JP3069928B2 - Tire pressure adjustment device for wheeled vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for adjusting tire pressure of a wheeled vehicle.

[0002]

2. Description of the Related Art In a wheeled vehicle, a wheel hub is rotatably provided on an axle provided on a vehicle body, a tire is mounted on the wheel hub, and air is formed in an annular space between the wheel hub and the tire, that is, inside the tire. And the tire is inflated, and the contact pressure with the road surface is determined by the air pressure. For this purpose, the contact pressure is increased or decreased by increasing or decreasing the air pressure so that high-speed traveling performance or soft-land traveling performance can be satisfied.

[0003] For example, there is known a tire pressure adjusting device disclosed in Japanese Utility Model Application No. 2-122213. That is, as shown in FIG. 1, an air flow path a connected to an air source is connected to an air flow path d connected to the tire interior c via a rotary seal b, and a communication position D and a drain A first tire control valve e that is switched to a position J, a second tire control valve f that is switched to a shutoff position E and a communication position I, and a first air that is switched to a communication position A and a shutoff position F in the air flow path a. A supply solenoid valve g, a second air supply solenoid valve h that can be switched between the drain position B and the communication position G,
A pilot passage k is connected to the pressure receiving portions i, j for switching the drain position J and the communication position I in the first and second tire control valves e, f, and the pilot passage k is connected to the drain position C, the communication position. H and pressure receiving portions i and j of the first and second tire control valves e and f, respectively.
To the air source via a pressure regulating valve m for a pilot solenoid valve for giving a pilot pressure to the solenoid valves n, o, p of the first and second air supply solenoid valves g, h and the pilot solenoid valve l. A tire pressure adjusting device for a wheeled vehicle provided with a controller q for controlling energization of the tire. In this tire pressure adjusting device, the controller q controls the energization of each of the solenoids n, o, and p to switch between the first and second air supply solenoid valves g and h and the pilot solenoid valve l, so that the inside of the tire is controlled. Can be filled with air, released to the atmosphere, or supplied with air to control tire pressure.

[0004]

In such a tire pressure adjusting device, a pipe t of an air type braking device is connected to the outlet side of an air tank s connected to a compressor r serving as an air source, and the tire pressure adjusting device is used. Since the air circuit and the air circuit of the pneumatic braking device are in parallel, a large amount of air flows to the tire side when the tire air pressure is increased during running, the air pressure in the air tank s decreases, and the air pressure for braking is insufficient. There is a possibility that sufficient braking force cannot be obtained.

Accordingly, an object of the present invention is to provide a tire pressure adjusting device for a wheeled vehicle which can solve the above-mentioned problems.

[0006]

Means for Solving the Problems Wet air tank 1
5, a dry air tank 21, a braking air circuit 30 of an air type braking device 29 is connected to the dry air tank 21, and a tire air supply path 13 connected to the wet air tank 15 is used for supplying air. A state in which the valve for air supply is connected to the tire interior 4 via a valve, a state in which air is supplied to the tire interior 4, a state in which the air in the tire is exhausted to the atmosphere, a state in which the tire air supply passage 13 and the interior of the tire 4 can be switched to a shut-off state, and a brake circuit priority valve 24 is provided in the tire air supply passage 13. The brake circuit priority valve 24 is set to a communication position when the pressure in the drum air tank 21 is equal to or higher than a set pressure. ,
A tire pressure adjusting device for a wheeled vehicle having a shut-off position when the pressure is equal to or lower than a set pressure. Wet air tank 15
A dry air tank 21 is connected to this, a braking air circuit 30 of an air type braking device 29 is connected to the dry air tank 21, and a tire air supply path 13 connected to the wet air tank 15 is connected to an air supply valve. And a state in which the air supply valve supplies air to the tire inside 4, a state in which the air inside the tire is discharged to the atmosphere, a state in which the tire air supply passage 13 and the inside of the tire 4 are connected. And a pressure gauge 34 for detecting the pressure in the dry air tank 21;
A means for inhibiting the air supply valve from being opened when the pressure detected by the pressure gauge is lower than a set pressure and maintaining the air supply valve in a shut-off state; apparatus.

[0007]

[Operation] When the pressure in the dry air tank 21 becomes equal to or less than the set pressure, the brake circuit priority valve 24 is set to the shut-off position M, so that air cannot be supplied to the inside 4 of the tire. Is prevented from falling below the set pressure, a sufficient braking air pressure is always maintained, and a sufficient braking force is obtained. When the pressure in the dry air tank 21 becomes equal to or less than the set pressure, the air supply valve does not enter a communicating state, and is kept in a shut-off state so that air cannot be supplied to the tire interior 4. The pressure in the air tank is prevented from becoming lower than the set pressure, and a sufficient braking air pressure is always maintained, and a sufficient braking force is obtained.

[0008]

[Embodiment] As shown in FIG. 2, a tire 3 is mounted on a wheel hub 2 rotatably connected to an axle 1, and a manual valve 5 and first and second tire control valves 6 are provided inside the tire 4. , 7 are connected to an air flow path 8 which is provided on the axle 1 via a rotary seal 9.
0, and the air flow path 10 passes through the first and second air supply solenoid valves 11 and 12 and the tire air supply path 13
, And the tire air supply path 13 is connected to the output side of a wet air tank 15 storing air of the compressor 14. The first and second tire control valves 6, 7
The pressure receiving portions 6a and 7a are connected to a pilot flow path 16 via a rotary seal 9, and the pilot flow path 16 is connected to the first and second pilot flow paths.
It is connected to a dry tank 21 via first and second pilot air circuits 19 and 20 via pilot solenoid valves 17 and 18, and the first and second pilot air circuits 19 and 20 are connected.
20 is provided with a first pressure reducing valve 22 and a second pressure increasing valve 23 for increasing the pressure. The first pilot air circuit 19 has a high pressure, and the second pilot air circuit 20 has a low pressure.
The air pressure in the dry tank 21 is controlled by a pressure receiving portion 24 of a brake circuit priority valve 24 provided in the tire air supply passage 13.
a. The first and second air supply solenoid valves 1
The solenoids 11a, 12a, 17a and 18a of the solenoid valves 1 and 12 and the first and second pilot solenoid valves 17 and 18 are controlled by the controller 2
5, the control command is input to the controller 25 from the control switch 26, and the air flow path 10
Is detected by the pressure gauge 27 and input to the controller 25. Reference numeral 28 denotes a tire valve, which is used when supplying air from the outside to the tire interior 4 during assembly. The control switch 26 sets a low pressure position X, for example, a position at which the tire pressure is 1.0 kg / cm ² , a medium pressure position Y, for example, a position at which the tire pressure is 2.4 kg / cm ^2, and a high pressure position Z, for example, the tire pressure. The position is switched to a position of 7.0 kg / cm ² , the normal state is established when the predetermined tire air pressure is reached as an arbitrary position, the depressurized state is set at the low pressure side position, and the pressurized state is set at the high pressure side position. The dry tank 21 is connected to a braking air circuit 30 of a pneumatic braking device 29. When a brake valve 32 is switched by a brake pedal 31, air is supplied to a brake booster 33 to perform braking.
Proportional to the air pressure supplied to the

Next, the operation will be described. In the normal state, the controller 25 does not energize each solenoid, the first air supply solenoid valve 11 is connected to the communication position A by the spring 11b, the second air supply solenoid valve 12 is the spring 12b to the drain position B, the first The pilot solenoid valve 17 has a spring 17b and a drain position C,
The second pilot solenoid valve 18 is moved to a first position D by a spring 18b.
And the air flow path 10 is opened to the atmosphere and the rotary seal 9 is opened.
High-pressure air does not act on the first and second tire control valves 6 and 7, and the pressure-receiving portions 6a and 7a of the first and second tire control valves 6 and 7 are opened to the atmosphere and the spring 6
Since the communication position E and the cutoff position F are set at b and 7b, the air inside the tire 4 does not leak to the outside and has a predetermined air pressure. When the control switch 26 is operated from the high pressure position to the low pressure position, for example, when the control switch 26 is operated from the high pressure position Z or the medium pressure position Y. (1) The controller 25 is in a pressure measurement state and the first and second air supply solenoid valves 11 and 12 and the first pilot solenoid valve 1
The solenoids 11a, 12a, and 17a are switched to a cutoff position G, a communication position H, and a communication position I, respectively.
As a result, the low-pressure pilot air of the second pilot air circuit 20 is supplied to the pilot flow path 16, and the pilot air is supplied to the pressure receiving portions 6 a and 7 a of the first and second tire control valves 6 and 7. The tire control valve 7 is at the communication position L. That is, the spring load of the first tire control valve 6 is large so that switching is not performed with low-pressure pilot air. For this purpose, the air pressure in the tire interior 4 is
7, the actual tire pressure is compared with the desired tire pressure based on the position of the control switch 20 to determine whether the pressure is to be increased or decreased. In this case, since the operation has been performed from the high pressure position Z to the medium pressure position Y, the measured tire air pressure is higher than the desired tire air pressure, so that it is determined to be in a reduced pressure state. (2) When the controller 25 determines that the pressure is in a reduced pressure state, the first and second
Solenoids 11a, 1 for air supply solenoid valves 11, 12
2a, the solenoid 18a of the second pilot solenoid valve 18 is energized to the second position J, and the first pilot air circuit 1 is turned off.
The high-pressure air in 9 is supplied to the pilot flow path 16.
As a result, the first tire control valve 6 is at the drain position K, the air inside the tire 4 is released to the atmosphere from the first tire control valve 6, and the tire air pressure is reduced. (3) After a certain time, the first and second air supply solenoid valves 1
The solenoids 11a and 12a of the first and second solenoids 11a and 12a are energized to shut off the position G, the communication position H, and the energization of the solenoid 18a of the second pilot solenoid valve 18 to the first position D, that is, the above-described pressure measurement state. When the measured tire pressure is higher than the desired tire pressure by comparing the measured tire pressure with the desired tire pressure, the state of (2) is set. (4) Thereafter, the operations of (3) and (2) are repeated, and when the measured tire air pressure and the desired tire air pressure become the same, the above-described normal state is set.

The control switch 26 is moved from a low pressure position to a high pressure position, for example, from a medium pressure position Y to a high pressure position Z.
When switched to. In the state (1) described above, the measured tire air pressure is compared with the desired tire air pressure. Since the actually measured tire air pressure is lower than the desired tire air pressure, it is determined that the pressure is in a pressurized state. (5) When the controller 25 determines that the pressure is in the boosted state, the power supply to the solenoid 11a of the first air supply solenoid valve 11 is stopped to set the communication position A. Thereby, the second tire control valve 7
Is the communication position L, the air pressure is supplied to the tire interior 4 and the tire air pressure increases. (6) After a certain period of time, the measured tire air pressure is compared with the desired tire air pressure as the pressure measurement state of the above (1), and the state of the above (5) is obtained. Thereafter, this operation is repeated, and when the measured tire pressure becomes the same as the desired tire pressure, the above-mentioned passing state is set.

The above operation is performed when the air pressure in the dry tank 21 is higher than the set pressure. The brake circuit priority valve 24 is in the communicating position N by the air pressure in the dry tank 21. However, dry tank 2
When the air pressure in the air passage 1 becomes equal to or lower than the set pressure, the brake circuit priority valve 24 is brought into the shut-off position M by the spring force and the air flow path 10
Is not supplied, the air pressure in the dry tank 21 is not further reduced by adjusting the tire air pressure, and a sufficient braking air pressure can always be secured, and a sufficient braking force can be obtained.

FIG. 3 shows a second embodiment, in which a dry tank 2 is provided.
A pressure gauge 34 for detecting the air pressure in the air tank 1 is provided. The pressure detected by the pressure gauge 34 is input to the controller 25, and when the air pressure in the dry tank 21 becomes lower than the set pressure, the second air When energization of the supply solenoid valve 12 to the coil 12a is inhibited or energized, the energization is stopped and the air supply to the tire is stopped by maintaining the supply at the drain position B. Thereby, when the air pressure in the dry tank 21 is equal to or lower than the set pressure, the adjustment of the tire air pressure is prohibited, so that a sufficient braking air pressure is secured and a sufficient braking force is obtained.

[0013]

When the pressure in the dry air tank 21 becomes equal to or less than the set pressure, the brake circuit priority valve 24 is switched to the shut-off position M.
As the air cannot be supplied to the inside 4 of the tire, the pressure in the dry air tank is prevented from becoming lower than the set pressure by adjusting the tire air pressure, and the sufficient braking air pressure is always maintained. A high braking force is obtained. When the pressure in the dry air tank 21 becomes equal to or less than the set pressure, the air supply valve is not brought into the communication position state, and the air supply valve is held at the shut-off position and air cannot be supplied to the tire interior 4. The pressure in the dry air tank is prevented from becoming lower than the set pressure, and a sufficient braking air pressure is always maintained, so that a sufficient braking force is obtained.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating the configuration of a conventional example.

FIG. 2 is a schematic structural explanatory view of a first embodiment of the present invention.

FIG. 3 is a schematic structural explanatory view of a second embodiment of the present invention.

[Explanation of symbols]

4 ... inside the tire, 6 ... 1st tire control valve, 7 ... 2nd tire control valve, 10 ... air flow path, 11 ... 1st air supply solenoid valve, 12 ... 2nd air supply solenoid valve, 13 ... tire Air supply path, 14 compressor, 15 wet air tank, 16 pilot flow path, 17 first pilot solenoid valve, 18 second pilot solenoid valve, 22
... first pressure regulating valve, 23 ... second pressure regulating valve, 24 ... brake circuit priority valve, 25 ... controller, 26 ... controller, 29 ... pneumatic braking device, 30 ... braking air circuit, 34 ... pressure gauge.

Continuation of the front page (56) References JP-A-1-109109 (JP, A) JP-A-53-17011 (JP, A) JP-A-3-143711 (JP, A) JP-A-3-279007 (JP) JP-A-3-104711 (JP, A) JP-A-2-109707 (JP, A) JP-A-3-113207 (JP, U) JP-A-3-113205 (JP, U) JP-A 3-118806 (JP, U) Japanese Utility Model 63-139106 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60C 23/16 B60C 23/00 B60T 17/04

Claims (2)

(57) [Claims] 1. A dry air tank 21 is connected to a wet air tank 15, a braking air circuit 30 of an air type braking device 29 is connected to the dry air tank 21, and a tire air connected to the wet air tank 15 is connected. The supply path 13 is connected to the tire interior 4 via an air supply valve, the air supply valve supplies air to the tire interior 4, the air inside the tire is exhausted to the atmosphere, Air supply path 13 and tire interior 4
A tire pressure adjusting device for a wheeled vehicle capable of switching to a state of shutting off a brake circuit.
4, wherein the brake circuit priority valve 24 is configured to be in a communication position when the pressure in the dry air tank 21 is equal to or higher than a set pressure and to be in a shut-off position when the pressure in the dry air tank 21 is equal to or lower than the set pressure. Tire pressure adjustment device. 2. A dry air tank 21 is connected to the wet air tank 15, a braking air circuit 30 of an air type braking device 29 is connected to the dry air tank 21, and the tire air connected to the wet air tank 15 is connected. The supply path 13 is connected to the tire interior 4 via an air supply valve, the air supply valve supplies air to the tire interior 4, the air inside the tire is exhausted to the atmosphere, Air supply path 13 and tire interior 4
A pressure gauge 34 for detecting the pressure in the dry air tank 21; and a pressure gauge 34 for detecting the pressure in the dry air tank 21 when the pressure detected by the pressure system 34 is equal to or lower than a set pressure. A tire pressure adjusting device for a wheeled vehicle, further comprising means for inhibiting a supply valve from being in a communication state and holding the supply valve in a cutoff state.