MXPA97005732A - Deflection detector of neumati - Google Patents

Abstract

A device that indicates the deflation of a tire, comprising a detector for detecting the pressure of a tire on a wheel, or a wheel of a vehicle that rotates around a wheel axis. It also comprises a signal emitter that emits a signal when the detector detects said condition, and power supply means that supply power to the signal emitter to emit the signal as indicated above. The power supply means comprises an electric power generator, comprising first and second parts that rotate relatively about an axis of the generator. The first part of the power generator is connected to the wheel to rotate with it. The second part of the generator is mounted so that you are substantially fi

Description

Pet of Dßpinfl or of Tires When the tires of vehicles, and in particular of loaded trucks, are deflated or low of air cause serious problems. In particular, driving a loaded truck that has flat tires or low air causes them to overheat and deforms the profile of the tires, destroying them completely; that is, not only the nylon rope is destroyed, but also the side walls and the armor. When the tire is deflated in a side-by-side configuration, the good tire supports the loading of both tires causing excessive wear on the good tire. If this situation persists, the two tires swell and rub against one another causing overheating in both tires, and the total destruction of them. This is an expensive event and of course implies that the vehicle does not continue to work. There is also the serious problem of the large pieces of the tire (usually the nylon strings of the re-strung tires) that fall, which are issued by the tire to the coming traffic, or that remain on the road causing danger to the vehicles on the road. These pieces of tire that fly out can also start and damage the signaling lines on the road. The tires, and in particular the tires used in trucks, are generally very expensive, so that the destruction of a tire has serious economic consequences. In addition, if one or more tires are deflated, this causes greater friction with the road, increasing fuel consumption and consequently increasing the operation of the truck.

One of the biggest problems with multi-tire vehicles is that, by the time the driver becomes aware of the problem, it will usually be too late. Many deflation detectors have been proposed to prevent the driver of a vehicle that one or more tires are deflated. Most of these devices include built-in detectors inside the tire inflation valves, with batteries that emit a signal when the tire pressure drops. Typical devices mentioned are like those described and illustrated in GB 2 267 179-A, GB 1 294 967 and EP-0 351 997-A2.

Although these devices may be satisfactory in operation when they are initially installed, they have the problem that the driver will not usually notice when the batteries are low and, consequently, that the devices are turned off. According to one aspect of the present invention, a tire state indicator device is provided, comprising a detector for detecting the condition of a tire on a wheel, or a wheel of a vehicle rotating around the axis of the tire. wheel, preferably to detect tire pressure, a signal emitter that emits a signal when the detector detects said condition, and power supply means that supply power to the signal emitter to emit the signal as indicated, wherein The power supply means comprises an electric power generator comprising first and second parts that rotate relatively about an axis of the generator, the first part is connected to the wheel in order to be able to rotate. The first part preferably rotates with the wheel, and the axis of the wheel and the generator shaft are coincident. The second part is conveniently attached to an adapted part that is fixed, or substantially fixed, when the wheel is rotating, preferably by being attached to a perpendicular weight that tends to hold the second fixed part when the wheel is rotated. Conveniently, the perpendicular weight comprises a transverse plate attached to the second part and a volume part, preferably a substantially hemicylindrical part, the ends of which are connected to the ends of the transverse plate so as to be carried by the plate eccentrically transverse axis of the generator. Preferably, the second part comprises a permanent magnet, located in the electromagnetic core comprising the first part, having spirals in the core connected to the signal emitter to give it electrical energy. The permanent magnet, preferably fits within the north / south axis parallel to the axis of the generator. Modes of the invention are described, by way of examples with reference to the accompanying drawings.

Brief Description of the Drawings Figure 1 is a conventional perspective view of a unit of the invention.

Figure 2 is a longitudinal section through the unit of Figure 1. Figure 3 is a detailed perspective view of the partially separated unit. Figure 4 is a section on line 4-4 of Figure 2. Figure 5 is a schematic view of the unit. Figure 6 is a perspective view of the unit placed on a two-wheel axle of a truck. Figure 7 is a view in the direction of the bar 7 of Figure 6. Figure 8 is a schematic view showing the unit of the invention in contact with the receiver. Figures 9A and 9B are respectively plan and perspective views of a printed circuit board forming part of the unit, and Figure 10 is a view of a control adaptation of the invention.

Description of the Invention Referring now to Figures 1 to 8, a deflation detector unit (10) of the present invention is shown. The unit (10) is intended to be used on a shaft (12) of a truck (14). The axle (12) has two wheels (16) (see figure 6) which, respectively, carry tires (18) (which can be pneumatic with or without cameras) and include a bar end housing (20) in which the unit (10) is brought. A connection (22) is made to the valve of each tire by pressing the valve core to keep it open. This connection (22) includes a flexible hollow tube (24) that passes through ventilation openings (26) of the tires (16) (see Figure 7) and are respectively connected to two pieces (28) in "T" that they are connected to the unit (10), as will be described more below. The detector unit comprises a cylindrical body (30), the interior of which is fitted within the cylindrical ring (32) of a connector / closure plate (34) that is screwed to the rod end housing (20), and to a pair of plates (36) that are adapted to a cross and have clamps (38) at their ends that hold the pieces (28) in "T" instead. The outer end of the body (30) is closed by a final closure (40) carrying a printed circuit card (42) on its inner surface (see Figures 9A and 9B). The body (30) carries the stator (44) of an electric motor (46) in a recess in a central forming part (48). The stator (44) comprises an electromagnet having two arms (50) joined by a transverse piece (52). The motor rotor (46) is comprised of a plastic bar (54) which is adapted by means of a section in a carrier disc (56) secured to the end of the part (48). The bar has a longitudinal groove at its end, and carries a permanent magnet (58) that projects beyond the sides of the groove and has a pole at the end of the bar and another at the inside of the groove. The bar (54) projects through the carrier disc (56) and connects there to an eccentric weight (60). This weight (60) comprises a transverse plate (62) secured at its ends to a cylindrical volume (64) of heavy part that subtends a little more than 180 ° in the center. This volume (64) projects into the annular space (66) between the central part (48) and the outer wall of the body (30), and there may be relative rotation between the body and the weight (60). Thus, as the body rotates with the wheels, the eccentric weight (60) tends to remain fixed and, thus, there is relative rotation between the rotor bar (54) and the stator (44) so that the motor generates electricity for its use, as will be described. There will be two electric pulsations per revolution of the wheel. The TCI (42) carries a pair of pressure transducers (68), a transmitter (usually indicated at 70) and a hammer-shaped vibration detector (72) carried on a flexible plate (74) which is mounted on the TCI (42). An electronic temperature sensor is secured to one of the bolts that hold the bearing dust cap (not shown). The vibration detector serves to detect the separation between the tread surface of a tire and the tire. The temperature sensor is provided to detect any undue increase in temperature, caused either by a broken rim or a defective bearing of the wheel. The transducers (68), the vibration detector (72) and the temperature sensor are connected to the transmitter (70) in a known manner. A delay mechanism is incorporated into the electronics of the vibration detector or transmitter to prevent unnecessary readings due to ripples and bumps on the road surface.

The microprocessor IC of the transmitter (70) incorporates a "sleep timer" that turns on the transmitter after a predetermined period, preferably every two minutes. It will also incorporate a timer that will cause the transmitter to transmit a signal, which will be highly compressed, after a predetermined period after shutdown. This period will differ from wheel to wheel, so that the risk of a transmitter signal, which interferes with the signal of another, will be minimized if not completely eliminated. Conveniently, the period will be twenty seconds from the start of the ignition plus one second for each number of tires, that is, the transmitter controlled by the number 17 tire will transmit its signal after thirty-seven seconds, that is, twenty seconds plus seventeen. . Since each transmitter is controlled by two wheels, two signals will be sent (usually one second apart so that the two wheels will normally have consecutive numbers). The microprocessor will receive the information from the pressure transducers, the vibration detector and the temperature sensor at all times. This information will be transmitted by the transmitter together with a code that identifies the wheel with respect to which the signal is being sent during the transmission discussed above. The antenna for the transmitter (70) is formed by a band of printed material (71) running around the circumference of the TCI (42). As mentioned above, the tube (22) is connected to the part (28) at "T" on an arm (76) thereof, the aligned arm (78) thereof is connected to another tube (80) that passes through the wall of the body of the unit and is connected to one of the transducers (68) The leg (82) of the "T" piece is connected to a valve body (84) that includes a Schrader valve, and through which the tire, to which it is connected, can be inflated.The central part (48) of the body also has a pair of cylindrical bores (85), within each of which a battery of batteries is received ( 86) of nickel cadmium that drives the TCI (42) when the vehicle is stationary These batteries are connected to recharge by means of the electric motor (46) during the vehicle journey The transmitter (70) on each axle of the wheels sends signals to a receiver (88) (see Figure 8) that is inside the cabin (90) of the truck (14). they identify the tire around which the signal is being sent. This receiver has a digital display (92) that gives a reading of the state of a tire, and a secondary display (94) that identifies the particular tire whose condition is occurring on the screen (92). In addition, there is a sound indicator (96) warning, which is a buzzer for convenience. The receiver incorporates a real time clock installed in your electronic system, and all faults will be stored with date and time. It will be appreciated that the receiver will receive information of four faults for each axis, that is, two pressure signals (one for each tire), one for temperature and one for vibration. The receiver will also include a filter that can be "placed" before each trip of the truck (14), so that the signals, related only to the particular tires on the truck, are stored in the memory and reflected on the screen (92) . This "placement" is a "learning" exercise. This exercise is carried out at the time of starting the vehicle, and continues for the first twenty minutes (which would normally include more or less ten minutes before starting a trip, during which the engine warms up). During this time, a number of signals may be received, while the vehicle may be less than one yard from other vehicles. The filter then enters a "verifying" cycle for another twenty minutes, during which it stores the signals received during the first phase. During the third cycle, the receiver clears the records, comparing the signals received during the first two phases and "enclosing" only those signals that appeared during both phases. Any other signal sent before and after the verification cycles is ignored or retained as "useless" signals. Thus, strange signals, coming from other trucks that may be traveling in the opposite direction of the truck (14), do not affect the signals given by the receiver in this truck. Three pressure buttons (98.1), (98.2) and (98.3) allow the driver to go from one side to the other to select the particular tire that is being reviewed and whose characteristics are being reported. In addition, the receiver contains a computer microprocessor that includes a counter and a memory that can be loaded onto a computer server located in the garage where the vehicle is stored. One of these buttons is a "start" button. When this is pressed the pressure value of the tire, in which the operation begins, is increased, preferably 0.5 Bar up to a maximum, conveniently 9.5 Bar, from which it returns back to an omission setting that conveniently it is 5.5 Bar. Another button (98.2) serves to activate the circuit to display the current value of the placement. The arrangement will operate as follows: Once the pressure in a tire drops to an initial pressure preset by a pressure unit, the audible warning indicator (96) will emit a warning sound. At the same time the screen (94) identifies the tire and the screen (92 ') indicates the tire pressure. This operation is repeated every time the pressure of a unit drops. If the pressure on more than one tire goes down as mentioned, the receiver will jump from the indication of one tire to the other when the pressure of one unit drops. The truck driver (14) will now know that one of the tires is deflated. You will also know the interval time between the lowering of a tire unit (that is, the speed at which it receives a signal for each tire) and also the degree of deflation indicated, either to immediately stop replacing the flat tire or so you can continue to the next place where the tire can be inflated, and if it should change the driving speed, etc. In addition, the particular tire will be identified so that, when the truck has stopped, the driver can immediately inspect the identified tire through the system. In effect, the driver will get a check of the condition of the tires before leaving the trip, so that he can make sure that the tires are correctly inflated at that moment. In the same way, the driver will receive signals informing him about the temperature and vibration conditions in each position of the axis. In each tire (18), in a convenient position, that is, in the area of a tire flange, a microtransmitter (98) incorporating a lithium battery (not shown) is adapted. The microtransmitter (98) is adapted when activated (as will be described below) to transmit over a short distance a single code signal for the tire to which it is adapted. A receiver (not shown) (hereinafter identified as a "code receiver") is provided in the TCI (42). Due to the provision of the microtransmitter (98) in the tires, a check can be made on the operation and development of the tires. An activator plate (100) is placed in the garage exit, and activates a magnetic switch. As each tire passes over the plate (100), the magnetic field activates the microprocessor (98), which emits a code signal that is received both by the code receiver and by a receiver (102) that is in the output, which in turn transmits this information to the server (104) in the garage. A) Yes, there will be a trace of each tire when the truck leaves the garage. The plate (100) will also activate the microprocessor (98) upon return of the truck to the garage, and also activate the transmitter (70) to transmit to the receiver the number of revolutions the tire has made (ie, one-half the number of pulsations). received). The server will retain the information on how many revolutions the tire has completed and, therefore, the distance (ie, miles or kilometers) traveled by the tire. This allows the operator of the truck to know when the tire should be retreaded and, in effect, when the tire has completed a sufficient number of rotations (and has been retreated sufficiently often) during its lifetime. These two factors will also be detected by inspection in the garage, so that the operator will know other information regarding the tires and their development.

Possibly more important, the operator will know the cost per kilometer of each tire. Also, by the time the truck returns to the garage, there will be a check as to the number of rotations made so far; that is, the exact mileage will be supplied by a server. Consequently, if the truck does not follow the established path, this will be evident to the operator. As shown in Figure 11, a modified array will incorporate a passive response device (110) that can be inserted into the material of the tire web (112) of a tire (114) instead of the microprocessor. (98). This can be used where the plate (100) can provide sufficient magnetic flux to drive the response device even when it is on top of the wheel when passing over the plate (100). In the aforementioned arrangement, the information stored in the receiver can be recovered in a number of ways: The information can be loaded from the receiver by means of a laptop connected to the receiver (88) at the end of each trip. Alternatively, there may be an automatic data loader by means of a radio signal to the server (104), where the receiver is activated by a magnetic or radio signal activated by the board (100) (or any other device) at the entrance of the deposit to which the vehicle returns. Of course, the data can be captured visually from the receiver (88), and then manually transferred to the server (104). It will be noted that in addition to the aforementioned operational advantages, there will always be a supply of electrical power to the transmitter (72) when the vehicle is traveling. In this way, a failure in the battery for having finished, would not be a problem. In effect, the software is programmed so that it indicates in case one of the transmitters is not working. In addition, it will be noted that it will be easy to find the various parts of the maintenance and replacement unit. It will also be noted that the positions of the air intake pivots of the tires are very convenient, much more, than in conventional tires, especially for those inside the wheels. The invention is not limited to the precise details of construction described above and illustrated in the drawings. The unit can be used on each truck axle, with smaller or larger number of tires and can even be used with the same advantages in a conventional motor car. The sound signal emitted can be a horn, a siren or an alarm. If the vehicle needs to incorporate a tachograph, the receiver can also be connected to it. When a fault occurs, a pulse is sent to the tachograph, which will provide the action with two reference points in terms of the exact date and time of the failure, as well as all other information provided by the tachograph, such as speed, etc. . The code receiver can be provided in a separate receiver within the server box unit inside the cabinet. The electrical circuit diagrams for the server, a transmitter, receiver, a pressure sensor and the temperature sensor section of the transmitter are shown in the Figures HA, 11B, 11C, 11D and HE. The circuits are self-explanatory when read with the operation description as below.

TRANSMITTER When the truck starts to move, the generator (46) activates the circuit. Upon activation, the battery cell (86) is turned on to activate the circuit. This occurs until the generator voltage exceeds 5 volts. A regulator prevents the voltage from increasing more. At this time, the generator (46) supplies power to the circuit in addition to recharging the battery (86). Then, the battery cell (86) is only used during transmission, when the programmable integrated circuit (CIP) of the controller (136) is operated by the aforementioned timer, to transmit signals. The voltage supplied by the generator (46) is rectified by a bridge (122) rectifier. The moment the generator sends the power, a transistor (123) P-channel field effect (TEC) is activated when the battery (86) of batteries is connected to the circuit. At the same time, an N-channel TEC (124) completes the circuit. When the generator voltage exceeds 4.6 volts, the circuit (125) activates the TEC (123) off of channel P, and this removes the battery from the circuit, placing the battery of batteries in recharging state. The battery is used again only during transmission. Tire pressure is perceived by the transducer (68) pressure (see Figures 9 and lid). This information is transmitted to the converters (126) A to D (analog to digital), where it is also processed and stored. The temperature is read by means of a sensor (120) (see Figure lie) and is also transmitted to the converters (126) A to D. The vibration is sensed in the sensor (74) and transmitted to the processor port (136) . The processor (136) stores the above information and enters, triggered by itself in a single time sequence. This time sequence has been calculated to ensure transmission without duplication or for interference, as described above. At the end of the time sequence, the stored information is transferred to the closed frequency transmitter (70). RECEIVER Data is stored inside the processor (129). If a fault state occurs, the processor reads the real-time clock (130) at that point and indicates the time and date at which the failure occurred. The fault plus the time and date are then stored in the EE PROM (131). This is to make sure that when there is no power, the fault data is not lost. These fault data can be loaded by means of RS (232), (132), to a PC as described above. The data that is stored in the processor (129) is transferred to the visual screens (92), (94) (see Figures 8 and 11). The double display (94) displays the value of the pressure or the temperature, said value is selected by means of the switch (98.1) and is indicated by the (134.1) and (134.2) LED. A vibration fault is indicated on the LED (134.3). The specific orientation of the truck wheel (that is, the side of the vehicle in which the wheel is located) is indicated by the LEDS (133.1) (right) and (133.2) (left). relevant information is loaded on the screen by means of the switch (98.3) of the tire numbers.The switch (98.1) so orders the relevant information.This information is displayed for one minute, at which time the screen is cleared. ignition switch (98.2) is used to turn on the sound (96) of the alarm, as well as to establish the desired pressure level at which the alarm will be activated.It will be understood that the battery of batteries can be omitted but, in practice , it is used because it serves to provide a smooth voltage to the circuit, as well as to operate the circuit even when the wheels are spinning very slowly.

Claims (26)

1. Claims 1. A device that indicates the state of a tire, comprising a detector for detecting the condition of a tire on a wheel, or a wheel of a vehicle that rolls around a wheel axle, a signal emitter that emits a signal when the detector detects said state, and power supply means that provide power to the signal emitter to emit the aforementioned signal, wherein the power supply means comprises an electric power generator comprising first and second rotating parts Relatively about one axis of the generator, the first part is connected to the wheel to rotate with it. The device according to claim 1, wherein the first part is rotatable with the wheel, and wherein the axis of the wheel and that of the generator are coincident. The device according to claim 1 or 2, wherein the second part is attached to a piece that is adapted to remain fixed, or substantially fixed, when the wheel is rotating. A device according to claim 3, wherein the second part is loaded by rotary means by the wheel, and is attached to a perpendicular weight that tends to hold the second part fixed when the wheel rotates. A device according to claim 4, wherein the perpendicular weight comprises a transverse plate attached to the second part and a volume part, the transverse plate is rotatable about its center, through which the axis of the generator passes. , and where the volume piece is carried by the transverse plate eccentrically from the axis of the generator. 6. A device according to claim 5, wherein the volume part comprises a substantially hemi-cylindrical part, the ends of which are connected to the ends of the crosspiece. A device according to any of the preceding claims, wherein the second part comprises a permanent magnet, located within an electromagnetic core comprising the first part, wherein there are spirals in the core connected to the signal emitter to provide it with electric power. 8. A device according to claim 7, wherein the permanent magnet is placed with its north / south axis parallel to the axis of the generator. 9. A device according to claims 1 and either 7 or 8, which incorporates a housing with an inner part, usually cylindrical, which is centered on the generator shaft and which has an opening within which the core, and a rotating support carrying the second part, wherein there is an annular space between the housing and the inner part within which the hemicilindrical part is movable about the axis of the generator. 10. A device according to any of the preceding claims, wherein the detector is a tire pressure detector. A device according to claim 10, for use with a tire incorporating a tube having a valve projecting through the wheel, wherein the tire pressure sensor comprises a pressure transducer and a connecting conduit the transducer to the valve. A device according to claim 10, for use with a tubeless tire having a valve projecting from the wheel, and wherein all pressure sensing incorporates a pressure transducer connected to the valve by means of a conduit. 13. A device according to claim 11 or 12, further comprising a joint connected to the conduit, and incorporating an inlet of the valve control part, through which the tire can be inflated by means of a conduit. 14. A device according to any of the preceding claims, wherein the signal emitter comprises a radio frequency transmitter. 15. A device according to claim 14, where the transmitter is on a printed circuit board. 16. A device according to claim 15, wherein the transmitter has an antenna integrated in the printed circuit board 17. A device according to claims 11 or 12 and 15 or 16, wherein the transducer is placed in the printed circuit board. 18. A device according to any of the preceding claims, further comprising a counter connected to the transmitter, from which the transmitter can transmit a signal equivalent to the number of rotations made by each wheel, during a particular trip. 19. A device according to claim 18, wherein the counter counts the number of relative revolutions of the first and second part of the electric generator. 20. A double wheel arrangement, comprising a pair of wheels that, respectively, carry a pair of tires and a tire indicating device, according to any of the preceding claims, comprising a pair of detectors respectively coupled to the tires . 21. A vehicle comprising a plurality of wheels, each carrying a tire and devices indicating the state of the tire, according to any of claims 1 to 19, incorporating detectors to detect the conditions of each wheel. 22. A vehicle according to claim 21, further comprising a driver's cab, inside the driver's cab, a receiver for receiving signals from the transmitter. 23. A vehicle according to claim 22, wherein the receiver incorporates indicating means identifying each tire, whence the driver will receive signals indicating the condition of each tire. 24. A vehicle according to any of claims 21, 22 or 23, further comprising a microtransmitter contained within each tire. 25. A device indicating the state of a tire, substantially as described above with reference to, and illustrated in, Figures 1, 2, 3, 4, 5, 6, 7, 8, 9a and 9b of the accompanying drawings. 26. A vehicle having adapted parts that substantially operate as described above with reference to, and as illustrated in, Figures 11 or 10 of the accompanying drawings.