EP2396181A2 - Dispositif destiné à régler la pression du gaz dans un pneumatique du véhicule automobile - Google Patents

Dispositif destiné à régler la pression du gaz dans un pneumatique du véhicule automobile

Info

Publication number
EP2396181A2
EP2396181A2 EP10706966A EP10706966A EP2396181A2 EP 2396181 A2 EP2396181 A2 EP 2396181A2 EP 10706966 A EP10706966 A EP 10706966A EP 10706966 A EP10706966 A EP 10706966A EP 2396181 A2 EP2396181 A2 EP 2396181A2
Authority
EP
European Patent Office
Prior art keywords
channel
pressure
annular
valve
motor vehicle
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.)
Withdrawn
Application number
EP10706966A
Other languages
German (de)
English (en)
Inventor
Konstantinos Tsiberidis
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
KT Projektentwicklungs GmbH
Original Assignee
KT Projektentwicklungs GmbH
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 KT Projektentwicklungs GmbH filed Critical KT Projektentwicklungs GmbH
Publication of EP2396181A2 publication Critical patent/EP2396181A2/fr
Withdrawn legal-status Critical Current

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
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • 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
    • B60C23/00345—Details of the rotational joints
    • B60C23/00347—Details of the rotational joints comprising two or more feedthrough
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/3584—Inflatable article [e.g., tire filling chuck and/or stem]

Definitions

  • the present invention relates to an apparatus for measuring and adjusting the gas pressure in a tire of a motor vehicle.
  • an automatic Reifenlufttik- regulation is known in which the interior of the tire is connected via a centrally extending in the motor vehicle axle compressed air supply channel with the tire interior.
  • this device has the disadvantage that the provision of a compressed air line in the center of a wheel axle is manufacturing technology problematic and involves increased manufacturing costs.
  • the connection of the centric compressed air supply channel with an adapter piece rotating with the motor vehicle wheel is difficult because the adapter piece moves in the axis at the speed of the cylinder relative to the central compressed air supply channel
  • annular channel is provided for the transmission of compressed air from a source of pressure medium to the tire.
  • the annular channel is defined by a first channel element, which is provided substantially rotationally fixed relative to the wheel axle, and by a second channel element, which rotates with the wheel of the motor vehicle.
  • the two channel elements are preferably provided in the area of the brake disk flange and thus save space. They form a substantially closed annular channel, via which a pressure medium, for example compressed air from a stationary pressure medium source of the motor vehicle, is supplied to the respective motor vehicle tire.
  • At least one connection for a pressure medium line connected to a pressure medium source is formed on the non-rotatably arranged first channel element, so that the compressed air or any other gas for filling the motor vehicle tires can be supplied via the first channel element in the annular channel.
  • a controllable valve is preferably provided, through which the
  • the second channel element has an inlet valve, in particular in the manner of a check valve, via which the second channel element is connected to the interior of the motor vehicle tire.
  • a filling of the tire takes place when the pressure in the annular channel formed by the two channel elements is greater than the pressure in the motor vehicle tire.
  • the inlet valve closes in a conventional manner, so that no air can escape from the motor vehicle tire in the annular channel.
  • the invention speaks of a substantially closed annular channel
  • d between the mutually facing and the annular channel-forming parts, or edges or edges of the first and second channel member remains a small distance d, which is so small that the pressure losses through this gap through the pressure medium supply via the connection of the first channel element can be compensated so far that in the entire annular channel, a higher pressure can be generated than in the motor vehicle tire.
  • the distance between the sealing edges / parts of the two channel elements is preferably 0.05-3 mm, in particular 0.2-1 mm.
  • This embodiment of the annular channel has the advantage that there is no friction between the stationary and rotating parts of the annular channel, so that no wear or sealing problems can occur in this regard.
  • the gap to be set between the edges or parts of the first and second channel elements is kept as low as possible only within the technically feasible possibilities, so that the pressure losses through the gap are as small as possible.
  • Such an embodiment is very easy to maintain, because no sealing elements must be provided, which are to be maintained, on the other hand, the Spalt Schemet between the first and the second channel element is constantly cleaned by the pressure medium flow from the annular channel to the outside, so that no contamination in the gap area can reach the ring channel.
  • the advantage of the device according to the invention is u.a. in that, on the one hand, new motor vehicle in a simpler way with such
  • the pressure medium supply via the pressure medium line is controlled by a controller which receives signals on the current tire air pressure and also has values for a target pressure in the motor vehicle tire.
  • a controller which receives signals on the current tire air pressure and also has values for a target pressure in the motor vehicle tire.
  • the pressure medium supply to the respective tire via a control valve which can be arranged at any point between the pressure medium supply and the first channel element. Since the first and second channel elements are preferably arranged behind the brake disk and preferably inside the flange of the brake disk, as seen from the vehicle exterior, the entire device is well protected against mechanical damage and the distance between the first and second channel elements is preferably over Adjust very well a mounting device, in particular by means of a spacer.
  • the mutually facing sealing edges of the first and second channel elements are advantageously either in such a way that the gap formed between them lies on a plane transverse to the wheel axis or parallel to the wheel axis.
  • the channel elements may be formed in the form of discs, which are coaxially mounted side by side, according to an easily manufactured and assembled embodiment, and form the annular channel in the facing parts.
  • An advantageous embodiment in contrast, is also one in which the first channel element is guided in cylindrical ring shape in the second channel element in a kind of cylinder socket.
  • a particular embodiment for an air admission of only in the state of the vehicle provides here to minimize a Reibungsverschl devises ago that the first channel element is pressed in the pressurized air by means of the pressure increase caused against the second channel element in the annular channel sealing manner.
  • twin tires are used on the axle, two concentric annular channels can be provided for each tire of the axle, whereby the pressure of the individual tires of a twin tire can be controlled separately. This has the advantage that the load on the twin tires is well distributed and under certain circumstances the running characteristics of a tire may be sustained over a period of time.
  • Wear occurs due to the rubbing of sealing surfaces to each other, or it is provided to hold a channel element for sealing purposes displaceable in a pressurized air in the state of the vehicle to press it then at a pressure increase in the annular channel against the complementary channel element.
  • the device according to the invention is much more maintenance-friendly than known devices and allows effective filling and possibly even reduction of the air pressure in a motor vehicle tire.
  • a reduction can for example be done simply by means of an activatable by the control device electromagnetic valve that is connected to the pressure line between the control valve of the channel element and the tire. When actuated, the valve opens, allowing air / gas to flow from the tire to the environment.
  • a second annular channel ie an outlet annular channel, can additionally be provided, which is used to reduce the air pressure in the motor vehicle tire.
  • This outlet ring channel is arranged coaxially with the first ring channel and formed between the first channel element and the second channel element.
  • the part of the outlet ring channel formed in the first channel element is connected to a connection of a pressure medium supply line, which communicates with a pressure medium source.
  • a control valve is provided, which is advantageously controlled electromagnetically via the electronic tire pressure control.
  • the part formed in the second channel element is connected to an actuating element of an outlet valve which, when the compressed air is applied, connects the interior of the motor vehicle tire to a region of lower pressure, in particular the environment.
  • This valve can therefore be activated via the pressure in the outlet ring channel.
  • the outlet valve By applying pressure medium to the actuating element, in particular an actuating surface, the outlet valve can be actuated into an open position by means of the outlet ring channel, whereby pressure from the motor vehicle tire escapes into the region of lower pressure, in particular into the environment.
  • the control of the air pressure is preferably carried out via the control of one of the two control valves in the connection of the first channel element for the pressure medium line or a valve in the pressure medium line itself.
  • connection valve in the first channel element and the connection valve in the outlet channel element could be electromagnetically controlled valves.
  • the valves in the second channel element are preferably pressure-medium valves, such that as well as the
  • connection valve in the first annular channel of the first channel member given pressure exceeds a threshold pressure, the connection valve opens, thus ensuring that this pressure is sufficient to inflate the tire regardless of pressure losses due to the leakage between the channel elements by this pressure the valve of the second channel element is opened in the first annular channel.
  • the outlet valve in the second annular channel, i. the Auslassringkanal driven in the second channel element by the compressed air, the drive pressure may be lower than compared to a filling pressure to open the valve and to release air / gas from the tire.
  • the second channel element of the annular channel has both a connection with the Inlet valve of the motor vehicle tire as well as a connection with the actuator of an exhaust valve of the motor vehicle tire on.
  • the connection to the inlet valve is simply angularly offset in the annular channel to the connection of the actuator for the outlet valve.
  • the inlet valve and / or the outlet valve can now be driven with compressed air equally as described above. While the exhaust valve requires a lower driving pressure to open and vent air from the tire, the intake valve is acted upon by a higher pressure to shift. Of course, since in this embodiment both valves are located in one and the same annular channel, the exhaust valve will always open as well when the inlet valve is to be actuated. Therefore, the control pressure for the intake valve is set so high that, despite the losses through the exhaust valve and any seals filling of the tire can still take place. against this background, it is advantageous to the
  • connection valve in the connection of the first channel element, whether the connection valve is opened via the connection to the inlet valve or via the connection to the actuating element. It is then expedient here to provide two radial webs in the parts of the second channel element which form the annular channel, so that two annular channel sectors are separated from one another.
  • the first channel element then preferably forms only one wall of the
  • the angular ranges of the respective sectors can also be different:
  • the angle range of the other can be selected larger at the expense of one sector, in order to realize an efficient filling, for example with rapid rotation of the wheel in the driving state of the vehicle, ie the filling sector can be larger , with the advantage that the control of the gas inlet can take place over a larger angular range.
  • the individual channel elements are of integral construction, i. each formed in one piece, so that as few components are provided in the fixed part and on the rotating part of the motor vehicle axle.
  • an integrated part is less susceptible to contamination and mechanical damage.
  • the elements of the annular channel ie the first and second channel element made of aluminum, which keeps the weight gain by the device according to the invention within narrow limits.
  • Connected with a corresponding electronic control and regulation and a recording of the tire pressure in all tires can thus be a very Develop an effective control system that is able to significantly improve the safety and driving stability of a motor vehicle.
  • the invention also has the advantage that the runflat properties of each tire are improved. So it is z. B. possible, the air pressure in the
  • the annular channel is completely integrated in a circular ring element - that is not formed from two channel elements.
  • This annulus element is preferably the co-rotating with the vehicle wheel element.
  • This element may also be the second channel element, which then completely next to the part which forms the half-annular channel, a further annular channel completely includes.
  • the annular channel has at least two openings to the end face of the annular element, which faces an end face of a complementary circular ring element, to which the pressure medium source is connected via a connection valve. In these openings check valves are arranged, which can not open into the integral annular channel but out of this.
  • the outlet opening of the front side of the first channel element which is acted upon by a pressure medium, now sweeps over the respective opening of a check valve, opens it and leads the pressure medium flowing through it into the integral annular channel, out of the pressure medium flows via the valve disposed in the integral annular channel to the inlet side of the vehicle tire.
  • This integrated annular channel closed by check valves to the gas inlet side, minimizes pressure losses.
  • this first rotationally fixed annular member in the form of the first channel member of the above
  • first annular element are formed by the first channel element and the second annular element by the second channel element with its already respectively manufactured complementary part for the further annular channel. Furthermore, it may be provided that the part of the annular channel formed by the first channel element is formed, for example wave-shaped, that this annular channel is always in operative connection with at least one non-return valve.
  • FIG. 1 shows a schematic, partially cross-sectional view of the device according to the invention in the region of a motor vehicle wheel
  • 2 shows an embodiment similar to FIG. 1 with additional outlet ring channel for reducing the air pressure in the motor vehicle tire
  • Fig. 3 is a detailed view of the device according to the invention.
  • FIG. 2 showing the components used for pressure regulation in motor vehicle tires
  • FIG. 4 shows a plan view of the second channel element in an alternative embodiment to FIG. 1, in which an increase as well as a reduction in the pressure inside the tire can take place by means of an annular channel,
  • FIG. 5 shows a view corresponding to the embodiment in FIG. 4 according to FIG. 1, FIG.
  • Fig. 6 is a partially sectioned view of a more modern embodiment according to Figures 3 to 5, and
  • Figure 7 shows the embodiment of Figure 6 in the assembled state within the brake disc flange ..
  • Fig. 8 shows another embodiment in cross section with integral separate annular channel.
  • FIGS. 9 to 13 a further embodiment of the invention, in which a cooling of the brake disc is integrated, wherein
  • FIG. 9 shows a plan view of the brake disk of this embodiment
  • 10 is a sectional view through a section line shown in Fig. 9,
  • Fig. 11 is a sectional view through a section line shown in Fig. 9, with respect to Fig. 10, showing another process state of the invention in which compressed air is supplied to the tire while the vehicle is running;
  • Fig. 12 shows a sectional view through a section line shown in Fig. 9, showing the function of the brake disc ventilation
  • Fig. 13 discloses the embodiment as a retrofittable element to an existing brake disc;
  • Fig. 14 shows an embodiment of a pressure medium valve.
  • Fig. 1 shows the device 10 according to the invention, which is realized in the region of a motor vehicle wheel 12.
  • the figure shows a stationary part 14 of a motor vehicle axle 17, within which the shaft connected to a brake disc 16 for driving the motor vehicle wheel 12 is arranged.
  • the motor vehicle wheel itself consists of a rim 20, on the outer circumference of which a tire 22 is held, so that between the rim 20 and the tire 22 an internal space 24 of the tire is defined, in which the pressure of the motor vehicle tire 22 is adjusted.
  • a second disc-shaped channel member 28 is fixed, which rotates with the motor vehicle wheel 12.
  • the device according to the invention is incompletely shown only above the wheel axle 17.
  • first disk-shaped channel element 30 On the stationary part 14 of the motor vehicle axle is a first disk-shaped channel element 30 by means of an adapter as a mounting device 32nd arranged.
  • the distance d (FIG. 3) between the first channel element 30 and the second channel element 28 can be adjusted via the adapter 32 and the horizontal orientation of the channel elements 28, 30 forming the respective annular channel.
  • the first channel element 30 has the second channel element at its end 28 facing side, a first recess 34 which is opposite to a second recess 36 in the second channel member 28. These two recesses 34, 36 together form an annular channel 35.
  • a control valve 38 Connected to the first recess 34 is a control valve 38, which is connected to a pressure medium source 40.
  • control valve 38 Via a control input 42, the control valve 38 is controlled by a compressed air control 44, which in turn may be connected to a central controller 46 of the motor vehicle.
  • the control valve 38 may be implemented at the location or proximity of the channel elements; However, it can also be arranged at another point between the pressure medium source and the tire.
  • the interior 24 in the motor vehicle tire 22 is connected via a pressure line 48 with an inlet valve 50 in the
  • a pressure sensor (49, see Fig. 3) may optionally be arranged in an unillustrated manner, which transmits the actual tire pressure of the motor vehicle tire 22 either by cable or wirelessly to the controller 44 and / or the central control 46 of the motor vehicle. In this way, a regulation of the pressure in the motor vehicle tire 22 is possible.
  • the distribution of the sensor and control functions between the pressure control 44 and the central control 46 of the motor vehicle is arbitrary, wherein the pressure control 44 may also be an integral part of the central control 46 of the motor vehicle.
  • an outlet valve 60 (not shown in FIG. 1) which can be actuated by the control device 44 is arranged on the pressure line 48, by means of which gas from the tire into the environment possibly flows via the annular channel 35 when actuated.
  • FIG. 2 shows an embodiment similar to that in FIG. 1, in which, in addition to the annular channel 35, an outlet annular channel 52 is formed by recesses 54, 56 in the second and first channel elements 28, 30. It should be remembered that functionally identical or identical components are provided in the different embodiments with the same reference numerals.
  • the actuating surface of an outlet valve 60 is arranged, which on the one hand via the line 62 is connected to the interior 24 of the tire 22 and the other with an output 64 (see Fig. 3) in the environment.
  • the operation of this device shown in Fig. 2 is illustrated by the more circuitally detailed view of FIG. 3.
  • the standing under tire air pressure inner space 24 is connected via the compressed air line 48 with a pressure sensor 49 in connection, the measured values are wirelessly the tire pressure control 44 sent.
  • the tire pressure control 44 is connected via control lines to the control inputs of two control valves 38, 58 and controls these control valves in
  • Ring channel 35 connects to the pressure medium source 40.
  • the pressure medium source 40 contains a pressurized fluid, e.g. Air at a higher pressure than required for the tires, e.g. between 3 and 5 bar.
  • a pressure medium source can also serve a compressor. This pressure in the annular channel 35 causes the inlet valve 50 opens and compressed air via the line 48 in the
  • Tire 22 is flowing.
  • the control of the first control valve 38 stops and the pressure built up in the annular channel 35 escapes via the gap d between the first channel element 30 and the second channel element 28.
  • This distance d is set via a mounting element 32 designed as an adjusting adapter on which the first
  • Channel member 30 can be axially fixed relative to the second channel member 28.
  • the pressure control 44 activates the second control valve 58, whereby the pressure-controlled Valve 60 opens and connects the compressed air line 48 via the line 62 with the opening 64, which opens to the outside. In this way, air thus escapes from the interior 24 of the tire 22.
  • the control of the second control valve 58 is stopped, whereby the built-in the Auslassringkanal 52 overpressure by the
  • Gap d between the first channel member 30 and the second channel member 28 escapes. This is followed by the pressure-controlled valve 60, whereby the connection of the compressed air line 48 with the opening 64 is disconnected.
  • a reduction of the tire pressure may e.g. be desirable if the tire pressure has increased too much due to heating or if environmental conditions prevail, e.g. Off-road, where excessive pressure in the tires is undesirable.
  • FIGs. 4 and 5 show a further alternative to Fig. 1, in which a
  • annular channel 35 of this embodiment is constructed substantially identical to that shown in Fig. 1, with the only difference that the second channel member 28 from the first shown in FIG Channel member 28 differs in that in the recess 36 of the second channel member 28, both the check valve 50 and the control surface of the pressure-controlled valve 60 of FIG. 3 are arranged.
  • a marker 70 is provided on the second channel element 28, for example in the form of a ferromagnetic pin or an optical
  • the annular channel 35 is here divided into two by two webs 72, 74 separate halves or sectors 36 a and 36 b.
  • the first channel element 30 has no recess, so that the annular channel 35 is essentially formed by the sectors 36 a, 36 b in the second channel element 28 and the facing side of the first channel element 30.
  • the control valve 38 is connected to the non-return valve 50 for increasing the air pressure over half a revolution of the wheel 12, and a half turn to the actuating surface of the pressure-controlled exhaust valve 60, which serves to reduce the tire pressure.
  • the webs 72, 74 the one sector area opposite to the
  • the annular channel does not have to be formed by a recess in both channel elements 28, 30, but that the corresponding part of the annular channel can be formed only by a wall, as shown for example in Fig. 5.
  • this wall extends even in the direction of the other channel element, whereby a kind of non-contact labyrinth seal would be formed, which would reduce the leakage current through the gap d again.
  • Tires e.g. the two tires of a twin tire is possible separately.
  • FIGS. 6 and 7 also show an embodiment analogous to FIGS. 2 and 3 with an annular channel 35 and an outlet annular channel 52.
  • the small installation depth in the region of the flange of FIG. 7 can be clearly seen in FIG.
  • Fig. 8 shows an embodiment in which an additional annular channel 105 in the second annulus element 102 is fully integrated (shown in dashed lines in Fig. 8).
  • This annulus element 102 is the element co-rotating with the motor vehicle wheel.
  • This element simultaneously represents the second channel element, which then just further forms a half-annular channel 36.
  • the integral annular channel 105 has three openings to the end face of the annular element, which faces an end face of a complementary circular ring element 100, to which the pressure medium source is connected via a connection valve.
  • check valves 103 are arranged in each case, which can open into the integral annular channel 105, but not out of this.
  • the outlet opening (in FIG. 8 the right side valve opening shown in the element 100) of the first channel element opens the respective opening of a check valve and opens the pressure medium flowing through it into the integral annular channel 105, from which the pressure medium is arranged via the integral annular channel Valve to the inlet side of the
  • this first non-rotatable annular member 100 is formed in the form of the first channel member as described above, in which yes already a part of an annular channel is formed. Through this annular channel part there is a continuous overlap between that of the outlet side of the first annulus element 100 and the openings for the check valves 103 of the other opposing annulus element 102.
  • more than two ports with check valves may be provided in the second annulus element be.
  • Outlet 52 of the only existing annular channel 35 are continuously supplied with compressed air, whereby the tire pressure can be increased while driving.
  • the operation is similar because the inlet and outlet are separated by two different annular channels.
  • annular channel is supplied with compressed air below an intake valve threshold value, only the exhaust valve opens and air / gas is released from the tire. If, on the other hand, the annular channel is acted upon by a pressure which also opens the inlet valve, the pressure resulting from the outlet valve must
  • Pressure loss be smaller than the pressure increase in the tire. Add to this pressure loss through the outlet valve, the pressure loss due to the leakage between the first and second channel element.
  • Web pair 72, 74 is separated into two sectors, is to increase the tire pressure of that sector of the annular channel 35 to apply compressed air on which the inlet valve is provided.
  • this sector is advantageous to choose larger than the sector of
  • FIGS. 9 to 13 show a further exemplary embodiment of the invention.
  • FIG. 9 shows in this respect a plan view of the brake disk 16, in which the second channel element, which encloses the first channel element 30, is contained. Further, in Figure 9, three inlet ports for the
  • Figure 10 shows a sectional view through a section line shown in Figure 9, in which the terminal 33 is shown in section, which is intended for a pressurized air only in the stationary state of the vehicle.
  • the port 33 passes through the first channel member 30 and terminates in the recess of the annular channel 34 at the rear end of the first channel member.
  • the brake disc is configured with its saddle approach that thereby the second channel member 28 is formed. In the latter, an outlet is made (see exit of the air turbulence) so that the compressed air to the inlet valve 50 (not shown here) and further into the Tire interior can be given. While the first channel element 30 does not move with the rotational movement of the vehicle tire, the second channel element 28 rotates together with the brake disc 16 about the wheel axis 17.
  • the section line of Figure 10 therefore leads exactly through the outlet opening of the second channel member 28 to the control valve.
  • the first channel element 30 is displaced opposite to the compressed air injection direction.
  • This pushing back of the first channel member 30 causes the air guided in the gap between the first channel member 30 and the second channel member 28 to escape only through the outlet of the second channel member 28 and not through said clearance between the brake disc and the first channel member 30 flows out again at the location of the terminal 33 - because by the displacement of the first channel member 30 this is pressed against the brake disk extension at the location of the terminal 33 so zoom that the intermediate space between the first channel member 30 and the second channel element
  • Channel member 30 is held in the normal state without compressed air without frictional engagement in the second channel member 28 of the brake disc, and only with compressed air, the first channel member 30 is pressed back to the second channel member 28 parallel to the air inlet direction, that the space between the first channel member 30 and the second Channel element 28 is closed.
  • FIG. 11 shows immediately that the first channel element 30 is not forced back against the direction of air introduction when the compressed air is applied, whereby frictional engagement between the first channel element 30 and the second channel element 28 is not realized - which, on the other hand, also leads to a certain pressure loss the gap between the two channel elements is accepted.
  • the two representations in Figure 11 show once a variant in which the recess of the annular channel 34 in the first channel member 30 is present (see left-hand variant) and on the other hand, an example in which the recess of the annular channel 34 is alone in the second channel element 28 (see right-hand side
  • both sectional views in turn lead through the outlet on the second channel element 28 to the control valve (not shown here).
  • this embodiment is illustrated in combination with the embodiment of FIG. 10, this embodiment of FIG. 11 may be implemented without the ring channel construction at the end of the first channel member 30, as shown in FIG.
  • the combination of two annular channels shown in Figure 11, however, allows that in the case of pressurized air in the state, the latter can be guided by the choice of the connection inlet 33 without pressure losses to the rear end of the first channel member 30, as shown in Figure 10.
  • a pressurization of compressed air according to FIG. 11 is accomplished only during the rotation of the tire about the vehicle axle 17.
  • Brake disk ventilation 27, which are so open at the end of the brake disc, that the introduced through the inlet port 33 air can escape here again, whereby a cooling of the brake disc is realized.
  • connection openings 33 for the brake disc ventilation is used, while the other remaining two connection openings 33 is provided once for a compressed air supply exclusively in the vehicle state and the other connection opening 33 for the alternative embodiment of a compressed air suspension without displacement of the first channel member 30 according to the operation set forth for Figure 11 for a Compressed air in the state or when driving concerns.
  • connection opening 33 see Figure 9
  • FIG. 13 shows an embodiment variant of the exemplary embodiment to FIGS. 9 to 12, in which the first channel element 30 is guided in a mounting element which forms the second channel element together with the brake disk.
  • this mounting element can be existing brake disc systems with the invention
  • FIG. 13 shows, moreover, the mode of operation already disclosed in FIG. 11 for pressurizing the tire during travel or standing, in which the first channel element
  • Compressed air exhaust valves 60 when a larger cross-section is desired and the size of the annular channel is not sufficient for the arrangement of correspondingly large-sized valves.
  • several channels can be provided centric to each other with different radius, according to the volume of air that is to be transmitted. With regard to the size, ie the volume of the annular channel 35, 52 is to be executed, that the annular channel is only to ensure that the corresponding pressure, which is applied by the control valves 38, 58, as possible over the entire circumference. If the channel volumes are chosen smaller, with increasing distance to the
  • Control valve 38, 58 a pressure drop, which is favored by the size of the gap d between the first and second channel member 30, 32.
  • the size of the channels is thus to be chosen so that at the opposite end of the annular channel, i. over the control valve 38 by 180 ° shifted still prevails a pressure which is significantly higher than the pressure in the interior
  • Figure 14 shows a pressure medium valve specifically designed for use as an inlet valve and for use as an outlet valve for the above invention.
  • a standardized pressure medium valve with a non-return mechanism is illustrated.
  • the compressed air flowing in from below can displace the non-return piston in the inlet direction of the valve-upwards-so that compressed air passes the piston in, for example, the vehicle tire flows. If the compressed air supply is interrupted, the non-return piston drops to a rest position with which it prevents the outflow of air / gas in the reverse direction.
  • a first variant is shown as a modification of the pressure medium valve, so that such a modified
  • Pressure control valve can serve as a pressure outlet valve. This is the
  • FIG. 14 An alternative modification is shown in the lower illustration of FIG. 14:
  • a closure piston is provided at the end of the non-return element.
  • the closing piston can close the valve against the compressed air inlet direction. Compressed air is applied to the valve on the closing piston, which raises the non-return element so that air can flow past the piston in the opposite direction to the introduction of compressed air at the outlet openings A.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

L'invention concerne un dispositif destiné à régler la pression du gaz dans un pneumatique du véhicule automobile (22), comprenant : - au moins un premier élément de canal (30), monté au niveau d'un essieu (17) du véhicule automobile et sensiblement solidaire en rotation, formant une partie (34) d'un canal annulaire (35) disposé concentriquement à l'essieu (17), ledit premier élément de canal possédant un raccordement (35) pour une conduite de fluide sous pression reliée à une source de fluide sous pression (40); - au moins un deuxième élément de canal (28) tournant avec la roue du véhicule (22), formant l'autre partie (36) du canal annulaire (35) et relié avec l'espace intérieur (24) du pneumatique du véhicule automobile (22) par l'intermédiaire d'une vanne d'admission (50), le premier élément de canal (30) et le deuxième élément de canal (28) étant tournés l'un vers l'autre par leurs parties (34, 36) qui forment le canal annulaire (35). Un tel dispositif permet de corriger la pression du pneumatique aussi bien en route qu'à l'arrêt.
EP10706966A 2009-02-10 2010-02-09 Dispositif destiné à régler la pression du gaz dans un pneumatique du véhicule automobile Withdrawn EP2396181A2 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102009008314 2009-02-10
DE102009009879 2009-02-20
DE200910037803 DE102009037803A1 (de) 2009-02-10 2009-08-18 Vorrichtung zur Einstellung des Gasdrucks in einem Kraftfahrzeugreifen
PCT/EP2010/051548 WO2010092038A2 (fr) 2009-02-10 2010-02-09 Dispositif destiné à régler la pression du gaz dans un pneumatique du véhicule automobile

Publications (1)

Publication Number Publication Date
EP2396181A2 true EP2396181A2 (fr) 2011-12-21

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ID=42317592

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EP10706966A Withdrawn EP2396181A2 (fr) 2009-02-10 2010-02-09 Dispositif destiné à régler la pression du gaz dans un pneumatique du véhicule automobile

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Country Link
US (1) US20110308637A1 (fr)
EP (1) EP2396181A2 (fr)
DE (1) DE102009037803A1 (fr)
WO (1) WO2010092038A2 (fr)

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US9248705B2 (en) 2010-10-04 2016-02-02 Agco International Gmbh Rotary joint
DE102012101801A1 (de) 2012-02-08 2013-08-08 Juliane Tsiberidou Vorrichtung zum Regeln des Luftdrucks in Reifen von Kraftfahrzeugen
DE102012105088A1 (de) 2012-06-13 2013-12-19 Juliane Tsiberidou Vorrichtung zum Regeln des Luftdrucks in Reifen von Kraftfahrzeugen
EP2872344B1 (fr) 2012-07-13 2019-06-12 Dana Heavy Vehicle Systems Group, LLC Ensembles valve et procédés de gonflage et de dégonflage d'un pneumatique
EP2818336B1 (fr) * 2013-06-26 2016-09-07 Daniel Risse Dispositif de régulation de la pression d'un fluide dans un pneu de véhicule
CN103419579A (zh) * 2013-08-05 2013-12-04 东南（福建）汽车工业有限公司 一种汽车行车胎压控制装置
US10259272B2 (en) 2014-01-03 2019-04-16 Dana Heavy Vehicle Systems Group, Llc Assembly for a central tire inflation system
EP3160776A1 (fr) 2014-06-30 2017-05-03 Dana Heavy Vehicle Systems Group, LLC Ensemble valve pour un système de gestion de pression de pneu
EP3288784B1 (fr) 2015-04-27 2021-06-30 Dana Heavy Vehicle Systems Group, LLC Système de gestion de pression de pneu et procédé de réduction de pression de pneu
DE112016003576T5 (de) 2015-08-06 2018-05-03 Dana Heavy Vehicle Systems Group, Llc Steuer- und zuführungsventilandordnung für ein reifendruck-managementsystem
WO2017024216A1 (fr) 2015-08-06 2017-02-09 Dana Heavy Vehicle Systems Group, Llc Ensemble valve pour un système de gestion de la pression des pneus
US10214059B2 (en) 2015-10-16 2019-02-26 Dana Heavy Vehicle Systems Group, Llc Tire pressure management system and method of decreasing tire pressure
WO2017127394A1 (fr) * 2016-01-22 2017-07-27 Dana Heavy Vehicle Systems Group, Llc Système de gonflage/dégonflage de pneus
US10864783B2 (en) 2016-01-29 2020-12-15 Dana Heavy Vehicle Systems Group, Llc Valve assembly for a tire inflation system
DE102016124121B4 (de) * 2016-12-13 2025-01-16 Gv Engineering Gmbh Fahrzeugrad
CN110304519A (zh) * 2019-06-27 2019-10-08 中国矿业大学 一种充气轮胎式滚轮罐耳及其自动监测控制方法
US12344047B2 (en) * 2020-10-29 2025-07-01 William Pamphile Automatic air tire technology system
WO2023039629A1 (fr) * 2021-09-15 2023-03-23 Harris James Ensemble de régulation de pression de gonflage ad hoc

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Also Published As

Publication number Publication date
DE102009037803A1 (de) 2010-08-12
US20110308637A1 (en) 2011-12-22
WO2010092038A2 (fr) 2010-08-19
WO2010092038A3 (fr) 2010-10-21

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