JPS63275409A - Air pressure detecting control device for vehicle tire - Google Patents
Air pressure detecting control device for vehicle tireInfo
- Publication number
- JPS63275409A JPS63275409A JP62109528A JP10952887A JPS63275409A JP S63275409 A JPS63275409 A JP S63275409A JP 62109528 A JP62109528 A JP 62109528A JP 10952887 A JP10952887 A JP 10952887A JP S63275409 A JPS63275409 A JP S63275409A
- Authority
- JP
- Japan
- Prior art keywords
- space
- air pressure
- tire
- pipe
- bearing
- 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.)
- Pending
Links
- 239000011553 magnetic fluid Substances 0.000 claims abstract description 13
- 230000004907 flux Effects 0.000 claims abstract description 8
- 238000004891 communication Methods 0.000 claims description 23
- 238000001514 detection method Methods 0.000 claims description 14
- 238000009423 ventilation Methods 0.000 claims description 10
- 238000007789 sealing Methods 0.000 abstract description 2
- 230000001276 controlling effect Effects 0.000 description 6
- 230000008878 coupling Effects 0.000 description 6
- 238000010168 coupling process Methods 0.000 description 6
- 238000005859 coupling reaction Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 230000003247 decreasing effect Effects 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 208000035874 Excoriation Diseases 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 239000000696 magnetic material Substances 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16L—PIPES; JOINTS OR FITTINGS FOR PIPES; SUPPORTS FOR PIPES, CABLES OR PROTECTIVE TUBING; MEANS FOR THERMAL INSULATION IN GENERAL
- F16L27/00—Adjustable joints, Joints allowing movement
- F16L27/08—Adjustable joints, Joints allowing movement allowing adjustment or movement only about the axis of one pipe
- F16L27/087—Joints with radial fluid passages
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16J—PISTONS; CYLINDERS; SEALINGS
- F16J15/00—Sealings
- F16J15/16—Sealings between relatively-moving surfaces
- F16J15/40—Sealings between relatively-moving surfaces by means of fluid
- F16J15/43—Sealings between relatively-moving surfaces by means of fluid kept in sealing position by magnetic force
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Measuring Fluid Pressure (AREA)
Abstract
Description
【発明の詳細な説明】
［発明の口内］
（産業上の利用分野）
本発明は、回転体である車両用タイヤの空気圧を重体側
で検知した負荷を制御するための車両用タイヤの空気圧
検知制御装置に関する。[Detailed Description of the Invention] [Invention] (Industrial Application Field) The present invention relates to a method for detecting the air pressure of a vehicle tire, which is a rotating body, for controlling a load in which the air pressure of the vehicle tire is detected on the side of a heavy object. Regarding a control device.
（従来の技術）
例えば自動車においては、そのタイヤの空気圧か限度以
上に低下したときには、走行燃費に影響を与えたりする
ことがあるため、タイヤ空気圧を検知すると共に、その
検知結果を車室内に表示する′、、５の手段が提案され
ている。ところが、タイヤは回転体であるため、その空
気圧を車体側で検知するためには、空気圧検知手段に特
別の工夫が必要になる。即ち、例えばタイヤの空気圧を
車体側に設けた空気圧センサにより検知しようとすると
、タイヤ及び空気圧センサ間を繋ぐ管路の途中部位に、
回転部分及び静止部分間を気密に連通させた状態で接続
するための摺接構造が必要になるが、この構造部分は気
密性の他に耐摩耗性も要求される。このため、従来では
、タイヤ側に、その空気圧を検知するセンサ及び上記セ
ンサによる検知出力を無線信号にて送信する送信機を設
けると共に、車体側に上記無線信号を受信する受信機を
設けるＨ、７成とすることが考えられている。(Prior art) For example, in a car, when the tire air pressure drops below the limit, it may affect the driving fuel efficiency, so the tire air pressure is detected and the detection result is displayed inside the vehicle. The following methods have been proposed. However, since a tire is a rotating body, in order to detect its air pressure on the vehicle body side, special measures are required for the air pressure detection means. That is, for example, when attempting to detect tire air pressure using an air pressure sensor installed on the vehicle body, there is a
A sliding structure is required to connect the rotating part and the stationary part in an airtight manner, and this structural part is required to have wear resistance as well as airtightness. For this reason, conventionally, a sensor for detecting the air pressure and a transmitter for transmitting the detection output from the sensor as a wireless signal are provided on the tire side, and a receiver for receiving the wireless signal is provided on the vehicle body side. It is being considered that there will be seven.
（発明が解決しようとする問題点）
しかしながら上記従来構成では、構造が設着１で且つ高
価な送信機及び受信機が必要であって、全体のｆ＋’４
成の複雑化及び製造コストの高ｊｌキを来たす場合かあ
る等の問題点がある。また、従来ては、タイヤの空気圧
を積極的に制御するような装置か存在せず、このような
装置の出現が望まれていた。(Problems to be Solved by the Invention) However, the above conventional configuration requires an expensive transmitter and receiver, and the overall f+'4
There are problems such as complicated construction and high manufacturing costs. Furthermore, conventionally, there has been no device that actively controls tire air pressure, and the emergence of such a device has been desired.
本発明は上記ｉ１情に鑑みてなされたものであり、その
第１のｌＴＩ的は、車両用タイヤの空気圧を車体側で直
接的に検知するものでありながら、全体の構成の簡１Ｆ
化及び製造コストの削減；１及びに空気圧検知構造の組
付は性の向１−を図りｉすると共に、耐久性及び空気圧
検知の機能をより高め得る等の効果を奏する車両用タイ
ヤの空気圧検知制御装置を提供するにあり、また、第２
の目的は、上記効果の他に車両用タイヤの空気圧を積極
的に制御できるという効果も奏する車両タイヤの空気圧
検知制御装置を提供するにある。The present invention has been made in view of the above-mentioned circumstances, and its first point is that the air pressure of vehicle tires is directly detected on the vehicle body side, but the overall structure is simple.
and reduce manufacturing costs; the assembly of the air pressure detection structure into the first and second parts aims to improve the air pressure detection structure for vehicle tires. A second control device is provided.
An object of the present invention is to provide a vehicle tire air pressure detection and control device that has the effect of actively controlling the air pressure of vehicle tires in addition to the above-mentioned effects.
［発明の構成コ
第１の特徴は、車軸用軸受の外輪内周若しくは内輪外周
の一方若しくは双方にその全域に渡るｌ（数条の環状凸
部を突設することによって各環状凸部間に位置した空間
部を形成した」二で、一端が車両用タイヤ内に連通され
ｎつ他端が前記空間部内に前記軸受の内輪を貫通した状
態で連通された連通管路、前記軸受の外輪を貫通して前
記空間部内に連通された通気孔、前記空間部内に設置さ
れた永久磁石、この永久磁石からの磁束により前記空間
部を気密状態に保持する位置に付勢される磁性流体、並
びに前記タイヤの空気圧を前記連通管路。[Configuration of the Invention] The first feature is that by providing several annular protrusions projecting over the entire area of the inner circumference of the outer ring or the outer circumference of the inner ring, or both, of the axle bearing, a communicating conduit having one end communicating with the vehicle tire and the other end communicating with the space through the inner ring of the bearing; A ventilation hole that penetrates and communicates with the space, a permanent magnet installed in the space, a magnetic fluid that is biased by magnetic flux from the permanent magnet to a position that maintains the space in an airtight state, and the space. The tire air pressure is communicated with the pipe.
空間部及び通気孔を通じて検知して負荷を制御する制御
手段を夫々設けた点にある。また、本発明の第２の特徴
は、上記のような空間部、連通管路。The present invention is characterized in that control means for controlling the load by sensing through the space and the ventilation hole are provided. Moreover, the second feature of the present invention is the above-mentioned space and communication pipe.
通気孔、永久磁石、磁性流体を設けた上で、車体側に圧
力源を設けると共に、この圧力源及び前記通気孔間を選
択的に連通させる弁装置を設け、さらに前記タイヤの空
気圧を前記連通管路、空間部及び通気孔を通じて検知し
て前記弁装置の開閉を日、制御する制御手段を夫々設け
た点にある。After providing a vent hole, a permanent magnet, and a magnetic fluid, a pressure source is provided on the vehicle body side, a valve device is provided for selectively communicating between the pressure source and the vent hole, and the air pressure of the tire is controlled by the communication. The present invention is characterized in that a control means is provided for controlling the opening and closing of the valve device by sensing through the conduit, the space, and the ventilation hole.
（作用）
車軸用軸受の外輪に設けられた通気孔は、気密状態に保
持された空間部及び連通管路を介して車両用タイヤ内に
連通された状態となる。このとき、上記通気孔が設けら
れた外輪は、静止状態に支持されるものであり、従って
、回転体であるタイヤの空気圧を、静止状態にある通気
孔を通じて直接的に検知することができて、その機能が
向１−するようになる。この場合、回転体である内輪と
静止体である外輪との間に存する前記空間部を気密状態
に保持する部分には、永久磁石と組合わされた磁性流体
が利用されているから、内輪が回転されるという１１！
情下にありながら、上記気密状態保Ｌ７部分での摩耗の
威がなく、以て耐久性が向−１−するようになる。また
、上記のような空気圧検知に必要な空間部は、車軸用輔
受内に設けられ構成であるから、装置全体が小形化する
ようになる。さらに、上記のような空気検知に必要な各
構成要素を、軸受と共にユニット化することが可能であ
るから、その組付は性が向上するようになる。(Function) The ventilation hole provided in the outer ring of the axle bearing is in communication with the inside of the vehicle tire via the space kept in an airtight state and the communication pipe. At this time, the outer ring provided with the ventilation holes is supported in a stationary state, and therefore, the air pressure of the tire, which is a rotating body, can be directly detected through the ventilation holes in a stationary state. , its functionality will improve. In this case, a magnetic fluid combined with a permanent magnet is used to keep the space between the inner ring, which is a rotating body, and the outer ring, which is a stationary body, airtight, so that the inner ring rotates. 11 to be done!
Even under such circumstances, there is no risk of abrasion in the airtight L7 portion, which improves durability. Further, since the space necessary for air pressure detection as described above is provided within the axle support, the entire device becomes smaller. Furthermore, since each component necessary for air detection as described above can be integrated into a unit together with the bearing, the ease of assembly is improved.
一方、圧力源、弁装置及びこの弁装置の開閉を４□制御
する制御手段か設けられた構成では、弁装置が開放され
たときに、圧力源とタイヤ内とが連通された状態になる
から、結果的に弁装置の開閉制御に応じてタイヤ内の圧
力を制御することかできる。On the other hand, in a configuration that includes a pressure source, a valve device, and a control means for controlling the opening and closing of this valve device, when the valve device is opened, the pressure source and the inside of the tire are in communication with each other. As a result, the pressure inside the tire can be controlled in accordance with the opening/closing control of the valve device.
（実施例）
以下、本発明を自動小に適用した一実施例について図面
を参照しながら説明する。(Example) Hereinafter, an example in which the present invention is applied to an automatic small machine will be described with reference to the drawings.
自動中の車輪一つ分に関連した構造を示す第１図におい
て、１は車軸たるアクスルシャフトで、これはアクスル
ハウジング２に対し軸受３を介して支持されている。ま
た、４はシール部祠、５はハブ、６はこのハブ５にハブ
ボルト７ａ及びナツト７ｂを介して取付けられたロード
ホイールであり、このロードホイール６にはタイヤ８
（第４図参照）が装着されている。In FIG. 1 showing the structure related to one wheel in an automatic vehicle, reference numeral 1 denotes an axle shaft, which is supported by an axle housing 2 via a bearing 3. Further, 4 is a seal part shrine, 5 is a hub, 6 is a road wheel attached to this hub 5 via a hub bolt 7a and a nut 7b, and a tire 8 is attached to this road wheel 6.
(See Figure 4) is attached.
９はアクスルシャフト１に設けられた連通管路たる連通
孔で、これはアクスルシャフト１の軸中心にその端面で
開口するように形成されている。Reference numeral 9 denotes a communication hole, which is a communication conduit, provided in the axle shaft 1, and is formed at the axial center of the axle shaft 1 so as to open at its end surface.
そして、連通孔９は、その開口部に気密にねじ込まれた
口金１０及びバイブ１１を介してタイヤ８内に連通され
ている。尚、１２はバイブ１１を口金１０に対して気密
に連結するためのナツトである。１３はアクスルシャフ
ト１を径方向に貫通するように形成された連通管路たる
貫通孔で、これは前記連通孔９に対してその基端部分で
接続された状態に設けられている。また、１４はアクス
ルハウジング２の壁部を貫通するように設けられた連結
口体で、これにはバイブ１５が接続されている。さて、
このバイブ１５と前記貫通孔１３（ひいては連通孔９）
との間は、連結装置１６によって気密に連通されており
、以下、この連結装置ｔ １６の具体的な構成について
第２図及び第３図も参照しながら述べる。The communication hole 9 is communicated with the inside of the tire 8 via a base 10 and a vibrator 11 that are screwed into the opening of the communication hole 9 in an airtight manner. Note that 12 is a nut for airtightly connecting the vibrator 11 to the base 10. Reference numeral 13 denotes a through hole serving as a communication conduit formed to radially penetrate the axle shaft 1, and is connected to the communication hole 9 at its base end portion. Further, reference numeral 14 denotes a connection port provided so as to penetrate the wall of the axle housing 2, and a vibrator 15 is connected to this. Now,
This vibrator 15 and the through hole 13 (and eventually the communication hole 9)
There is airtight communication between the connecting device 16 and the connecting device 16.The specific configuration of the connecting device t16 will be described below with reference to FIGS. 2 and 3.
即ち、連結装置１６は前記軸受３を含んでも４成された
ものであり、この場合、軸受３はベアリング１７を２列
に有した後列軸受として構成されている。また、軸受３
の内輪１８は、軸方向に二分割されていると共に、その
分割面に沿って例えば４個の透孔１８ａが互に９０°の
角度を存して形成されている。そして、斯かる内輪１８
にあっては、アクスルシャフト１の外周に嵌合された状
態で、その透孔１８ａのうちの２個が前記貫通孔１３と
連通ずるように位置される。尚、１９．１９はＯリング
で、これらはアクスルシャフト１及び内輪１８間に前記
透孔１８Ｈの両側に位置して設けられている。In other words, the coupling device 16 is composed of four bearings including the bearing 3, and in this case, the bearing 3 is configured as a rear-row bearing having two rows of bearings 17. Also, bearing 3
The inner ring 18 is divided into two in the axial direction, and four through holes 18a, for example, are formed along the dividing surface at an angle of 90 degrees to each other. And such inner circle 18
In this case, two of the through holes 18a are positioned so as to communicate with the through holes 13 when the axle shaft 1 is fitted onto the outer periphery of the axle shaft 1. Reference numerals 19 and 19 denote O-rings, which are provided between the axle shaft 1 and the inner ring 18 on both sides of the through hole 18H.
一方、軸受３の外輪２０の内周には、その全域に渡る２
条の環状凸部２０ａ、２０ａが一体に突設されており、
以て各環状凸部２０ａ、２Ｏａ間に前記内輪１８側の透
孔１８ａと対向した空間部２１が形成されるようになっ
ている。この場合、−１−記名環状凸部２０ａの先端と
内輪１８の外周との間のギャップは、極力小さくなるよ
うに構成される。また、外輪２０には、その外周の全域
に渡る環状溝２０ｂが刻設されていると共に、」ユ記環
状溝２０ｂの底部に外輪２０を貫通して前記空間部２１
に連通ずる例えば４個の通気孔２０ｃが互に９０°の間
隔を存して形成されている。そして、斯かる外輪２０に
あっては、アクスルハウジング２の内周に１成合された
状態で、その環状溝２０ｂが前記連結口体１４と連通ず
るように位置される。On the other hand, on the inner circumference of the outer ring 20 of the bearing 3, there are two
The annular convex portions 20a, 20a of the strip are integrally protruded,
Thus, a space 21 facing the through hole 18a on the inner ring 18 side is formed between each annular convex portion 20a, 2Oa. In this case, the gap between the tip of the -1-registered annular convex portion 20a and the outer periphery of the inner ring 18 is configured to be as small as possible. Further, the outer ring 20 is provided with an annular groove 20b extending over the entire outer circumference thereof, and the outer ring 20 is penetrated at the bottom of the annular groove 20b to form the space 21.
For example, four ventilation holes 20c communicating with each other are formed at intervals of 90 degrees. The outer ring 20 is integrated with the inner periphery of the axle housing 2, and is positioned such that the annular groove 20b thereof communicates with the connection mouth body 14.
尚、２２．２２はＯリングで、これらはアクスルハウジ
ング２及び外輪２０間に前記環状溝２０ｂの両側に位置
して設けられている。Reference numerals 22 and 22 indicate O-rings, which are provided between the axle housing 2 and the outer ring 20 on both sides of the annular groove 20b.
さて、２３は軸方向に着磁された扁平円筒状をなす永久
磁石で、これは同一形状の弧状永久磁石を４個組合わせ
ることにより構成されており、その組合わせ面には４個
の透孔２３ａが互に９０＠の間隔を存して形成されてい
る。そして、斯かる永久磁石２３にあっては、外輪２０
の内周における前記環状凸部２０ ａ、 ２ Ｏａ間
の位置に嵌め込まれており、その嵌め込み状態で各透孔
２３ａが外輪２０側の各通気孔２０ｃと連通ずるように
調整される。このように永久磁石２３が配置された結果
、その永久磁石２３からの磁束は、磁性体より成る内輪
１８及び外輪２０を第２図に矢印で示すように環流する
ものであり、これにて、環状凸部２０ａ、２０ａの各先
端と内輪１８の外周との間のギャップでの磁束密度か極
端に大きくなる。Now, 23 is a flat cylindrical permanent magnet that is magnetized in the axial direction.This is constructed by combining four arc-shaped permanent magnets of the same shape, and the combined surface has four transparent pieces. The holes 23a are formed with an interval of 90@ between each other. In such a permanent magnet 23, the outer ring 20
It is fitted into the position between the annular convex parts 20a and 2Oa on the inner periphery of the ring, and is adjusted so that each through hole 23a communicates with each ventilation hole 20c on the outer ring 20 side in the fitted state. As a result of the permanent magnet 23 being arranged in this way, the magnetic flux from the permanent magnet 23 circulates through the inner ring 18 and outer ring 20 made of magnetic material as shown by the arrows in FIG. The magnetic flux density in the gap between each tip of the annular convex portions 20a, 20a and the outer periphery of the inner ring 18 becomes extremely large.
しかして、第３図において、２４は空間部２１に設けら
れた磁性流体で、これは磁束密度が高い状態にある上記
ギャップ部分に集まるようになる。In FIG. 3, reference numeral 24 denotes a magnetic fluid provided in the space 21, which gathers in the gap portion where the magnetic flux density is high.
つまり、上記磁性流体２４は、永久磁石２３からの磁束
によって付勢された状態で空間部２１を気密状態に保持
するように機能するものであり、このような気密保持状
態は、内輪１８が回転された状態でも支障なく発揮され
るようになる。In other words, the magnetic fluid 24 functions to maintain the space 21 in an airtight state while being energized by the magnetic flux from the permanent magnet 23. Such an airtight state is maintained when the inner ring 18 rotates. It will be able to be performed without any trouble even in a closed state.
従って、上記連結装置１６か設けられた結果、タイヤ８
の空気圧を、バイブ１１．連通孔９２貫通孔１３．内輪
１８の透孔１８ａ、空間部２１゜永久磁石２３の透孔２
３ａ、外輪２０の通気孔２０ｃ及び環状溝部２０ｂ、連
結口体１４．バイブ１５を通じて検知することが可能と
なる。Therefore, as a result of the provision of the coupling device 16, the tire 8
of air pressure, vibrator 11. Communication hole 92 through hole 13. Through hole 18a of inner ring 18, space 21° through hole 2 of permanent magnet 23
3a, the vent hole 20c and the annular groove 20b of the outer ring 20, the connecting mouth body 14. Detection is possible through the vibrator 15.
商、連結装置１６は、第３図に示された各部キイを予め
一つのユニットとして組立てた後に、そのユニットをア
クスルシャフト１に装着することにより（Ｉが成される
ものであり、その装着時において、内輪１８はアクスル
シャフト１に螺眉されるナツト２５により固定され、外
輪２０は図示しない適宜手段にてアクスルハウジング２
側に固定される。The connecting device 16 is constructed by assembling the various keys shown in FIG. , the inner ring 18 is fixed by a nut 25 screwed onto the axle shaft 1, and the outer ring 20 is fixed to the axle housing 2 by an appropriate means (not shown).
fixed to the side.
第４図には上記連結装置１６を利用して四輪のタイヤ８
の空気圧を、ｉ、制御する装置の概略図がボされており
、以下これについて説明する。即ち、２６はニアコンプ
レッサ、２７はニアコンプレッサ２６からの圧縮空気を
溜めるための空気タンク、２８は空気タンク２７からの
圧縮空気を所定圧力にて送出する圧力源たるレギュレー
タで、このレギュレータ２８は、アクチュエータ２９に
よってその送出空気の圧力を所定範囲内において任意に
調節及び開閉できるようになっている。また、レギュレ
ータ２８の空気送出口２８ａは、四輪のタイヤ８に対応
した前記各バイブ１５に夫々連通されている。従って、
上記空気送出口２８ａが開放された状態では、空気タン
ク２７と四輪のタイヤ８内との各間に、レギュレータ２
８．バイブ１５゜連結装置１６．連通孔９及びバイブ１
１を介した空気流通経路が夫々形成される。尚、上記ニ
アコンプレッサ２６．空気タンク２７及びレギュレータ
２８は車体側に設けられている。３０は合計４個の弁装
置たる電磁弁で、これらは上記空気流通経路中の各バイ
ブ１５に介在されている。３１は上記空気流通経路（特
にはバイブ１５）内の圧力ひいてはタイヤ８の空気圧を
検知する圧力センサで、その検知圧力を示す圧力信−Ｑ
Ｓａを発生するようになっている。３２は所定のアク
スルシャフト１の回転数を検知するように設けられた車
速センサで、その検知重速を示す車速信号ｓｂを発生す
るようになっている。しかして、３３は車室内に設けら
れた負荷たる表示装置であり、これは例えばタイヤ８の
実際の空気圧、後述する操作スイッチ３４による設定空
気圧の表示及びタイヤ８の空気圧が設定値以下に低下し
たときのアラーム表示等を行なうように構成されている
。３５は同じく車室内に設けられた制御手段たる制御装
置であり、これは操作スイッチ３４からの操作信号Ｓｃ
。FIG. 4 shows four tires 8 using the coupling device 16.
A schematic diagram of a device for controlling the air pressure of i is shown below, and will be described below. That is, 26 is a near compressor, 27 is an air tank for storing compressed air from the near compressor 26, and 28 is a regulator that is a pressure source that delivers compressed air from the air tank 27 at a predetermined pressure. The actuator 29 allows the pressure of the air to be regulated and opened/closed as desired within a predetermined range. Further, the air outlet 28a of the regulator 28 is communicated with each of the vibrators 15 corresponding to the four tires 8, respectively. Therefore,
When the air outlet 28a is open, the regulator 2 is connected between the air tank 27 and the inside of the four tires 8.
8. Vibrator 15° connection device 16. Communication hole 9 and vibe 1
1 are respectively formed. In addition, the above-mentioned near compressor 26. The air tank 27 and regulator 28 are provided on the vehicle body side. Reference numeral 30 denotes a total of four solenoid valves, which are valve devices, and these are interposed in each vibrator 15 in the air circulation path. 31 is a pressure sensor that detects the pressure in the air circulation path (particularly the vibrator 15) and also the air pressure of the tire 8, and a pressure signal -Q indicating the detected pressure.
It is designed to generate Sa. A vehicle speed sensor 32 is provided to detect the rotational speed of a predetermined axle shaft 1, and is designed to generate a vehicle speed signal sb indicating the detected speed. 33 is a load display device provided in the vehicle interior, which displays, for example, the actual air pressure of the tires 8, the air pressure set by the operation switch 34, which will be described later, and whether the air pressure of the tires 8 has fallen below the set value. The system is configured to display alarms and the like at certain times. Reference numeral 35 denotes a control device which is also a control means provided in the vehicle interior, and this controls the operation signal Sc from the operation switch 34.
.
前記圧力信号Ｓａ、車速信号ｓｂに基づいて、前記アク
チュエータ２９ （ひいてはレギュレータ２８の空気送
出口２８ａの圧力及び開閉状態）、電磁弁３０及び表示
装置３３を、例えば以下に述べるように制御する。尚、
−［−記操作スイッチ３４による操作信号Ｓｃには、タ
イヤ８の空気圧を設定するための指令信号、制御装置３
５の機能を選択的に停＋Ｌ、させるための指令信号等が
含まれている。Based on the pressure signal Sa and the vehicle speed signal sb, the actuator 29 (and thus the pressure and opening/closing state of the air outlet 28a of the regulator 28), the solenoid valve 30, and the display device 33 are controlled, for example, as described below. still,
- [- The operation signal Sc from the operation switch 34 includes a command signal for setting the air pressure of the tire 8, and a command signal for setting the air pressure of the tire 8,
This includes command signals for selectively stopping and stopping the functions of No. 5 and the like.
しかして、以下においては、上記構成の作用について制
御装置３５による制御内容と共に説明する。制御装置３
５の機能が停止された状態では、各電磁弁３０が閉鎖状
態に保持される。一方、制御装置３５の機能が有効化さ
れた状態ではその制御装置３５は、常時においてレギュ
レータ２８の空気送出口２８ａをアクチュエータ２９を
介して閉鎖状態に保持し、この閉鎖状態で各電磁弁３゜
を１個ずつ順次開放させると共に、各開放時における圧
力信号Ｓａを読込む。従って、このように読込んだ圧力
信号Ｓａに基づいて各タイヤ８の空気圧をモニタできる
ものであり、制御装置３５は、このようにモニタした空
気圧を各タイヤ８毎に表示装置３３に表示させる。また
制御装置３５は上記モニタ空気圧が所定の下限空気圧よ
り低くなったときには、タイヤ８の空気圧が設定値に低
下した旨のアラーム表示を表示装置３３により実行させ
る。尚、この場合、どのタイヤ８て空気圧の低下が起こ
ったかを同ｎ、νに表示するようにしても良い。そして
、制御装置３５は、上記のようなアラーム表示と同時に
、当該空気圧低下を来たしたタイヤ８に対応した電磁弁
３０を開放状態に保持すると共に、レギュレータ２８の
空気送出口２８ａをアクチュエータ２９を介して開放さ
せ、この間圧力信号Ｓａに基づいて当該タイヤ８の空気
圧をモニタする。このとき、制御装置３５は、レギュレ
ータ２８による送出空気の圧力を、操作スイッチ３４か
らの操作信号Ｓｃにより指定された設定空気圧となるよ
うに予め制御しており、従って空気圧低下を来たしたタ
イヤ８に対して、レギュレータ２８から設定空気圧とな
るまで空気が供給される。斯様にしてタイヤ８の空気圧
ひいては前述のようにモニタした空気圧が設定空気圧に
達すると、制御装置３５は、レギュレータ２８の空気送
出口２８ａを閉鎖して、前述同様の空気圧モニタ動作を
実行した状態に戻る。Therefore, below, the operation of the above configuration will be explained together with the control contents by the control device 35. Control device 3
In the state where the function of 5 is stopped, each electromagnetic valve 30 is maintained in a closed state. On the other hand, when the function of the control device 35 is enabled, the control device 35 always keeps the air outlet 28a of the regulator 28 closed via the actuator 29, and in this closed state, each solenoid valve 3° are sequentially opened one by one, and the pressure signal Sa at each opening is read. Therefore, the air pressure of each tire 8 can be monitored based on the pressure signal Sa read in this way, and the control device 35 causes the display device 33 to display the air pressure thus monitored for each tire 8. Further, when the monitor air pressure becomes lower than a predetermined lower limit air pressure, the control device 35 causes the display device 33 to display an alarm indicating that the air pressure of the tire 8 has fallen to the set value. In this case, the tire 8 in which the air pressure has decreased may be displayed in n and ν. Then, at the same time as the above-mentioned alarm is displayed, the control device 35 holds the solenoid valve 30 corresponding to the tire 8 in which the air pressure has decreased in an open state, and also closes the air outlet 28a of the regulator 28 to the actuator 29. During this time, the air pressure of the tire 8 is monitored based on the pressure signal Sa. At this time, the control device 35 previously controls the pressure of the air delivered by the regulator 28 to the set air pressure specified by the operation signal Sc from the operation switch 34, and therefore the tire 8 whose air pressure has decreased Air is supplied from the regulator 28 until the set air pressure is reached. When the air pressure of the tire 8 and thus the air pressure monitored as described above reach the set air pressure, the control device 35 closes the air outlet 28a of the regulator 28 and performs the same air pressure monitoring operation as described above. Return to
また、制御装置３５は、車速信号ｓｂを常時読込んで自
動車の速度をモニタしており、そのモニタ速度が所定速
度（例えば８０〜９０ Ｋｍ／ｈ）を越えたときには、
各電磁弁３０を開放状態に保持すると共に、レギュレー
タ２８の空気送出口２８ａをアクチュエータ２９を介し
て開放させ、この状態でレギュレータ２８による送出空
気の圧力を、所望の圧力となるように制御する。従って
、高速走行時には各タイヤ８の空気圧か自動的に高めら
れた状態となる。尚、このように空気圧が高められた状
態は、自動車が通常速度に戻ったときに各電磁弁３０を
開放すると共に、レギュレータ２８による送出空気圧を
低下させることにより解除される。Further, the control device 35 monitors the speed of the vehicle by constantly reading the vehicle speed signal sb, and when the monitored speed exceeds a predetermined speed (for example, 80 to 90 Km/h),
While each electromagnetic valve 30 is held open, the air outlet 28a of the regulator 28 is opened via the actuator 29, and in this state, the pressure of the air delivered by the regulator 28 is controlled to a desired pressure. Therefore, when the vehicle is running at high speed, the air pressure of each tire 8 is automatically increased. The state in which the air pressure is increased in this way is canceled by opening each electromagnetic valve 30 and reducing the air pressure delivered by the regulator 28 when the vehicle returns to normal speed.
上記した本実施例によれば、タイヤ８の空気圧が所定の
下限空気圧より低くなったときには、その旨が表示され
ると共に、自動車走行中或はどのら
ような場所であってもそのタイヤ８の空気圧が自動的に
所定のレベルまで戻されるものであり、以て走行性能を
常に所望の状態に維持できて走行燃費の向１−等を図り
得る。そして、−１−記実施例によれば、回転体である
内輪１８側の透孔１８ａと静１１一体である外輪２０側
の空間部２１との間の気密状態を、永久磁石２３と組合
わされた磁性流体２４にて保持するようにしたから、そ
の磁性流体２４か通常のシール部材のように摩耗するこ
とがなく、以て空間部２１の気密保持機能が低下する虞
がない。勿論、タイヤ８の空気圧を車体側で直接的に検
知する構成であるから、その検知機能が向上すると共に
、送信機及び受信機を使用した従来構成のように構造が
複雑化する虞がないものである。しかも、上記空気圧検
知に必要な空間部２１は、軸受３内にその外輪２０を利
用して設けられる構成であるから、装置全体の小形化を
図り得ると共に、構造の一層の簡１１ｉ化を実現できる
。加えて、タイヤ８の空気圧検知のための連結装置１６
は一つのユニットとして組立られるものであるから、そ
の組付は性が向」−するようになる。According to the present embodiment described above, when the air pressure of the tire 8 becomes lower than the predetermined lower limit air pressure, a message to that effect is displayed, and the tire 8 is displayed while the car is running or wherever the air pressure is. Since the air pressure is automatically returned to a predetermined level, driving performance can always be maintained in a desired state and fuel efficiency can be improved. According to the embodiment described in -1-, the airtight state between the through hole 18a on the inner ring 18 side, which is a rotating body, and the space 21 on the outer ring 20 side, which is integrated with the static 11, is achieved by combining the permanent magnet 23. Since the magnetic fluid 24 is held by the magnetic fluid 24, the magnetic fluid 24 does not wear out like a normal sealing member, and there is no risk that the airtightness of the space 21 will deteriorate. Of course, since the configuration directly detects the air pressure of the tires 8 on the vehicle body side, the detection function is improved, and there is no risk of the structure becoming complicated unlike the conventional configuration using a transmitter and receiver. It is. Moreover, since the space 21 necessary for air pressure detection is provided within the bearing 3 by using its outer ring 20, it is possible to downsize the entire device and further simplify the structure. can. In addition, a coupling device 16 for detecting the air pressure of the tire 8
Since it is assembled as a single unit, its assembly becomes easy.
尚、Ｌ記実施例では、外輪２０の外周に２条の環状凸部
２０ａを突設するｔＭ成としたが、内輪１８の外周に２
条の環状凸部を設は或は内輪１８の外周及び外輪２０の
内周に１条ずつの環状凸部を設けることにより、空間部
を形成する構成としても良いものである。また、上記実
施例では、タイヤ８の空気圧が低下したときに自動的に
空気補給するもが成としたが、手動操作にて電磁弁３０
を開放できる構成を採用することにより、タイヤ８の空
気圧を運転者の意思で調節できる構成としても良く、こ
の構成とした場合には、降雨、降雪等の路面条件の変化
に応じてタイヤ８の空気圧を所望の値に１週節すること
ができる。さらに、四輪の各タイヤ８の空気圧を個別に
調節するようにしても良い。In the embodiment L, the outer ring 20 has two annular protrusions 20a protruding from the outer periphery.
It is also possible to form a space by providing a strip of annular protrusion, or by providing one annular protrusion on the outer periphery of the inner ring 18 and the inner periphery of the outer ring 20. Further, in the above embodiment, air is automatically replenished when the air pressure of the tire 8 decreases, but the solenoid valve 30 can be manually operated.
By adopting a configuration in which the air pressure of the tires 8 can be released, the air pressure of the tires 8 may be adjusted at the will of the driver. In this configuration, the air pressure of the tires 8 can be adjusted according to changes in road surface conditions such as rain or snowfall. The air pressure can be adjusted to the desired value within a week. Furthermore, the air pressure of each of the four tires 8 may be adjusted individually.
［発明の効果］
本発明によれば以上の説明によって明らかなように、車
両用タイヤの空気圧を車体側で直接的に検知する構成で
ありながら、全体の構成の簡（ｌｌ化。[Effects of the Invention] As is clear from the above description, according to the present invention, although the air pressure of vehicle tires is directly detected on the vehicle body side, the overall structure is simplified.
装置の小形化及び製造コストの削減並びに空気圧検知構
造の組付は性の向上を図り得ると共に、耐久性及び空気
圧検知の機能を高め得るという優れた効果を奏し、しか
も上記効果に加えて車両用タイヤの空気圧を積極的に制
御できるという効果も奏し得るものである。Miniaturizing the device, reducing manufacturing costs, and assembling the air pressure detection structure can improve performance, durability, and the function of air pressure detection. It is also possible to have the effect of being able to actively control tire air pressure.
図面は本発明の一実施例を示すもので、第１図は要部の
縦断面図、第２図は要部の拡大縦断面図、第３図は連結
装置の分解斜視図、第４図はタイヤに対する空気月−供
給系統図である。
図中、１はアクスルシャフト（車軸）、２はアクスルハ
ウジング、３は軸受、８はタイヤ、９は連通孔（連通管
路）、１３は貫通孔、１５はパイプ、１６は連結装置、
１８は内輪、１８ａは透孔、２０は外輪、２０ａは環状
凸部、２０ｂは環状溝部、２０ｃは通気孔、２１は空間
部、２３は永久磁石、２３ａは透孔、２４は磁性流体、
２６はニアコンプレッサ、２７は空気タンク、２８はレ
ギュレータ（圧力源）、３０は電磁弁（弁装置）、３１
は圧力センサ、３３は表示装置（負荷）、３５は制御装
置（制御手段）を示す。
第２図The drawings show one embodiment of the present invention; FIG. 1 is a vertical sectional view of the main part, FIG. 2 is an enlarged vertical sectional view of the main part, FIG. 3 is an exploded perspective view of the coupling device, and FIG. 4 is a longitudinal sectional view of the main part. is an air supply system diagram for tires. In the figure, 1 is an axle shaft (axle), 2 is an axle housing, 3 is a bearing, 8 is a tire, 9 is a communication hole (communication pipe), 13 is a through hole, 15 is a pipe, 16 is a coupling device,
18 is an inner ring, 18a is a through hole, 20 is an outer ring, 20a is an annular convex portion, 20b is an annular groove, 20c is a ventilation hole, 21 is a space, 23 is a permanent magnet, 23a is a through hole, 24 is a magnetic fluid,
26 is a near compressor, 27 is an air tank, 28 is a regulator (pressure source), 30 is a solenoid valve (valve device), 31
3 is a pressure sensor, 33 is a display device (load), and 35 is a control device (control means). Figure 2
Claims (1)
くは双方にその全域に渡る複数条の環状凸部を突設する
ことによって各環状凸部間に形成された空間部と、一端
が車両用タイヤ内に連通され且つ他端が前記空間部内に
前記軸受の内輪を貫通した状態で連通された連通管路と
、前記軸受の外輪を貫通して前記空間部内に連通するよ
うに形成された通気孔と、前記空間部内に設置された永
久磁石と、この永久磁石からの磁束により前記空間部を
気密状態に保持する位置に付勢される磁性流体と、前記
タイヤの空気圧を前記連通管路、空間部及び通気孔を通
じて検知して負荷を制御する制御手段とを具備したこと
を特徴とする車両用タイヤの空気圧検知制御装置。 ２、車軸用軸受の外輪内周若しくは内輪外周の一方若し
くは双方にその全域に渡る複数条の環状凸部を突設する
ことによって各環状凸部間に形成された空間部と、一端
が車両用タイヤ内に連通され且つ他端が前記空間部内に
前記軸受の内輪を貫通した状態で連通された連通管路と
、前記軸受の外輪を貫通して前記空間部内に連通するよ
うに形成された通気孔と、前記空間部内に設置された永
久磁石と、この永久磁石からの磁束により前記空間部を
気密状態に保持する位置に付勢される磁性流体と、車体
側に設けられた圧力源と、この圧力源及び前記通気孔間
を選択的に連通させる弁装置と、前記タイヤの空気圧を
前記連通管路、空間部及び通気孔を通じて検知して前記
弁装置の開閉を制御する制御手段とを具備したことを特
徴とする車両用タイヤの空気圧検知制御装置。[Scope of Claims] 1. A space formed between each annular protrusion by providing a plurality of annular protrusions extending over the entire area on one or both of the inner circumference of the outer ring or the outer circumference of the inner ring of an axle bearing. and a communication conduit whose one end communicates with the inside of the vehicle tire and whose other end communicates with the space through the inner ring of the bearing, and a communication pipe that passes through the outer ring of the bearing and communicates with the space. a permanent magnet installed in the space, a magnetic fluid that is biased to a position to keep the space airtight by magnetic flux from the permanent magnet, and an air pressure of the tire. A control device for detecting and controlling air pressure of a vehicle tire, comprising: a control means for controlling a load by detecting the air pressure through the communication pipe, the space, and the ventilation hole. 2. A space formed between each annular protrusion by protruding a plurality of annular protrusions extending over the entire area on one or both of the inner circumference of the outer ring or the outer circumference of the inner ring of the axle bearing; A communication conduit that communicates with the inside of the tire and has its other end communicated with the space through the inner ring of the bearing, and a communication pipe that is formed so as to pass through the outer ring of the bearing and communicate with the space. an air hole, a permanent magnet installed in the space, a magnetic fluid that is biased by magnetic flux from the permanent magnet to a position that maintains the space in an airtight state, and a pressure source provided on the vehicle body side; A valve device that selectively communicates between the pressure source and the vent, and a control means that detects the air pressure of the tire through the communication pipe, the space, and the vent to control opening and closing of the valve device. A vehicle tire air pressure detection control device characterized by:
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62109528A JPS63275409A (en) | 1987-05-01 | 1987-05-01 | Air pressure detecting control device for vehicle tire |
| US07/090,933 US4844138A (en) | 1986-09-01 | 1987-08-31 | Automobile tire pneumatic pressure controlling apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62109528A JPS63275409A (en) | 1987-05-01 | 1987-05-01 | Air pressure detecting control device for vehicle tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63275409A true JPS63275409A (en) | 1988-11-14 |
Family
ID=14512544
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62109528A Pending JPS63275409A (en) | 1986-09-01 | 1987-05-01 | Air pressure detecting control device for vehicle tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63275409A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007176364A (en) * | 2005-12-28 | 2007-07-12 | Toyota Motor Corp | Tire air pressure generating device |
| WO2017127394A1 (en) * | 2016-01-22 | 2017-07-27 | Dana Heavy Vehicle Systems Group, Llc | Inflate/deflate tire system |
-
1987
- 1987-05-01 JP JP62109528A patent/JPS63275409A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007176364A (en) * | 2005-12-28 | 2007-07-12 | Toyota Motor Corp | Tire air pressure generating device |
| WO2007077754A1 (en) * | 2005-12-28 | 2007-07-12 | Toyota Jidosha Kabushiki Kaisha | Device for generating tire air pressure |
| JP4626765B2 (en) * | 2005-12-28 | 2011-02-09 | トヨタ自動車株式会社 | Tire pressure generator |
| US7926530B2 (en) | 2005-12-28 | 2011-04-19 | Toyota Jidosha Kabushiki Kaisha | Device for generating tire air pressure |
| WO2017127394A1 (en) * | 2016-01-22 | 2017-07-27 | Dana Heavy Vehicle Systems Group, Llc | Inflate/deflate tire system |
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