WO2022149100A1 - Soupape à commande pneumatique externe pour opération de remplissage et d'évacuation - Google Patents

Soupape à commande pneumatique externe pour opération de remplissage et d'évacuation Download PDF

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Publication number
WO2022149100A1
WO2022149100A1 PCT/IB2022/050135 IB2022050135W WO2022149100A1 WO 2022149100 A1 WO2022149100 A1 WO 2022149100A1 IB 2022050135 W IB2022050135 W IB 2022050135W WO 2022149100 A1 WO2022149100 A1 WO 2022149100A1
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WO
WIPO (PCT)
Prior art keywords
piston
pressure
chamber
valve
bore
Prior art date
Application number
PCT/IB2022/050135
Other languages
English (en)
Inventor
Nirav Shah
Original Assignee
Rotex Automation Limited
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
Application filed by Rotex Automation Limited filed Critical Rotex Automation Limited
Publication of WO2022149100A1 publication Critical patent/WO2022149100A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices 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 or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00354—Details of valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices 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 or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00309—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by the location of the components, e.g. valves, sealings, conduits or sensors
    • B60C23/00318—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by the location of the components, e.g. valves, sealings, conduits or sensors on the wheels or the hubs

Definitions

  • the present disclosure relates to the technical field of valves.
  • the present disclosure relates to an externally operated valve for filling and exhausting operation, such as for inflating and deflating tyres of a vehicle through a central tyre inflation system.
  • Valves for filling and exhausting a fluid into/ from a container to maintain pressure in the container are extensively used.
  • CIS Central tyre inflation systems
  • lowering the air pressure in a tyre creates a larger area of contact between the tyre and the ground and makes driving on softer ground much easier. It also does less damage to the surface. This is important on work sites and in agricultural fields. By giving the driver direct control over the air pressure in each tyre, maneuverability is greatly improved.
  • CTIS Another function of the CTIS is to maintain pressure in the tyres if there is a slow leak or puncture.
  • the system controls inflation automatically based on the selected pressure the driver has set or taking into account speed of the vehicle.
  • CTIS also extends truck, tyre, and drive train life, by significantly reducing vibration and shock loading.
  • a typical CTIS includes a pneumatic control unit (also known as pressure control unit), a wheel valve located at each wheel and pneumatically coupled to the pneumatic control unit, an electronic control unit (ECU) that monitors the pressure in each tyre and sends command to the pneumatic control unit, which directly controls the wheel valves and air system for inflating or deflating the individual tyres depending on requirement.
  • ECU electronice control unit
  • the wheel valve enables on-demand inflation and deflation of the tyres by connecting the tyres to the pneumatic control unit when the CTIS actively measuring or changing tyre pressure.
  • the wheel valve When not inflating or deflating the tyre, the wheel valve isolates the tyre from the system.
  • Conventional wheel valves are based on a diaphragm, which is prone to aging, affecting proper functioning of the wheel valve. Therefore, conventional wheel valves are required to be periodically examined for need to replace them or even replaced after certain time to prevent failure without warning, thereby resulting in downtime of the vehicle and additional expenses.
  • the numerical parameters should be construed in light of the number of reported significant digits and by applying ordinary rounding techniques. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of some embodiments of the invention are approximations, the numerical values set forth in the specific examples are reported as precisely as practicable. The numerical values presented in some embodiments of the invention may contain certain errors necessarily resulting from the standard deviation found in their respective testing measurements. [0010] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
  • a general object of the present disclosure is to overcome the drawbacks of conventional valves for filling and exhausting a gas into/from a container, such as wheel valves used with Central Tyre Inflation System for inflating and deflating tyres.
  • An object of the present disclosure is to provide a valve for filling and exhausting a gas into/from a container that does not have a diaphragm.
  • Another object of the present disclosure is to provide a valve that can be actuated both for filling and exhausting a gas into/from a container by an external gas signal.
  • Another object of the present disclosure is to provide an improved valve for filling and exhausting a fluid into/from a container that requires reduced maintenance.
  • Yet another object of the present disclosure is to provide a valve that is cost effective. [0018] Yet another object of the present disclosure is to provide a valve that has a higher exhaust flow rate and thus enables a faster change of pressure in the container.
  • aspects of the present disclosure relate to a valve for filling / exhausting a gas into/from a container.
  • the present disclosure provides a valve that functions to allow filling and exhausting of a container by an external gas signal from a pressure control unit (PCU).
  • PCU pressure control unit
  • the disclosed valve for filling / exhausting a gas into/from a container includes a valve body having an inlet port for coupling to a PCU, an outlet port coupled to the container, a cylindrical bore, a connecting chamber located at a lower end of the bore and a valve seat at a junction of the bore and the connecting chamber.
  • the inlet port is in fluidic communication with the bore at the lower end of the bore and the outlet port is in fluidic communication with the connecting chamber.
  • the valve includes an upper piston configured for translatory motion in the bore and biased in the downward direction.
  • the valve further includes a lower piston configured below the upper piston for translatory motion in the bore and defining a lower chamber that is in fluidic communication with the inlet port.
  • the upper piston and the lower piston define a middle chamber there between.
  • a lower end of the lower piston is configured to close the valve seat when the lower piston is moved to downward position.
  • the lower piston may be free floating in the bore under upward and downward forces due to pressure in the middle chamber and the lower chamber.
  • the lower piston may be biased in upward direction.
  • the valve includes an orifice fluidically connecting the lower chamber to the middle chamber.
  • the orifice may be configured to fill the middle chamber in a gradual manner such that the pressure in the middle chamber equalizes with the pressure in the lower chamber after a time gap.
  • the orifice may be located in any of the lower piston or the body.
  • the diameters of the bore and the upper piston, the size of the orifice and the biasing force on the upper piston are configured such that when pressure at the inlet pressure is increased by the pressure control unit at a rate above a predefine pressure change rate by fast filling the gas, pressure in the middle chamber is not able to increase at the same rate, resulting in pressure difference between the lower chamber and the middle chamber to move the lower piston up to open the valve seat.
  • the orifice After opening of the valve seat, the orifice allows pressure in the middle chamber to gradually increase to become equal to pressure of the lower chamber causing the lower piston to float.
  • increase in pressure may be maintained at a rate above the predefine pressure change rate to keep the valve seat open, which happens due to inability of the orifice to fill the middle chamber at the same rate and resultant upward force on the lower piston. This allows filling of the container.
  • the predefined pressure change rate is related to flow rate of the gas through the orifice in the lower piston under a pressure difference between the middle chamber and the lower chamber.
  • the valve body may include a cylindrical upper bore located concentric to the bore at an upper end of the bore.
  • the upper piston may be a stepped piston having a larger diameter lower portion that is accommodated in the bore and a smaller diameter upper portion that is accommodated in the upper bore to define a top chamber.
  • the upper piston and the lower piston may be configured to fluidically connect the top chamber to the connecting chamber such that the top chamber is maintained at container pressure to supplement the biasing force on the valve seat through the upper piston.
  • the upper piston and the lower piston may be telescopically arranged with a lower portion of the upper piston being slidingly and sealingly configured within a cavity at an upper end of the lower piston.
  • the upper piston may include a longitudinal first hole fluidically connecting the top chamber to a lower end of the upper piston
  • the lower piston may include a longitudinal second hole fluidically connecting the top chamber to the connecting chamber through the first hole to fluidically connect the top chamber to the connecting chamber.
  • the lower piston may include a mholder fixed at the lower end of the lower piston and projecting downward into the connecting chamber, and the second hole that fluidically connects the top chamber to the connecting chamber through the first hole may be located in the mholder.
  • the lower piston may further include a ventilteller fixed to the mholder.
  • the ventilteller and the mholder may be configured to close the valve seat when the lower piston is moved to downward position.
  • the upper piston may be biased in the downward direction by a top spring provided between the upper piston and the upper end of the bore.
  • the lower piston when biased in upward direction, may be biased by a bottom spring provided between the lower piston and the lower end of the bore.
  • the upper piston and the lower piston may be arranged slidablly within the bore of the valve body such that the translatory motion is guided by the bore.
  • any or both of the upper piston and the lower piston may be configured as a diaphragm.
  • the orifice may be provided in the corresponding diaphragm or on a body that supports the corresponding diaphragm.
  • FIG. 1 illustrates an exemplary cross sectional view of the proposed wheel valve, in accordance with embodiments of the present disclosure.
  • FIGs. 2A and 2B illustrate the sectional view of the proposed wheel valve showing functioning of the wheel valve during inflation, in accordance with embodiments of the present disclosure.
  • FIG. 3 illustrates the sectional view of the proposed wheel valve showing an upper piston and a lower piston of the wheel valve moving relative to each other, in accordance with embodiments of the present disclosure.
  • FIGs. 4A and 4B illustrate the sectional view of the proposed wheel valve showing functioning of the wheel valve during deflation, in accordance with embodiments of the present disclosure.
  • Embodiments explained herein relate to a valve that functions to allow filling and exhausting of a gas into/from a container by an external gas signal from a pressure control unit (PCU).
  • PCU pressure control unit
  • a most common application of the disclosed valve is in vehicles for controlling air pressure in a tyre of the vehicle by an external air signal from a PCU of centralized tyre inflation system (CITS) of the vehicle.
  • CITS centralized tyre inflation system
  • the disclosed wheel valve works based on a middle chamber configured between an upper piston and a lower piston, which is fluidically coupled through an orifice to an inlet port of the valve.
  • the inlet port of the valve is coupled to the PCU of the CTIS and receives the external air signal.
  • the orifice is configured to fill the middle chamber in a gradual manner such that the pressure in the middle chamber equalizes with the pressure signal applied at the inlet port after a time gap.
  • the upper piston is biased in a downward direction to push the lower piston so that the lower piston closes a valve seat in a passage from the inlet port to the outlet port.
  • the upper piston gets supported by the air pressure in the middle chamber, thereby allowing the lower piston to float and allow inflation or deflation of the tyre by the PCU by modulating rate of change of pressure at the inlet port.
  • inflation or deflation of the corresponding tyre can be done based on controlled change of pressure by the coupled PCU. For example, while inflating the tyre, rate of inflow of air is maintained such that rate of increase in pressure at the inlet port is higher than a predefined pressure change rate, which predefined pressure change rate is selected such that the orifice cannot keep pace to replenish air pressure in the middle chamber, thereby keeping the valve open. Likewise, while deflating the tyre, rate of exhaust of air is maintained such that rate of decrease in pressure at the inlet port is lower than the predefined pressure change rate such that the orifice is able to keep pace to remove air pressure from the middle chamber to keep the valve open.
  • the PCU can exhaust air from the inlet port at a fast ratesuch that rate of drop in pressure is above the predefine pressure change rate.
  • the lower piston moves down to close the valve seat due to pressure in the middle chamber not able to drop at the same rate.
  • the valve may also include a top chamber configure above the upper piston, which is in fluidic communication with the outlet port.
  • the tyre pressure in the top chamber acts on the upper piston to supplement the downward biasing force on the upper piston and in turn on the lower piston to normally keep the valve seat closed.
  • the generic term ‘piston’ used with the terms upper piston and the lower piston is to be interpreted as a component configured within the bore of the valve body for translatory linear motion along an axis of the bore, and it does not necessarily mean a component that is slidablly configured guided in the bore.
  • the wheel valve 100 can include a valve body 102 having an inlet port 110, an outlet port 112, a cylindrical piston bore 104 Also referred simply as bore 104 and the two terms used interchangeably hereinafter), a connecting chamber 108 located at a lower end of the piston bore 104 and a valve seat 128 at a junction of the piston bore 104 and the connecting chamber 108.
  • the inlet port 110 can be in fluidic communication with the piston bore 104 at the lower end of the piston bore 104 and the outlet port 112 can be in fluidic communication with the connecting chamber 108.
  • the inlet port 110 can be configured for coupling to a PCU of the CTIS, and the outlet port 112 can be configured for coupling to a tyre of the vehicle.
  • An upper piston 114 can be configured for translatory motion in the piston bore 104 and can be biased in the downward direction by a top spring 138 that can be provided between the upper piston 114 and the upper end of the piston bore 102.
  • the wheel valve 100 can further includes a lower piston 124 configured below the upper piston 114 for translatory motion in the piston bore 104.
  • the lower piston 124 may be freely floating in the piston bore 102 under air pressure from below and above.
  • the lower piston 124 can be biased in upward direction by a bottom spring 140, which can be provided between the lower piston 124 and the lower end of the piston bore 102.
  • the lower piston 124 defines a lower chamber 132 in the piston bore 104 located below the lower piston 124, which can be in fluidic communication with the inlet port 110.
  • a lower end of the lower piston 124 can be configured to close the valve seat 128 when the lower piston 124 is moved to downward position.
  • Coaxial arrangement of the upper piston 114 and the lower piston 124 within the piston bore 104 defines a middle chamber 130 located between the upper piston 114 and the lower piston 124.
  • the lower piston 124 can include an orifice 142 fluidically connecting the lower chamber 132 to the middle chamber 130.
  • the orifice can be configured to allow passage of air from the lower chamber 132 to the middle chamber 130, or from the middle chamber 130 to the lower chamber 132 depending on pressure difference between the two, in a gradual manner such that the pressure in the middle chamber 130 equalizes with the pressure in the lower chamber 132 after a time gap.
  • the diameters of the piston bore 104 and diameters of the upper piston and the lower piston configure in the piston bore 104, the size of the orifice and the biasing forces on the upper piston 114 and the lower piston 124, if biased by the bottom springl40, can be configured such that when an air pressure above a predefined pressure value is applied at the inlet port 110, the applied air pressure in the lower chamber 132 acting on the lower piston 124, can overcome the downward force and pushes the lower piston 124 and the upper piston 114 upward to open the valve seat 128.
  • the orifice 142 can allow air pressure in the middle chamber 130 to gradually increase reaching a stage such that air pressure in the middle chamber 130 acting on the upper piston 114 applies an upward force on the upper piston that overcomes the downward force.
  • the lower piston 124 can float, as shown in FIG. 3. This can keep the valve seat 128 in the open condition for the tyre to be inflated or deflated by modulating rate of change of pressure at the inlet port 110 by the PCU of the CTIS. [0065] With the valve seat 128 open, inflation or deflation of the corresponding tyre can be done based on controlled change of pressure at the inlet port 110 by the coupled PCU.
  • rate of inflow of air is maintained such that rate of increase in pressure at the inlet port 110 is higher than the predefined pressure change rate, which predefined pressure change rate is selected such that the orifice 142 cannot keep pace to replenish air pressure in the middle chamber 130, thereby keeping the valve seat 128 open.
  • rate of exhaust of air from the inlet port 110 can be maintained such that rate of decrease in pressure at the inlet port 110 is lower than the predefined pressure change rate so that the orifice 142 is able to keep pace to remove air pressure from the middle chamber 130 to keep the valve seat 128 open.
  • the PCU can exhaust air from the inlet port 110 at a fast rate such that rate of drop in pressure is above the predefine pressure change rate.
  • the lower piston moves down to close the valve seat 128 due to pressure in the middle chamber 130 not able to drop at the same rate.
  • valve body 102 and the upper piston 114 can be configured to provide a top chamber 120 that is in fluidic communication with the .
  • the valve body can include a cylindrical upper piston bore 106 located concentric to the piston bore 104 at an upper end of the piston bore 104, and the upper piston 114 can be a stepped piston having a larger diameter lower portion 116 that is accommodated in the piston bore 104 and a smaller diameter upper portion 118.
  • the smaller diameter upper portion 118 can be accommodated in the upper piston bore 106 creating the top chamber 120 located in the above the upper portion 118 of the upper piston 114.
  • the upper piston 114 can include a longitudinal first hole 122 fluidically connecting the top chamber 120 to a lower end of the upper piston 114.
  • the lower piston 124 can include a second hole 144 that can fluidically connect the top chamber 120 to the connecting chamber 108 through the first hole 122 such that the top chamber 120 is maintained at tyre pressure.
  • the upper piston 114 and the lower piston 124 can be telescopically arranged with a lower portion of the upper piston 114 being slidingly and sealingly configured within a cavity 126 at an upper end of the lower piston 124 to provide the fluidic connectivity by the combination of the first hole 122 and the second hole 144.
  • the pressure in the top chamber 120 can act on the smaller diameter portion 118 of the upper piston 114 to supplement the downward biasing force on the upper piston 114.
  • the upper piston 114 when in contact with the lower piston 124 at its lower end can push the lower piston 124 to close the valve seat 128.
  • the lower piston 124 can include a mholder 134 fixed at the lower end of the lower piston 124 that projects downward into the connecting chamber 108.
  • the second hole 144 can be located in the mholder.
  • the lower piston 124 can further include a ventilteller 136 fixed to the mholder 134.
  • the ventilteller 136 and the mholder 134 may be configured to close the valve seat 128 when the lower piston when the lower piston 124 is moved to downward position.
  • FIGs. 2 A and 2B show functioning of the wheel valve during inflation, wherein arrows in FIG. 2A show the air pressure being applied to the inlet port 110, and FIG. 2B shows the applied pressure moving to the tyre through the outlet port 112 to inflate the tyre.
  • rate of inflow of air is maintained such that rate of change of pressure is higher than a predefined pressure change rate, which the orifice 142 cannot keep pace to replenish air pressure in the middle chamber 130 to keep the valve seat 128 open
  • rate of exhaust of air is maintained such that rate of change of pressure is lower than the predefined pressure change rate which the orifice 142 is able to keep pace with by removing air from the middle chamber 130 to maintain equal pressure on both sides of the lower piston 124, which keeps the valve seat 128 open.
  • the predefined pressure change rate is related to flow rate of air through the orifice 142 under a pressure difference between the middle chamber 130 and the lower chamber 132. Therefore changing the orifice size can result in increasing or decreasing the predefined pressure change rate value, thereby giving design control over the rate at which the tyre can be inflated and deflated.
  • FIGs. 4 A and 4B show functioning of the wheel valve during deflation, wherein arrows in FIG. 4A show the air pressure from the tyre acting on the outlet port 112, and FIG. 4B shows the air from the tyre moving to the inlet port 110 to deflate the tyre.
  • a pressure pulse is given in the lower chamber 132 by PCU, which opens the valve seat 128. Thereafter, PCU can gradually allow air from the tyre to exhaust at a rate such that rate of pressure drop that is lower than the predefined pressure change rate. Due to lower pressure drop rate, air from the middle chamber 130 is able to flow out through the orifice 142 in lower piston 124 thereby reducing the air pressure in the middle chamber 130 at about the same rate. Reduction in the air pressure in the middle chamber 130 in synchronization with pressure in the lower chamber 132 keeps the lower chamber 132 and middle chamber 130 at around same pressure, thus keeping the valve seat 128 open.
  • the PCU can stop the flow, which makes sure that the system is at stable pressure, i.e. pressure in the middle chamber 130 and lower chamber 132 is same.
  • the PCU can exhaust air through the inlet port at a rate faster than the predefine pressure change rate, which the orifice 142 is not able to match, resulting in air pressure in the middle chamber 130 to exceed pressure in the lower chamber 132 and resultant movement of the lower piston 124 downward to close the valve seat 128.
  • Closing of the valve seat 128 chokes supply of further air to the lower chamber 132 generating higher pressure differential between the middle chamber 130 and the lower chamber 132, which further affirms the closing of the valve seat 128.
  • the orifice 142 bleeds out all the pressure from the middle chamber 130, the downward biasing load of the upper piston takes over the job of pushing the lower piston 124 down affirming tight shut off.
  • the present disclosure provides a wheel valve for CTIS that opens to allows inflation or deflation of the corresponding tyre by an external signal such as by applying air pressure at the inlet port above a predefined pressure value and inflating or deflating the corresponding tyre at a rate higher or lower that a predefined pressure change rate.
  • the external signal i.e. the applied pressure (pressure signal) and the pressure change rate (pressure rate change signal or simply pressure rate signal)
  • the valve seat of the wheel valve remains open to allow inflation or deflation by modulating the pressure change rate at the inlet port by the PCU.
  • the valve seat can be closed by application of another pressure and pressure rate signal from the PCU.
  • the present disclosure provides a valve that overcomes the drawbacks of conventional valves for filling and exhausting a fluid into/from a container, such as wheel valves used with Central Tyre Inflation System for inflating and deflating tyres.
  • the present disclosure provides a valve for filling and exhausting a fluid into/from a container that does not have a diaphragm.
  • the present disclosure provides a valve that can be actuated both for filling and exhausting the fluid by an external gas signal.
  • the present disclosure provides an improved valve for filling and exhausting a fluid into/from a container that requires reduced maintenance. [0084] The present disclosure provides a valve that has a higher exhaust flow rate and thus enables a faster change of pressure in the container.
  • the present disclosure provides a valve that is cost effective.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Details Of Valves (AREA)

Abstract

Une soupape servant à remplir et à évacuer un gaz dans/à partir d'un récipient, telle que des soupapes de roue utilisées avec un CTIS pour des véhicules, est divulguée, qui comprend : un piston supérieur (114) et un piston inférieur (124) conçus pour un mouvement de translation dans un alésage (104) délimitant une chambre intermédiaire (130) entre eux, et une chambre inférieure (132) reliée à un orifice d'entrée (110). Le piston supérieur (114) est sollicité vers le piston inférieur (124) pour maintenir le piston inférieur (124) contre un siège de soupape (128) dans un passage allant de l'orifice d'entrée à un orifice de sortie (112). Un signal de pression appliqué à l'orifice d'entrée amène les pistons inférieur et supérieur à se déplacer vers le haut pour ouvrir le siège de soupape (128). Le flux de gaz à travers un orifice (142) dans le piston inférieur (124) augmente progressivement la pression de gaz dans la chambre intermédiaire (130) pour maintenir le piston inférieur (124) en flottaison et le siège de soupape ouvert. Ensuite, un signal par maintien du taux de variation de pression au-dessus ou au-dessous d'une valeur prédéfinie est fourni pour le remplissage ou l'évacuation du récipient.
PCT/IB2022/050135 2021-01-09 2022-01-10 Soupape à commande pneumatique externe pour opération de remplissage et d'évacuation WO2022149100A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN202121001069 2021-01-09
IN202121001069 2021-01-09

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WO2022149100A1 true WO2022149100A1 (fr) 2022-07-14

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150075642A1 (en) * 2011-09-13 2015-03-19 Stéphane Fazekas Pneumatic device for controlling the automatic inflation/deflation, notably of a tire
WO2017125664A1 (fr) * 2016-01-19 2017-07-27 Stephane Fazekas Système de gonflage-dégonflage d'un pneumatique

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150075642A1 (en) * 2011-09-13 2015-03-19 Stéphane Fazekas Pneumatic device for controlling the automatic inflation/deflation, notably of a tire
WO2017125664A1 (fr) * 2016-01-19 2017-07-27 Stephane Fazekas Système de gonflage-dégonflage d'un pneumatique

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