt-nut structure, but the present invention is not limited thereto.

An air discharge port 601 is formed in one region of the main body 610, and first and

second flow paths

602 and 161 are mounted to connect the air discharge port 601 and the air injection hole 160 of the tire. do. The first flow path 602 is connected to the air discharge port 601.

The first flow path 602 is connected to the second flow path 161 through the wheel hub 130, the brake 120, and the wheel 110. One end of the second flow path 161 is connected to the air inlet 160.

In order for the first flow path 602 to pass through the wheel hub 130, the brake 120, and the wheel 110, the flow path bolt 153 is fitted into the fastening groove of the wheel hub 130. . The flow path bolt 153 includes a through hole for inserting the first flow path 602. The flow path bolt 153 may be thicker than the wheel bolt 151, and the through hole into which the flow path bolt 153 is fitted may be wider than the through hole through which the wheel bolt 151 is fitted. have.

An end of the wheel bolt 151 is coupled to the wheel nut 152, and an end of the flow path bolt 153 is coupled to the opening nut 154. The opening nut 154 forms a passage for connecting the first flow path 602 through the flow path bolt 153 to the second flow path 161.

In the tire device 10, the wheel bolt 151 and the wheel nut 152 are replaced with the flow path bolt 153 and the opening nut 154, and the axle using the fixing module 611. When the main body 610 is fixed to the 170, the pneumatic pressure adjusting device 600 may be mounted to the tire device 10.

Alternatively, the first flow path 602 may be formed through the space between the inside of the axle 170, the inside of the wheel 110, and the brake shoe 140.

The components of the air pressure regulator 600 according to the present embodiment are substantially the same as the components of the air pressure regulator 600 of FIGS. 4A and 4B except that only one flow path is included. The same reference numerals are used for the same reference numerals, and redundant descriptions are omitted.

The first flow path 602 connects the air discharge port 601 and the air injection port 160. The first flow path 602 penetrates the empty space between the spokes formed in the wheel 110. In this case, the diameter of the wheel 110 may be relatively large, or a high performance compact brake pad may be mounted.

The pneumatic device must be connected to a power supply to receive power for driving. Hereinafter, a structure in which the power supply unit and the main body of the pneumatic device are connected to the pneumatic device will be described.

6 to 8 are cross-sectional views illustrating a structure in which a power supply unit and a pneumatic device are connected according to different embodiments.

3A, 3B, and 6, a power supply line 801 connected to a battery (not shown) installed inside an engine room of a vehicle in which the tire device 10 is mounted has a slip ring of the main body 510. 802. The power supply line 801 may be extended from the battery (not shown) to an area adjacent to the wheel house 11.

In the drawing, the power supply line 801 is illustrated as one, but a plurality of power supply lines may be provided for (-) power or ground, and the ground line may be connected to one side of the vehicle body.

Referring to Figures 4a, 4b and 7 will be described a pneumatic pressure control device that is powered by a wireless power supply method. Of course, as shown in Figures 4a, 4b it is also applicable to Figures 1, 2, 3 that is installed on the outside rather than the main body is installed inside the wheel. However, the embodiment described below will be described based on being installed inside.

The main body 610 of the air pressure adjusting device according to the present embodiment is disposed to penetrate the axle 170. The air pressure adjusting device may further include a wireless power supply pad 811 disposed adjacent to the main body 610 and the axle 170. The wireless power supply pad 811 supplies power in a magnetic resonance and magnetic induction manner. A power receiving pad 812 is formed on the main body 610 to receive power supplied from the wireless power supply pad 811.

8 is a cross-sectional view illustrating an air pressure regulating device powered by a wireless power supply method according to another embodiment. As described above, this can also be applied to a case in which the main body is installed outside the wheel as shown in FIGS. 1, 2 and 3, and FIG. 8 can be regarded as merely one embodiment. 4A, 4B, and 8, the main body 610 of the air pressure regulating device is disposed to surround the axle 170, is fixed to the axle 170, and is set at a predetermined distance from the main body 610. A first power unit 821 made of a coil or (pre) magnet disposed to have a distance and a second power unit 822 made of a coil or (pre) magnet disposed adjacent to the main body 610.

The main body 610 acts as a generator through the induced electromotive force generated when the axle 170 and the wheel 110 rotate while driving, and power is supplied. Accordingly, when the vehicle is driven, power is generated by the first and

second power units

821 and 822.

The main body 610 according to the present exemplary embodiment may further include an inverter for controlling the power changing according to the vehicle speed and a control device for limiting the supply by using a resistor when the supply of the power is unnecessary. In addition, the main body 610 may further include a power storage unit.

As a wireless communication, a communication method such as Bluetooth, WiFi, NFC, or the like may be applied. In order to control this, a wireless communication with an external device may be performed, or an information system of a vehicle may be linked.

The main body of the pneumatic pressure regulating device can recognize the state and position of the driver of the vehicle, the tire pneumatic devices, etc. by communicating with each other with an independent unique identification number. In addition, the air pressure control device may transmit information on the state of the tire and the position of the tire on which the air pressure control device is mounted, and the like to an information system of an external device or a vehicle capable of wireless communication, and vice versa. Through this, the air pressure controller automatically or manually recognizes the installed vehicle or tire position as the vehicle or driver changes, and provides weather information, vehicle specifications, vehicle registration number, driver registration number, vehicle speed information, acceleration information, and terrain information. The vehicle transmits and receives tire position information, tire information, weight of the vehicle, information on the center of gravity of the vehicle, tire internal pressure change information, tire property information, and the like to an external device or an information system of the vehicle. An appropriate tire air pressure is calculated through an algorithm mounted inside the information system or the air pressure control device of the external device or the vehicle, and the tire air pressure is adjusted based on the calculated air pressure.

For example, due to heavy rainfall, it is determined that a water film exists on most of the road surface, and when the vehicle is high speed, the drainage capacity may be improved by increasing tire pressure.

As another example, when the wheel acceleration is high, but the acceleration of the vehicle received by the GPS is low, it is recognized that excessive slip occurs and the tire pressure may be lowered. In addition, the air pressure regulator can be transplanted from vehicle A to vehicle B, or the same vehicle, but the installation tire position is changed, or a different driver is driven by an external device or vehicle information system through wireless or wired means such as NFC or Bluetooth. In this case, the appropriate air pressure can be adjusted according to the vehicle or driver. That is, when the car is transplanted into a high-celebration vehicle, the air pressure is automatically maintained, and when the driver's propensity gives priority to the comfort, the air pressure can be partially removed.

In addition to the above examples, the method of calculating the appropriate air pressure and adjusting the air pressure based on the above information is the same.

Referring to FIG. 9, vehicle information and driving information are collected by a control device mounted on the air pressure regulating device (S10). The vehicle information and the driving information of the vehicle may include driving terrain information of the vehicle (paved / unpaved, unevenness, slope of the road, etc.), GPS, INS, weather information, vehicle specification, vehicle registration number, driver registration number, vehicle speed. Information, acceleration information, terrain information, tire position information, tire information, weight of the vehicle, information on the center of gravity of the vehicle, tire internal pressure change information, physical property information of the tire device, and the like.

The control device calculates a tire air pressure value based on the vehicle information and the driving telegram (S12). The tire inflation pressure value corresponds to the inflation pressure of the tire optimized for driving of the current vehicle. The control device calculates the air pressure value of the tire at a specific time interval or at a specific control command (such as when the vehicle starts to drive).

The control device transmits a control command corresponding to the calculated air pressure to the vehicle (S13). The air pressure regulating device is driven based on the control command (S14).

According to this embodiment, it is possible to minimize damage to the vehicle and the tire by controlling to adjust the appropriate air pressure based on the current state of the vehicle.

The above-described air pressure regulating device and its control method are not limited to the configuration and method of the above-described embodiments, but the embodiments are all or part of each of the embodiments so that various modifications can be made. It may be configured in combination.

The present invention provides an air pressure regulating device that is easy to be detached from a tire, and can be applied in various similar fields.

Claims

In the air pressure regulator detachably formed on a tire device having a tire, a wheel and an axle constituting a rotating shaft, the air pressure regulator,

main body;

A fixing part for fixing the main body to the wheel or the axle to be linked to the rotation of the tire; And

And a flow path connecting the tire and the main body.
The method of claim 1,

The fixing unit includes a plurality of fastening bolts to be fixed to the wheel through the main body.
The method of claim 2,

The fastening bolt is a pneumatic pressure regulating device, characterized in that coupled to the fixing groove formed at one end of the fixing bolt connected to the wheel nut mounted on the wheel.
The method of claim 2,

Further comprising a fix clip coupled to the wheel nut and a fix clip case for covering the fix clip,

The bolt of the fixing bolt is pneumatic pressure adjusting device, characterized in that inserted into the through part of the clip case.
The method of claim 4, wherein

Air pressure regulating device is formed along the edge of the main body further comprises a shock-absorbing portion forming an oblique surface.
The method of claim 4, wherein

And an adapter connected to the wheel and disposed on one surface of the main body, and a fastening cover disposed on the other surface of the main body and coupled to the main body by the fastening bolt.
The method of claim 4, wherein

The fastening bolt is fixed to one side, the air pressure adjusting device further comprising a wheel nut coupled to the wheel bolt on the other side.
The method of claim 2,

Air pressure control device further comprises a buffer member disposed between the fixing bolt and the body.
The method of claim 1,

The body is formed to surround the axle,

And a fixing module for fixing the main body to prevent separation of the axle and the main body.
The method of claim 9,

The main body is separated from each other and is composed of a first and a second member disposed between the axle, the fixing module is characterized in that the air pressure regulating device connecting the first and the second member.
The method of claim 9,

The main body includes an open area and has an open loop shape formed to surround the axle.

The fixed module is an air pressure adjusting device, characterized in that for connecting both ends of the body.
The method of claim 9,

A first flow passage extending from the main body and penetrating the wheel or the wheel nut;

And a second flow passage connected to the first flow passage and connected to the tire.
The method of claim 12,

And a flow path bolt for accommodating the first flow path and fixing the wheel and the tire brake through the wheel and the brake of the tire device.
The method of claim 12,

And a flow passage extending from the main body and penetrating the spokes of the wheel and connected to the tire.
The method of claim 1,

And a power supply line for supplying power by connecting a battery for supplying power and a slip ring of the main body.
The method of claim 1,

The body is mounted to one area or / and axle of the tire wheel,

A wireless power supply pad disposed adjacent to the axle to supply power; And a power receiving pad disposed on the main body to receive power from the wireless power supply pad.

The wireless power supply pad is air pressure regulator, characterized in that for supplying power in a magnetic resonance, magnetic induction method.
The method of claim 1,

The body is mounted to one area or / and axle of the tire wheel,

A first power unit disposed adjacent to the axle and a second power unit disposed adjacent to the main body to provide power to the main body,

In order to generate an induced electromotive force when driving the tire, the first and second power unit, characterized in that the pneumatic pressure control device, characterized in that each consisting of a coil or (front) magnet.
Performing wireless communication with an external device using a wireless communication unit;

Collecting vehicle information and driving information of the vehicle;

Calculating an air pressure value of a tire based on the vehicle information and the driving information;

Transmitting a control command corresponding to the air pressure value to a vehicle;

And controlling the tire air pressure based on the control command.
The method of claim 18,

The vehicle information and driving information of the vehicle include weather information, vehicle specifications, vehicle registration number, driver registration number, vehicle speed information, acceleration information, terrain information, tire location information, tire information, vehicle weight, and vehicle center of gravity. And at least one of information related to the tire, internal pressure change information, and physical property information of the tire device.