JP2964766B2 - Tire pressure control valve - Google Patents
Tire pressure control valveInfo
- Publication number
- JP2964766B2 JP2964766B2 JP4050069A JP5006992A JP2964766B2 JP 2964766 B2 JP2964766 B2 JP 2964766B2 JP 4050069 A JP4050069 A JP 4050069A JP 5006992 A JP5006992 A JP 5006992A JP 2964766 B2 JP2964766 B2 JP 2964766B2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- valve
- tire
- port
- chamber
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Fee Related
Links
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
- B60C23/00372—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 fluid diagrams
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Fluid Pressure (AREA)
Description
【0001】[0001]
【産業上の利用分野】本発明は、自動車等の車両に使用
されるタイヤの空気圧を、走行中であっても車室内から
任意に、或いは全く自動的に増圧或いは減圧調整し、調
整後はそのタイヤ圧を確実に維持することができるタイ
ヤ圧調整弁に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of increasing or decreasing the air pressure of tires used in vehicles such as automobiles, arbitrarily or completely automatically, even during driving, and The present invention relates to a tire pressure control valve capable of reliably maintaining the tire pressure.
【0002】[0002]
【従来の技術】特開昭57−158106号公報にはこ
の種のタイヤ圧調整装置の従来技術が記載されている。
この装置は、補給導管と、圧力応動型のシート弁と、絞
りと、タイヤへの導管との直列回路からなり、この直列
回路をタイヤの増圧又は減圧のための空気が流れる時
に、絞りの上流側と下流側との間に発生する圧力差によ
って、圧力応動弁自体が開弁位置を保持することができ
るように構成されており、それによってタイヤの空気圧
の増圧又は減圧調整の際に、タイヤへの導管と補給導管
との連通状態を維持し得るようになっている。2. Description of the Related Art Japanese Patent Laying-Open No. 57-158106 discloses a prior art of such a tire pressure adjusting device.
The device comprises a series circuit of a supply line, a pressure-responsive seat valve, a throttle, and a line to the tire, the series circuit being connected to the throttle when air for increasing or decreasing the pressure of the tire flows. Due to the pressure difference generated between the upstream side and the downstream side, the pressure responsive valve itself is configured so as to be able to hold the valve open position, thereby increasing or decreasing the pressure of the tire air pressure. The communication between the conduit to the tire and the supply conduit can be maintained.
【0003】[0003]
【発明が解決しようとする課題】前記従来技術において
は、圧力応動型のシート弁を作動させるための大きな圧
力差を発生させる必要上、例えば、圧力応動型のシート
弁のダイヤフラムに穿孔して取り付けた中空リベットの
ような小径の孔を前記の絞りとして直列回路に挿入しな
ければならないので、この絞りのために、タイヤ圧の増
圧や減圧調整を行う際に空気の流動が妨げられ、タイヤ
圧調整に要する時間が長くなるという問題があった。そ
こで本発明は、この問題を解決し、タイヤ圧の増圧や減
圧調整を行う際の圧力応動弁の十分な開度を安定に維持
しながらも、調整に要する時間を短縮することができる
手段を提供することを、発明の解決課題とするものであ
る。In the prior art, since a large pressure difference for operating the pressure-responsive seat valve must be generated, for example, the diaphragm is attached to the pressure-responsive seat valve by piercing it. Since a small-diameter hole such as a hollow rivet must be inserted into the series circuit as the above-described throttle, the flow of air is hindered when increasing or decreasing the tire pressure due to the throttle, and the There was a problem that the time required for pressure adjustment was long. Therefore, the present invention solves this problem and can reduce the time required for adjustment while stably maintaining a sufficient opening degree of the pressure responsive valve when increasing or decreasing the tire pressure. It is an object of the present invention to provide the following.
【0004】[0004]
【課題を解決するための手段】本発明は、前記の課題を
解決するための手段として、制御ラインに通じる第1ポ
ートと、タイヤに通じる第2ポートと、前記第1ポート
及び前記第2ポートを連通し得る通路と、前記第1ポー
トと前記通路との間の連通を遮断し得る圧力応動弁と、
前記圧力応動弁を作動させるために前記圧力応動弁の一
側に形成され前記通路に連通する第1室と、前記圧力応
動弁を作動させるために前記圧力応動弁の他側に形成さ
れる第2室と、前記通路の途中に設けられるスロート部
と、前記第2室と前記スロート部とを連通する小径の圧
力導入孔とを備えていることを特徴とするタイヤ圧調整
弁を提供する。According to the present invention, a first port communicating with a control line, a second port communicating with a tire, the first port and the second port are provided as means for solving the above-mentioned problems. A pressure responsive valve capable of blocking communication between the first port and the passage;
A first chamber formed on one side of the pressure responsive valve for operating the pressure responsive valve and communicating with the passage; and a first chamber formed on the other side of the pressure responsive valve for operating the pressure responsive valve. There is provided a tire pressure control valve comprising: two chambers; a throat portion provided in the middle of the passage; and a small-diameter pressure introducing hole communicating the second chamber and the throat portion.
【0005】[0005]
【作用】タイヤ圧の増圧或いは減圧の際には、いずれの
場合も一旦、制御ラインには高圧の空気が供給され、そ
れによって第1ポートの圧力が高まって圧力応動弁を強
制的に開弁させる。圧力応動弁が開弁している状態にお
いて、増圧の際には、制御ラインから高圧の空気が、そ
のまま第1ポートと第2ポートとを連通する通路を通っ
てタイヤに供給されるが、通路の途中には僅かに流路径
を絞るスロート部が設けられているので、スロート部で
は流速が増加してその分だけ静圧が低下する。そのた
め、スロート部に対して小径の圧力導入孔によって連通
している圧力応動弁の第2室の圧力が大きく低下する。
一方、圧力応動弁の第1室は前記通路に連通していて、
供給される空気圧によって高圧となっているから、第1
室と第2室との間には大きな圧力差が生じ、圧力応動弁
は大きな開弁状態を安定に維持して、増圧のための高圧
の空気の流れを妨げることがないので、増圧調整は迅速
に行われる。When increasing or decreasing the tire pressure, high pressure air is once supplied to the control line in either case, whereby the pressure in the first port increases and the pressure responsive valve is forcibly opened. Let it go. In the state where the pressure responsive valve is open, when increasing the pressure, high-pressure air is supplied from the control line to the tire through the passage communicating the first port and the second port as it is, Since a throat portion that slightly narrows the flow path diameter is provided in the middle of the passage, the flow velocity increases at the throat portion, and the static pressure decreases accordingly. Therefore, the pressure in the second chamber of the pressure responsive valve communicating with the throat portion through the small-diameter pressure introducing hole is greatly reduced.
On the other hand, the first chamber of the pressure responsive valve communicates with the passage,
Because the air pressure is high due to the supplied air pressure, the first
A large pressure difference is generated between the chamber and the second chamber, and the pressure-responsive valve stably maintains a large open state and does not obstruct the flow of high-pressure air for pressure increase. Adjustments are made quickly.
【0006】タイヤ圧を減圧する際には、圧力応動弁が
開弁している状態において、制御ラインを大気に解放す
る。その結果、タイヤから制御ラインに向かって空気が
流れるようになり、第1ポートと第2ポートを連通する
通路を流れる空気の流動方向が逆転する。スロート部で
は逆方向の空気の流れによって静圧の低下が起こり、そ
れが小径の圧力導入孔によって圧力応動弁の第2室に伝
えられ、圧力応動弁は十分大きな開弁状態を維持し、タ
イヤの減圧も迅速に行われる。空気流の方向が反転する
途中で、空気の流れが停止する瞬間があるが、スロート
部と第2室とは小径の圧力導入孔によって連通している
ため、圧力応動弁の作動は緩慢であって、スロート部の
一瞬の静圧上昇が鋭敏に第2室に伝えられることはな
く、それによって圧力応動弁が閉弁することはない。When reducing the tire pressure, the control line is released to the atmosphere while the pressure responsive valve is open. As a result, the air flows from the tire toward the control line, and the flow direction of the air flowing through the passage connecting the first port and the second port is reversed. In the throat portion, a decrease in static pressure occurs due to the flow of air in the opposite direction, which is transmitted to the second chamber of the pressure responsive valve by a small-diameter pressure introduction hole, and the pressure responsive valve maintains a sufficiently large open state, The decompression is quickly performed. While the direction of the airflow is reversed, there is a moment when the airflow stops. However, since the throat portion and the second chamber communicate with each other through the small-diameter pressure introduction hole, the operation of the pressure-responsive valve is slow. Thus, an instantaneous increase in static pressure in the throat portion is not sharply transmitted to the second chamber, so that the pressure responsive valve does not close.
【0007】増圧、或いは減圧調整が終わって、タイヤ
の空気圧が目的の値に達したとき、制御ラインは閉じら
れて空気の流れを一旦停止させる。それによって、スロ
ート部における空気の流れも止まり静圧低下もなくなる
ので、小径の圧力導入孔によって連通している第2室の
圧力が上昇し、第1室との圧力差が消失する。その結
果、圧力応動弁は閉弁し、第1ポートとタイヤ側との間
の連通は遮断され、タイヤの空気圧はその値のままで維
持される。When the tire pressure reaches the target value after the pressure increase or pressure reduction adjustment is completed, the control line is closed to temporarily stop the air flow. As a result, the flow of air in the throat portion stops, and the static pressure does not decrease, so that the pressure in the second chamber communicating with the small-diameter pressure introducing hole increases, and the pressure difference with the first chamber disappears. As a result, the pressure responsive valve closes, the communication between the first port and the tire side is cut off, and the tire air pressure is maintained at that value.
【0008】[0008]
【実施例】図2は、本発明の実施例であるタイヤ圧調整
弁を車両のタイヤに取り付けた例を示すものである。こ
の図において、101はフィルタ、102は空気ポンプ
(コンプレッサ)であり、電子式制御装置(ECU)1
10の指令により高圧空気を発生する。この高圧空気
は、増圧弁103の開弁により制御ライン108に連通
され、ドライヤ106により乾燥高圧空気として、タイ
ヤ201に供給される。解放ライン109は、制御ライ
ン108を大気解放したりタイヤ201の圧力を減圧す
る際に、減圧弁104を開弁し、サイレンサ105を通
して大気中へ空気を解放するものである。圧力センサ1
07は制御ライン108中に配置され、圧力を検出して
ECU110に信号を送るものである。ECU110
は、圧力センサ107の信号や切替スイッチ111の設
定値を照合し演算処理して、弁103,104やポンプ
102を作動させる。FIG. 2 shows an example in which a tire pressure regulating valve according to an embodiment of the present invention is mounted on a tire of a vehicle. In this figure, 101 is a filter, 102 is an air pump (compressor), and an electronic control unit (ECU) 1
The high pressure air is generated by the command of 10. This high-pressure air is communicated with the control line 108 by opening the pressure-intensifying valve 103, and is supplied to the tire 201 as dry high-pressure air by the dryer 106. The release line 109 opens the pressure reducing valve 104 and releases air to the atmosphere through the silencer 105 when releasing the control line 108 to the atmosphere or reducing the pressure of the tire 201. Pressure sensor 1
Reference numeral 07 is disposed in the control line 108, detects the pressure, and sends a signal to the ECU 110. ECU 110
Operates the valves 103 and 104 and the pump 102 by comparing and processing the signal of the pressure sensor 107 and the set value of the changeover switch 111.
【0009】206は車軸、208はそれを支持するキ
ャリヤ、209は軸受であって、タイヤ201が取りつ
けられた車輪203は車軸206に取付けられて固定さ
れている。200は本発明に係るタイヤ圧調整弁で、タ
イヤ201内の圧力を増減調整する時のみ開弁して、制
御ライン108を通して、タイヤ201内の空気の出入
りを許すが、流れを停止すると自動的に閉弁して、タイ
ヤ201はその圧力を維持するようになっている。制御
ライン108はコネクタ210、特開平2−16931
0号公報に開示された回転軸シール装置207、車軸2
06中に施された空気通路205を介して、タイヤ圧調
整弁200に連結される。202は、車輪203内を通
ってタイヤ201へと連結するチューブである。Reference numeral 206 denotes an axle, 208 denotes a carrier for supporting the axle, and 209 denotes a bearing. The wheel 203 on which the tire 201 is mounted is fixed to the axle 206. Reference numeral 200 denotes a tire pressure adjusting valve according to the present invention, which is opened only when the pressure in the tire 201 is increased or decreased, and allows air in and out of the tire 201 through the control line 108, but automatically stops when the flow is stopped. And the tire 201 maintains the pressure. The control line 108 is a connector 210, Japanese Patent Laid-Open No. 2-16931.
No. 0, the rotating shaft sealing device 207 and the axle 2
In addition, it is connected to the tire pressure regulating valve 200 via an air passage 205 provided in the inside of the tire. 202 is a tube connected to the tire 201 through the inside of the wheel 203.
【0010】図1は、本発明の第1の実施例としてのタ
イヤ圧調整弁の具体的構造を示したものである。ハウジ
ング1には、第1ポート3が形成され、ハウジング2に
は、第2ポート4が形成される。第1ポート3は、車軸
206の空気通路205と連通し、第2ポート4は、チ
ューブ202を介してタイヤ201に連結される。第1
ポート3と第2ポート4は通路5により連通可能となっ
ているが、非制御時にはダイヤフラム弁6により連通を
遮断されている。ダイヤフラム弁6はハウジング1内の
第1室10と、ハウジング2内の第2室11との間を隔
てており、両室10,11の圧力差によって作動する。FIG. 1 shows a specific structure of a tire pressure regulating valve as a first embodiment of the present invention. The housing 1 has a first port 3 formed therein, and the housing 2 has a second port 4 formed therein. The first port 3 communicates with the air passage 205 of the axle 206, and the second port 4 is connected to the tire 201 via the tube 202. First
The port 3 and the second port 4 can communicate with each other through the passage 5, but the communication is shut off by the diaphragm valve 6 when not controlled. The diaphragm valve 6 separates a first chamber 10 in the housing 1 from a second chamber 11 in the housing 2 and operates by a pressure difference between the two chambers 10 and 11.
【0011】タイヤ圧調整弁200の要部である弁機構
は、ハウジング1とハウジング2との間に設けられ、ダ
イヤフラム弁6とディスク7とばね8とを有する。ダイ
ヤフラム弁6の外周縁はハウジング1とハウジング2に
より挟持され、ダイヤフラム弁6の中央に形成された弁
体6aは、ハウジング1の第1ポート3の開口部である
主ポート9に接離して、通路5と第1ポート3との間を
開閉する。ディスク7は厚肉部の背面に配置される。ば
ね8はディスク7とハウジング2の間に設けられ、ダイ
ヤフラム弁6が主ポート9を閉塞する側へ付勢する。通
路5の途中に設けられた流路縮小部14は、静圧と動圧
の和は、流管の場所によらず一定というベルヌイの定理
を利用して流路5からゆるやかに断面積を減少させたス
ロート部12にて、流速を上昇させて動圧を増やし、静
圧を降下させる作用をする。ハウジング2に設けられた
圧力導入孔13は、スロート部12と第2室11とを連
通し、スロート部12の静圧を第2室11に導くもので
ある。圧力導入孔13は径が細いため、スロート部12
での急激な圧力変化を第2室11には伝えないので、ダ
イヤフラム弁6の動きは緩慢なものとなる。A valve mechanism, which is a main part of the tire pressure adjusting valve 200, is provided between the housing 1 and the housing 2, and has a diaphragm valve 6, a disk 7, and a spring 8. The outer peripheral edge of the diaphragm valve 6 is sandwiched between the housing 1 and the housing 2, and a valve body 6 a formed at the center of the diaphragm valve 6 comes into contact with and separates from a main port 9 which is an opening of the first port 3 of the housing 1. The passage between the passage 5 and the first port 3 is opened and closed. The disk 7 is arranged on the back of the thick part. A spring 8 is provided between the disk 7 and the housing 2 and urges the diaphragm valve 6 to a side where the main port 9 is closed. The channel reducing portion 14 provided in the middle of the passage 5 gradually reduces the cross-sectional area from the passage 5 using the Bernoulli's theorem that the sum of the static pressure and the dynamic pressure is constant regardless of the position of the flow tube. The throat section 12 has the function of increasing the flow velocity to increase the dynamic pressure and decreasing the static pressure. The pressure introduction hole 13 provided in the housing 2 communicates the throat portion 12 with the second chamber 11 and guides the static pressure of the throat portion 12 to the second chamber 11. Since the pressure introducing hole 13 has a small diameter, the throat portion 12
Is not transmitted to the second chamber 11, the movement of the diaphragm valve 6 becomes slow.
【0012】次に図1のタイヤ圧調整弁200の実施例
を含む図2のシステムの作用を説明する。非作動時、制
御ライン108は減圧弁104が導通していて大気に解
放され、実質的に大気圧となっている。その状態では、
タイヤ圧調整弁200の通路5における空気の流れは停
止しているので、スロート部12での静圧降下はなく、
タイヤ201の圧力が第1室10及び第2室11に導か
れることになる。この結果ダイヤフラム弁6は、第1室
10側と第2室11側の受圧部の面積差(主ポート9の
面積に相当する)にかかるタイヤ201の圧力と、ばね
8により付勢されて主ポート9を閉塞し、その時の圧力
を保持する。このようにして、この実施例のタイヤ圧調
整弁200は、タイヤ201の圧力による自封作用を有
する。Next, the operation of the system shown in FIG. 2 including the embodiment of the tire pressure adjusting valve 200 shown in FIG. 1 will be described. When not in operation, the control line 108 is open to the atmosphere with the pressure reducing valve 104 conducting and is substantially at atmospheric pressure. In that state,
Since the flow of air in the passage 5 of the tire pressure adjusting valve 200 is stopped, there is no static pressure drop in the throat portion 12, and
The pressure of the tire 201 is led to the first chamber 10 and the second chamber 11. As a result, the diaphragm valve 6 is biased by the spring 8 and the pressure of the tire 201 applied to the area difference (corresponding to the area of the main port 9) between the pressure receiving portions of the first chamber 10 and the second chamber 11. The port 9 is closed to maintain the pressure at that time. Thus, the tire pressure regulating valve 200 of this embodiment has a self-sealing action by the pressure of the tire 201.
【0013】ここで、タイヤ201内の圧力を高める必
要がある場合、ECU110は、まず減圧弁104を制
御ライン108が大気から遮断される位置に切換え、次
いで増圧弁103を遮断位置から導通位置へ切り換える
と共に、空気ポンプ102を作動し、高圧空気を制御ラ
イン108に導く。それによって、第1ポート3には高
圧空気が導かれ、ダイヤフラム弁6がこの空気の圧力に
より主ポート9を開放して、第1ポート3が第1室10
および通路5に連通する。この結果通路5および流路縮
小部14には空気が流れ、スロート部12では流速が増
し、流速の遅い第1室10に比べ静圧が低下する。した
がってスロート部12の静圧を導入している第2室の圧
力も低下して、第1室10との間の圧力差により開弁圧
が発生し、ダイヤフラム弁6は開弁状態を維持し、高圧
空気が第2ポート4よりタイヤ201に安定に圧送され
る。Here, when it is necessary to increase the pressure in the tire 201, the ECU 110 first switches the pressure reducing valve 104 to a position where the control line 108 is cut off from the atmosphere, and then moves the pressure increasing valve 103 from the cut off position to the conducting position. At the same time, the air pump 102 is operated and the high-pressure air is led to the control line 108. Thereby, high-pressure air is guided to the first port 3, the diaphragm valve 6 opens the main port 9 by the pressure of this air, and the first port 3 is moved to the first chamber 10.
And the passage 5. As a result, air flows through the passage 5 and the flow passage reducing portion 14, and the flow velocity increases in the throat portion 12, and the static pressure decreases as compared with the first chamber 10 having a slow flow velocity. Therefore, the pressure of the second chamber, which introduces the static pressure of the throat portion 12, also decreases, and a valve opening pressure is generated due to a pressure difference between the first chamber 10 and the diaphragm valve 6 maintains the open state. , High-pressure air is stably pumped from the second port 4 to the tire 201.
【0014】タイヤ201内の圧力が目標の圧力に達す
ると、ECU110は空気ポンプ102を停止し、増圧
弁103を閉弁して高圧空気の圧送を止め、空気の流れ
を停止させる。その結果、スロート部12における静圧
低下がなくなるので、タイヤ圧調整弁200内の第1室
10と第2室11の圧力は等しくなり、ダイヤフラム弁
6はばね8に付勢されて、主ポート9を閉塞する。その
後、減圧弁104を開弁位置とし、解放ライン109と
制御ライン108とを連通させて、制御ライン108か
ら主ポート9までの圧力を大気に解放する。これによ
り、タイヤ圧調整弁200はタイヤ201内の圧力によ
る自封状態となる。When the pressure in the tire 201 reaches a target pressure, the ECU 110 stops the air pump 102, closes the pressure increasing valve 103, stops the high-pressure air supply, and stops the air flow. As a result, the static pressure does not decrease in the throat portion 12, so that the pressure in the first chamber 10 and the pressure in the second chamber 11 in the tire pressure regulating valve 200 become equal, and the diaphragm valve 6 is urged by the spring 8 so that the main port 9 is closed. Thereafter, the pressure reducing valve 104 is set to the open position, and the release line 109 and the control line 108 are communicated to release the pressure from the control line 108 to the main port 9 to the atmosphere. As a result, the tire pressure adjusting valve 200 is in a self-sealing state due to the pressure in the tire 201.
【0015】これに対し、タイヤ201内の圧力を低下
させる必要がある場合、ECU110は、ダイヤフラム
弁6を開弁させるために、まず減圧弁104を閉じて解
放ライン109内を大気より遮断し、次いで増圧弁10
3を開弁位置において空気ポンプ102を作動させると
いう一連の増圧作動を行う。そしてダイヤフラム弁6が
開弁状態となった後、空気ポンプ102を停止させて高
圧空気の供給を断ち、減圧弁104は開弁位置に切り替
え、解放ライン109より空気を大気に解放し、流れの
向きを反転させる。この時、通路5内の空気の流れが停
止し、ダイヤフラム弁6の開弁圧がなくなる瞬間が存在
するが、絞り効果のある細い圧力導入孔13により、第
2室11の圧力変化は遅く、速い動きが規制されている
ダイヤフラム弁6は、閉弁までに時間がかかる。このた
め流れの向きの反転を瞬時に行えば、ダイヤフラム弁6
が閉弁するよりも速く反対方向に空気が流れ始め、反転
した減圧方向の空気流により、再びスロート部12で静
圧降下がおこり、ダイヤフラム弁6は閉じることなく開
弁状態が維持され、流れが停止するまで減圧動作は安定
に持続される。On the other hand, when it is necessary to reduce the pressure in the tire 201, the ECU 110 first closes the pressure reducing valve 104 and shuts off the inside of the release line 109 from the atmosphere in order to open the diaphragm valve 6. Next, the pressure increasing valve 10
3 performs a series of pressure increasing operations of operating the air pump 102 in the valve open position. Then, after the diaphragm valve 6 is opened, the air pump 102 is stopped to cut off the supply of high-pressure air, the pressure reducing valve 104 is switched to the open position, the air is released from the release line 109 to the atmosphere, and the flow Reverse the direction. At this time, there is a moment when the flow of air in the passage 5 stops and the valve opening pressure of the diaphragm valve 6 disappears. However, the pressure change in the second chamber 11 is slow due to the thin pressure introduction hole 13 having a throttle effect, The diaphragm valve 6 whose fast movement is restricted takes a long time to close. Therefore, if the flow direction is reversed instantaneously, the diaphragm valve 6
Air starts to flow in the opposite direction faster than the valve closes, and the static pressure drops again in the throat portion 12 due to the reversed air flow in the decompression direction, and the diaphragm valve 6 is maintained in the open state without being closed. The decompression operation is stably continued until stops.
【0016】タイヤ201内の圧力が目標値まで降下し
た時、ECU110は解放ライン109の減圧弁104
を閉弁し、制御ライン108を大気から遮断して通路5
内の空気の流れを停止させる。このため、前述したよう
に、ダイヤフラム弁6は主ポート9を閉塞し、タイヤ2
01内の圧力を保持する。When the pressure in the tire 201 drops to the target value, the ECU 110 sets the pressure reducing valve 104
Is closed, the control line 108 is isolated from the atmosphere, and the passage 5 is closed.
Stop the air flow inside. For this reason, as described above, the diaphragm valve 6 closes the main port 9 and the tire 2
Hold the pressure in 01.
【0017】他の実施例を図3に示す。図1の実施例と
異なる点は、ダイヤフラム弁6をピストン弁15とした
点である。すなわち、ハウジング2内にはピストン弁1
5が気密に嵌合して摺動し得るシリンダ16が形成され
ており、シリンダ16の空間はピストン弁15によって
図1の実施例の場合と同様な働きをする第1室10と第
2室11に区切られている。ピストン弁15は、ばね8
によって図中左方へ付勢され、中央の厚肉部である弁体
15aによって第1ポート3の開口部である主ポート9
を閉塞することができる。第2室11が細い圧力導入孔
13によって流路縮小部14のスロート部12に連通し
ていることを含めて、他の構造は図1に示した実施例と
略同じであり、その作用、効果も略同じである。図1の
ダイヤフラム弁6や図3のピストン弁15は、他にも、
ベローズ等を用いて弁機構を構成することができる。FIG. 3 shows another embodiment. The difference from the embodiment of FIG. 1 is that the diaphragm valve 6 is replaced by a piston valve 15. That is, the piston valve 1 is provided in the housing 2.
A cylinder 16 is formed in which the cylinder 5 can be fitted and slid in an airtight manner. The space of the cylinder 16 is formed by a piston valve 15 in a first chamber 10 and a second chamber 10 which function similarly to the embodiment of FIG. It is divided into eleven. The piston valve 15 includes a spring 8
The main port 9, which is the opening of the first port 3, is urged to the left in the drawing by the valve body 15 a, which is a thick part at the center.
Can be closed. The other structure is substantially the same as that of the embodiment shown in FIG. 1, including that the second chamber 11 communicates with the throat portion 12 of the flow passage reducing portion 14 by a thin pressure introduction hole 13, and its operation, The effect is almost the same. The diaphragm valve 6 of FIG. 1 and the piston valve 15 of FIG.
The valve mechanism can be configured using bellows or the like.
【0018】[0018]
【発明の効果】以上のように本発明は、第1室と第2室
との圧力差によって開弁し、タイヤへ供給される高圧空
気、およびタイヤから外部へ解放される空気が、圧力損
失の大きい絞りを通過しないため、調圧時間を短縮する
ことができるという効果を奏する。As described above, according to the present invention, the valve is opened by the pressure difference between the first chamber and the second chamber, and the high pressure air supplied to the tire and the air released from the tire to the outside are reduced in pressure loss. Therefore, there is an effect that the pressure adjustment time can be shortened since the light does not pass through the diaphragm having a large diameter.
【図1】本発明の実施例としてのタイヤ圧調整弁を示す
断面図である。FIG. 1 is a sectional view showing a tire pressure adjusting valve as an embodiment of the present invention.
【図2】本発明のタイヤ圧調整弁を含むタイヤ圧の制御
システムを例示する全体構成図である。FIG. 2 is an overall configuration diagram illustrating a tire pressure control system including a tire pressure adjusting valve of the present invention.
【図3】本発明の他の実施例としてのタイヤ圧調整弁を
示す断面図である。FIG. 3 is a sectional view showing a tire pressure adjusting valve as another embodiment of the present invention.
1、2…ハウジング 3…第1ポート 4…第2ポート 5…通路 6…ダイヤフラム弁 8…ばね 10…第1室 11…第2室 12…スロート部 13…圧力導入孔 14…流路縮小部 15…ピストン弁 16…シリンダ 102…空気ポンプ(コンプレッサ) 103…増圧弁 104…減圧弁 105…サイレンサ 108…制御ライン 109…解放ライン 110…電子式制御装置(ECU) 200…タイヤ圧調整弁 201…タイヤ 206…車軸 DESCRIPTION OF SYMBOLS 1, 2 ... Housing 3 ... 1st port 4 ... 2nd port 5 ... Passage 6 ... Diaphragm valve 8 ... Spring 10 ... 1st chamber 11 ... 2nd chamber 12 ... Throat part 13 ... Pressure introduction hole 14 ... Flow path reduction part 15: Piston valve 16: Cylinder 102: Air pump (compressor) 103: Pressure increasing valve 104: Pressure reducing valve 105: Silencer 108: Control line 109: Release line 110: Electronic control device (ECU) Tire 206 ... axle
───────────────────────────────────────────────────── フロントページの続き (72)発明者 松本 平樹 愛知県刈谷市昭和町1丁目1番地 日本 電装株式会社内 (72)発明者 馬渕 衛 愛知県刈谷市昭和町1丁目1番地 日本 電装株式会社内 (56)参考文献 特開 平1−109109(JP,A) 特開 昭57−158106(JP,A) 特開 平2−106412(JP,A) 特開 平4−123909(JP,A) 特開 平4−154413(JP,A) 特開 平4−123909(JP,A) 特開 平4−287705(JP,A) (58)調査した分野(Int.Cl.6,DB名) B60C 23/00 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hiraki Matsumoto 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Inside Denso Co., Ltd. (72) Inventor Mamoru Mabuchi 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Japan Denso Stock In-company (56) References JP-A-1-109109 (JP, A) JP-A-57-158106 (JP, A) JP-A-2-106412 (JP, A) JP-A-4-123909 (JP, A) JP-A-4-154413 (JP, A) JP-A-4-123909 (JP, A) JP-A-4-287705 (JP, A) (58) Fields investigated (Int. Cl. 6 , DB name) B60C 23/00
Claims (1)
ヤに通じる第2ポートと、前記第1ポート及び前記第2
ポートを連通し得る通路と、前記第1ポートと前記通路
との間の連通を遮断し得る圧力応動弁と、前記圧力応動
弁を作動させるために前記圧力応動弁の一側に形成され
前記通路に連通する第1室と、前記圧力応動弁を作動さ
せるために前記圧力応動弁の他側に形成される第2室
と、前記通路の途中において前記通路の流路径を絞るこ
とによって形成されたスロート部と、前記第2室と前記
スロート部とを連通する小径の圧力導入孔とを備えてい
ることを特徴とするタイヤ圧調整弁。A first port communicating with a control line, a second port communicating with a tire, the first port and the second port;
A passage communicating with a port, a pressure responsive valve capable of blocking communication between the first port and the passage, and a passage formed on one side of the pressure responsive valve for operating the pressure responsive valve And a second chamber formed on the other side of the pressure responsive valve for operating the pressure responsive valve, and formed by narrowing a flow path diameter of the passage in the middle of the passage. A tire pressure control valve, comprising: a throat portion; and a small-diameter pressure introducing hole communicating the second chamber and the throat portion.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP4050069A JP2964766B2 (en) | 1992-03-07 | 1992-03-07 | Tire pressure control valve |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP4050069A JP2964766B2 (en) | 1992-03-07 | 1992-03-07 | Tire pressure control valve |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH05246218A JPH05246218A (en) | 1993-09-24 |
JP2964766B2 true JP2964766B2 (en) | 1999-10-18 |
Family
ID=12848714
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP4050069A Expired - Fee Related JP2964766B2 (en) | 1992-03-07 | 1992-03-07 | Tire pressure control valve |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2964766B2 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4626765B2 (en) * | 2005-12-28 | 2011-02-09 | トヨタ自動車株式会社 | Tire pressure generator |
DE102011104760A1 (en) * | 2011-06-18 | 2012-12-20 | Wabco Gmbh | Pressure control device for a tire inflation system with rotary feedthrough, rotary feedthrough, tire inflation system, motor vehicle with tire inflation system and tire pressure change method |
CN108973539A (en) | 2014-06-09 | 2018-12-11 | 伊夸莱尔***公司 | Valve member |
EP4375092A1 (en) * | 2022-11-24 | 2024-05-29 | Reinhold Schulte | Tire pressure valve assembly and assembly comprising tire pressure valve assemblies |
-
1992
- 1992-03-07 JP JP4050069A patent/JP2964766B2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
JPH05246218A (en) | 1993-09-24 |
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