DE102008062075B4 - Tire pressure control system and method for tire pressure regulation - Google Patents

Abstract

Tire pressure control system in particular for vehicles with pneumatic tires (2) comprising: - at least one absorber (16) arranged on at least one wheel axle (30), - at least one tire pressure sensor (3), - at least one tire valve, - at least one pressure distributor (5 ) with switching valves; - A control and regulating device (10), - a high-pressure vessel (12), wherein the tire pressure control system (1) as a tire valve, a tire pressure control valve (4), and wherein the absorber (16) has a cylinder housing (43) in which a vibration damper piston (44) divides the cylinder volume (45) into two compression chambers (46, 47), each cooperating with at least one inlet (33) and one outlet valve (34) to form a high pressure compressor (15) in synchronism with movements of the Tilgers (16) alternately compressed air in the compression chambers (46, 47), and wherein the high-pressure container (12) with the outlet valves (34) of the compression chambers (46, 47) is pneumatically in communication, characterized in that the vibration damper piston (44) a sliding out of the cylinder housing and airtight outstanding piston rod (48) which is connected to a flywheel (49), wherein the cylinder housing (43) on a Fah rahmenachse (30) or semi-vehicle axle is fixed and the flywheel (49) oscillates to eradicate vibrations without fixation.

Description

The invention relates to a tire pressure control system, in particular for motor vehicles with pneumatic tires and a tire pressure control method. For this purpose, the tire pressure regulating system has at least one tire pressure sensor and one tire valve. In addition, the tire pressure regulating system has at least one pressure distributor with switching valves and a control and regulating device as well as a high pressure container.

From the publication WO 2005/032863 A1 a compressed air control system is known to ensure a compressed air suspension of a vehicle by means of pneumatic springs and / or pneumatic shock absorbers. This compressed air suspension system must be supplied with compressed air via a high-pressure compressor. At the same time, the deflection of the same in the air pressure shock absorbers and air springs is measured by height sensors in the air pressure springs or on the air pressure shock absorbers and the air pressure in the air pressure springs or air pressure shock absorbers is controlled.

However, this suspension of air suspension of a chassis to a vehicle frame can not meet the requirements of a tire pressure control system, since a tire pressure control system has the task, optimal tire pressure depending on the road condition, vehicle speed, vehicle load, the outside temperature and the extrapolated tire and road temperature even during optimally adjust the ride by increasing and decreasing the tire pressure in the rotating wheels.

Known tire pressure valves assume that the tire pressure is adapted to the corresponding environmental conditions when a vehicle is stationary. This means that the drive has to be stopped and the tires have to be adjusted individually by the driver manually to an optimal tire pressure. For this purpose, appropriate service stations have been approached, which have corresponding stationary high-pressure systems to provide the need for compressed air under high pressure.

To meet the requirement to regulate the tire pressure while driving, not only special tire pressure control valves are required, but also a corresponding high-pressure supply of the vehicle, which supplies the vehicle self-sufficient with appropriate pressure energy.

From the publication US Pat. No. 6,269,691 B1 a system is known which automatically regulates the tire pressure, wherein the high pressure energy is achieved by a pressure booster pump or a booster pump, the existing air pressure, which is required for example for a compressed air suspension, for air brakes or for steering and brake booster systems, on a higher pressure level as required for a Reifendruchregelsystem brings. The disadvantage of this system, however, is that a significant amount of compressed air is consumed, since the known booster pump itself must be driven by compressed air. Another disadvantage of this system is that the pressure can at most be doubled due to the structure of the booster.

From the publication DE 32 47 371 A1 a system for changing the tire pressure in motor vehicles is known. This system is supplied with compressed air from a compressor in cooperation with a compressed air tank.

From the publication EP 1 362 716 B1 a device for the automatic actuation of a tire inflation system for motor vehicles is known. For this purpose, the tire inflation system on a control electronics, which determines the tire pressure of all tires and controls a compressor to adjust the tire pressure to the respective operating and environmental conditions. For this purpose, the compressor is arranged in a system closed to the atmosphere between the tires and a pressure reservoir.

From the publication DE 91 05 745 U1 is known a piston pump compressor with pressure vessel for vehicles. In this case, the piston pump compressor is integrated into a shock absorber such that the shock absorber stroke movement is simultaneously the stroke movement of the piston pump compressor.

From the publication DE 10 2006 058 671 A1 a suspension for a motor vehicle is known, wherein the suspension is movable relative to the body relative to each other, and in a space between the two components is a medium, wherein the relative movement of the two components by means of the medium generates a transferable energy.

From the publication US Pat. No. 3,507,580 A For example, there is known a power generator having relatively movable pump parts mountable between vehicle parts having vertical relative movements, the pump device being operated to supply fluid pressure medium pressure parts.

From the publication US Pat. No. 3,688,859 a vehicle air pressure system is known. The compressed air is guided in a closed circular system, with circulating compressed air between a High pressure vessel and a low pressure vessel drives an air pressure motor.

From the publication WO 01/72 537 A1 a pneumatic system for automatically maintaining a tire pressure is known. For this purpose, the system has a compressor which is driven by the rotation of a vehicle wheel. Thereby, the air pressure of the pneumatic system of the vehicle can be increased to a desired value by a booster pump.

The object of the invention is to provide a tire pressure control system for vehicles with pneumatic tires and a tire pressure control method, which not only allows a pressure amplification, but also from the ambient pressure, starting a high pressure generation ensures for a vehicle.

This object is achieved with the independent claims. Advantageous developments of the invention will become apparent from the dependent claims.

According to the invention, a tire pressure control system for vehicles with pneumatic tires and a tire pressure control method is specified. For this purpose, the vehicle has vibration dampers which are in operative connection with at least one wheel axle. Further, the tire pressure regulating system has at least a tire pressure sensor and a tire valve. In addition, the tire pressure regulating system has at least one pressure distributor with switching valves and a control and regulating device as well as a high pressure container.

As a tire valve, the tire pressure control system has a tire pressure control valve. The vibration absorbers of the vehicle have a cylinder housing, in which at least one vibration damper piston is arranged. The cylinder housing has at least one compression chamber, which cooperates with an intake and an exhaust valve and forms a high-pressure damper high-pressure compressor in which air is compressed in synchronism with movements of the vibration damper piston. The high pressure vessel is pneumatically connected to the exhaust valves of the high pressure compressor.

Not only does this tire pressure control system have the advantage of making a vehicle independent of additional power consuming high pressure supply, it also has the advantage of employing the vibration dampers in a pressure generating manner by providing compression chambers capable of being provided with intake and exhaust valves are to use the movement of the absorbers to load a high-pressure vessel. Another advantage of the intake and exhaust valve compression chambers is that the known constructions of the absorbers are only slightly to serve as compressors. In essence, the function and characteristics of the absorbers can be maintained and, in many cases, even enhanced by the delivery of air into a high pressure vessel.

According to the invention, the absorber comprises a cylinder housing in which a vibration damper piston divides the cylinder volume into two compression chambers. The compression chambers are each provided with at least one inlet and one outlet valve and form a high pressure damper high pressure compressor. This high pressure compressor alternately compresses air in the compression chambers in synchronism with the vibration of the absorber, with the high pressure reservoir pneumatically communicating with the discharge valves of the compression chambers.

This embodiment of the invention is particularly suitable for off-highway vehicles and motor vehicles which are exposed to extreme vibration loads. Another advantage is that the absorber can be maintained in its basic concept and only redesign the sealing conditions between the two compression chambers.

Also, the placement and provision of intake and exhaust valves to the respective chambers and thus to the cylinder housing of the absorber require structural adjustments to make the absorber a high pressure damper compressor. This piston rod is connected to a flywheel, wherein the cylinder housing is fixed to a vehicle axle or a vehicle half-axle and oscillates the flywheel for the eradication of vibrations without fixation.

In a further aspect, which is considered only supplementary, and is not the subject of this application, instead of the absorber shock absorbers are redesigned so that they also have at least one air chamber, can be compressed in the air and reaches a pressure increase via corresponding inlet and outlet valves can be. For this purpose, the shock absorbers of the vehicle on an inner and an outer cylinder which are coaxially aligned and movable. In addition, the inner cylinder is equipped with an inner shock absorber piston. The outer cylinder has at least one inlet and one outlet valve and, in effect, forms the high pressure compressor which compresses air in synchronism with movements of the shock absorber piston.

For this purpose, the outer cylinder on a flexible bellows, which connects a first outer cylinder part with a second outer cylinder part airtight. The bellows encloses in cooperation with the outer cylinder parts a compressible air volume. Such a shock absorber compressor shows a completely different characteristic than conventional shock absorbers, especially when the moving parts of the shock absorber such as the shock absorber piston with its shock absorber rod and the first movable outer cylinder part are connected to the axle, while the second rigid outer cylinder part together with the shock absorber cylinder on the vehicle frame are attached.

Since this aspect has only a chamber to be compressed as a compressor, in the phase in which the shock absorber piston is moved downwards because it follows, for example, a pothole, rapid movement is enabled, which is additionally supported by the inflowing air via the input valve. On the other hand, the upward movement of the wheel results in increased damping since the compression chamber now has to work against the high pressure at the outlet. The damping is therefore strongly dependent on the direction of movement and thus asymmetrical, which can improve the shock absorber characteristic quite well, as accelerated, almost undamped downward movements of the vehicle wheel on uneven terrain are possible and with the upward movement uses increased damping.

This further aspect provides for the shock absorber of a tire pressure control system, a nearly symmetrical additional damping, since a mutually-working two-chamber system is provided, in which two compression chambers are arranged one above the other. In this case, the first movable lower outer cylinder part has an upper edge, which carries on its inside a ring seal. This ring seal is arranged airtight sliding on the outer shell of the inner cylinder and thus seals a first lower compression chamber with inlet and outlet valve. The flexible bellows is attached to the upper edge of the first moving outer cylinder part and forms an airtight upper compression chamber with inlet and outlet valves.

Such a two-chamber system changes only slightly the characteristics of a shock absorber, since in both directions up and down this shock absorber compressor work and thus does not take place in the downward movement of the shock absorber piston excessive relief of the damping, but the additional damping by the work of the compression chambers Overall damping of the shock absorber increases or offers a possibility to significantly reduce the damping by the inner cylinder with damping piston and thus save costs and weight, especially now around the inner cylinder around another strong damping chamber is formed of two chambers.

A possible realization of the tire pressure control system provides that in the outer cylinder of the shock absorber compressor, a compressor piston between the outer shell of the inner cylinder and the inner shell of the outer cylinder is arranged airtight and slidable. In this case, the compressor piston separates the space between the inner cylinder and the outer cylinder again into two compression chambers, each having at least one inlet and one outlet valve. In this aspect, the compressor piston and the shock absorber piston are rigidly connected. In addition, the inner cylinder is now divided into two parts. In this case, the outer cylinder and the rigid metal of the inner cylinder are supported on the vehicle body, while the shock absorber piston and the compressor piston are supported on a chassis axle or a semi-axle.

The respective high-pressure side of a plurality of high-pressure damper high-pressure compressors of the tire pressure control system are pneumatically connected via pressure lines to the high-pressure reservoir. On the low pressure side, the inlet valves may either be in operative communication with the ambient air, and downstream of the inlet valves an air conditioning system may be connected to supply the compression chambers with already filtered and dried air. On the other hand, it is also possible only after the exhaust valves to connect such an air conditioning system to protect the upstream switching valves of the pressure manifold. However, this can burden or damage the sealing elements in the compression chambers at high aerosol load of the ambient air, so that the life of the compression chambers and thus the vibration is greatly reduced when the vehicle and thus the tire pressure control system is operated in high particle load environments.

In a further embodiment of the invention, the high-pressure vibration compressors of a tire pressure regulating system with their intake valves can be connected to a medium-pressure supply line of a pressure supply system of a vehicle. This has the advantage that no additional air treatment system is required for the tire pressure control system, since such medium-pressure supply lines provide compressed air, which is already filtered and dried.

In a further embodiment of the invention, it is provided to set up a switching valve, which makes it possible, when filled High pressure container to supply the compressed air to a medium pressure supply line via this switching valve, so that further fuel for the entire air pressure supply system of a motor vehicle can be saved.

A method for tire pressure regulation has the following method steps. First, compressed air is stored in a high pressure vessel. In parallel, the tire pressure of the moving motor vehicle is constantly detected while driving. This measured tire pressure is compared with values that specify the optimal tire pressure depending on the road condition, the vehicle speed, the outside temperature, the extrapolated tire and road temperature and the load of the vehicle. Depending on the difference between the measured tire pressure and the optimal tire pressure, the pressure in the tire is then increased or decreased until a match between an actual and a desired tire pressure is achieved.

For this purpose, air is compressed by means of high-pressure generating vibration dampers during the drive of the vehicle, and a table which provides the values for the optimal tire pressure depending on the road condition, the vehicle speed, the outside temperature and the extrapolated tire and road temperature is in one stored central processing unit of a control and regulating device.

This method of using high pressure shock absorbers has the advantage that the air pressure supply of a vehicle consumes neither additional electrical energy nor fuel, since the drive for the required high-pressure compressors is the kinetic energy which is otherwise converted into heat. By the tire pressure control system according to the invention, this energy is used beneficially to constantly adjust the tire pressure to an optimal target tire pressure while driving.

In addition, in an application of the method in an advantageous manner, the other compressed air-dependent systems are operated with compressed air compressed by the vibration damper. For detecting the tire pressure, a central stationary tire pressure sensor can be detected in a central pressure distributor for all vehicle tires of a vehicle or for a vehicle tire group. In this case, the pressure control is performed by a corresponding central tire pressure control valve, which is arranged downstream of the central tire pressure sensor.

In a further embodiment of the invention, it is also possible to dispose decentrally in each tire a tire pressure sensor for detecting the tire pressure, which detects the tire pressure in a co-rotating manner. Such a system has the advantage that, if a single tire is damaged, the entire tire pressure supply does not collapse as in the case of a central control of the tire pressure, but only a single tire can be affected. The table, which is maintained for the optimum tire pressure, can be stored in a central processing unit of a control and regulating device of the tire pressure control system. This central processing unit can also be designed to use all digitally processed information, such as is required for the automatic anti-lock braking system or for other control and regulating mechanisms in the vehicle, for the tire pressure control system.

The invention will now be explained in more detail with reference to the accompanying figures.

1 shows a schematic diagram of tire pressure control phases of the tire pressure control system according to the invention;

2 shows a schematic diagram of a shock absorber high pressure compressor for a possible tire pressure control system, which serves to explain the new art;

3 shows a schematic diagram of another shock absorber high pressure compressor for a possible tire pressure control system, which serves to explain the new art;

4 shows a schematic diagram of another shock absorber high pressure compressor for a possible tire pressure control system, which serves to explain the new art;

5 shows a schematic diagram of a damper high-pressure compressor in the form of a damper for a tire pressure control system of an embodiment of the invention;

6 shows a schematic diagram of a tire pressure control system of an embodiment of the invention;

7 shows a schematic diagram of a tire pressure control system of another embodiment of the invention.

1 shows a schematic diagram of tire pressure control phases of the tire pressure control system according to the invention. In this case, the time t is plotted on the abscissa of the diagram in steps t ₀ , t ₁ , t ₂ , t ₃ , t ₄ , t ₅ and t ₆ and the ordinate the pressure D. In this diagram are six Tire pressure control phases I-VI distinguished, the different pressure levels in mean pressure M _D , tire pressure R _D and high pressure H _{D are} plotted on the ordinate schematically.

On the right side are the associated components, in which the different pressure levels affect, in the form of a medium-pressure tank 13 with a medium pressure sensor 24 for medium pressure M _D and a tire 2 with a tire pressure sensor 3 that of a tire pressure control valve 4 while driving with an adapted tire pressure R _{D is} supplied. In this illustration is the tire 2 on a tire rim 17 arranged and the tire pressure control system 4 arranged decentrally on each wheel. Finally, in a high pressure vessel 12 with a sensor 25 that in corresponding high-pressure shock absorbers 14 high pressure generated. This is the shock absorber high pressure compressor 14 with its corresponding exhaust valves 34 in operative connection with the high-pressure vessel 12 as it is the dashed pneumatic lines in 1 demonstrate.

In the first phase I is assumed in the period between t ₀ and t ₁ that initially the high-pressure vessel 12 only the vehicle supply pressure in the form of a mean pressure M _D or even only the ambient pressure, however, the tires are already at their desired pressure R _DS . Also required for the various functions of the vehicle and brake application, brake boost, steering gain or air filtering medium pressure M _D is also at its desired strength. In this tire pressure control phase, the vehicle is parked for a long period of time t ₀ to t ₁ .

If the vehicle is now set in motion, begins the tire pressure control phase II, in which the high-pressure vessel 12 with the help of the shock absorber high pressure compressor shown here by way of example and schematically 15 is pressurized, which can achieve a maximum high pressure H _DO with increasing work of the shock absorber. Be the shock absorber high pressure compressors 15 of a vehicle at its input valves 33 supplied with medium pressure M _D , so when charging the high-pressure vessel 12 the pressure in the medium pressure vessel 13 take off what with the help of a corresponding sensor 24 is monitored. Charging the high-pressure tank 12 to an upper high pressure value H _DO can also in the tire pressure control phase 11 be associated with that a new, for example, lower tire pressure setpoint D _{S is given} by a setpoint table. This is provided, for example, when the load of the vehicle decreases, the speed of the vehicle increases or a change of the roadway from a tarmac road to a gravel road is made. In this case, the prescribed tire pressure setpoint is continuously reduced, the tire pressure can also temporarily drop below this setpoint.

In the tire pressure control phase III between the times t ₂ and t ₃ , the pressure in the tire is now from the high-pressure vessel 12 stored high pressure volume to the new setpoint, if it is higher than the tire pressure R _D , at time t ₂ in the tire by means of a decentralized co-rotating tire pressure sensor 3 is measured. Because this compressed air is the high pressure vessel 12 is removed and via the high pressure control valve 4 the tire 2 is fed, the medium pressure remains in the medium-pressure vessel 13 constant at an extremely low level, as is 1 shows while the pressure in the high-pressure vessel 12 decreases and the pressure in the tire rises to the desired value R _DS .

In Phase IV, the type of shock-type high-pressure compressors causes the high pressure in the high pressure vessel 12 is recharged to its maximum H _DO while maintaining the tire pressure setpoint R _DS in the tire. Unless the shock absorber high pressure compressor 14 about his intake valves 33 is supplied by the ambient air, the pressure remains in the medium-pressure vessel 13 almost constant. However, this is the low pressure side of the high pressure shock absorbers with their intake valves 33 to a medium pressure supply line or to the medium pressure vessel 13 Connected and is powered by the shock absorber high pressure compressors 14 merely brought about a pressure gain, the pressure in the medium-pressure vessel decreases 13 slightly further down.

In the tire pressure regulation phase V, it is determined that the tire pressure R _D is too high for the boundary conditions under which the vehicle is during the journey, so that tire pressure must be reduced again in the subsequent tire pressure regulation phase VI. At the same time, the excess pressure in the high-pressure vessel 12 be used to switch the medium pressure vessel via a switching valve 13 recharge or to supply the intermediate pressure vessel from the tires corresponding excess compressed air. Thus, in the tire pressure control phase VI between t ₅ and t _6, the tire pressure can drop to its desired value and at the same time the general air pressure system and the general air pressure supply of the vehicle from the high pressure generation of the shock absorber can be fed, so that the medium-pressure vessel 13 again can reach its initial value, which is present in the tire pressure control phase I.

2 shows a schematic diagram of a shock absorber high pressure compressor for a possible tire pressure control system, which serves to explain the new art. Such a shock absorber compressor is between a vehicle frame 37 and a wheel axle 30 arranged, with the wheel axle 30 opposite the vehicle frame 37 is moved in the direction of arrows A at corresponding unevenness of the route. To generate high pressure, the shock absorber 14 an interior 50 and an outer cylinder 51 on, which are aligned coaxially with each other. In this case, the inner cylinder has an inner shock absorber piston 52 on and the outer cylinder 51 has at least one inlet valve 33 and an exhaust valve 34 on that with an in 1 shown high pressure vessel 12 interact.

This is synchronized with the movements of the shock absorber piston 52 Air in the compression chamber 46 between the outer cylinder 51 and the inner cylinder 50 is present, compressed and via the exhaust valve 34 the in 1 shown high pressure vessel 12 fed. In this embodiment of the invention, the high pressure generating shock absorber 14 only a compression chamber on the outside through an outer cylinder 51 is limited. The outer cylinder 51 has a flexible bellows 60 which is a first lower moving outer cylinder part 54 with an upper rigid second outer cylinder part 55 airtight connects.

The bellows encloses in cooperation with the outer cylinder parts 54 and 55 a compressible air volume 56 that via the inlet valve 33 is admitted and as compressed air through the exhaust valve 34 to the in 1 shown high pressure vessel 12 is delivered. The lower movable outer cylinder part 54 is with a piston rod 48 of the shock absorber piston 52 rigidly connected so that the shock absorber piston 52 synchronous with the lower first outer cylinder part 54 in the direction of the arrow A can move.

3 shows a schematic diagram of another shock absorber high pressure compressor for a possible tire pressure control system, which serves to explain the new art. This additional shock-type high pressure compressor also has a bellows 16 on, however, has the first outer cylinder part 54 an upper edge, which has on its inside a ring seal on the outer shell 59 of the inner cylinder 50 is arranged airtight conductive. This forms a lower compression chamber 46 out with an intake 33 and an exhaust valve 34 Is provided. To the top 57 of the first outer cylinder part 54 closes the bellows 60 on the second upper rigid outer cylinder part 55 connected airtight, leaving a second compression chamber 47 arises, in turn, with an inlet valve 33 and an exhaust valve 34 Is provided. For movements of the shock absorber piston 52 Thus, in each case A compressed air is generated in both directions A, provided a threshold pressure of the exhaust valves 34 the compression chambers 46 and 47 is overcome.

4 shows a schematic diagram of another shock absorber high pressure compressor 15 for a possible tire pressure control system, which serves to explain the new technique. Components having the same functions as in the preceding figures are identified by the same reference numerals and will not be discussed further. This shock-type high-pressure compressor differs from the previous embodiments as shown in FIG 2 and 3 be shown, in that in the outer cylinder 51 a compressor piston 53 is arranged, which synchronously with the shock absorber piston 52 moves and the the compressible air volume 56 between the outer cylinder 51 and the inner cylinder 50 in a lower compression chamber 46 and an upper compression chamber 47 separates.

Compared to that in the embodiments according to 2 and 3 shock absorber high-pressure compressors shown, no bellows is required for this embodiment of the invention, but only an additional ring seal, wherein the outer cylinder can be made in one piece, while now the inner cylinder 50 two inner cylinder parts 64 and 65 has, which are arranged in each other slidable and airtight. To seal this high-pressure compressor shock thus at least three ring seals 58 . 68 and 69 required, with the ring seals 58 and 68 the compressor piston 53 opposite the outer wall 59 of the inner cylinder 50 and the inner wall 62 of the outer cylinder 51 seal and the seal 69 the lower compression chamber 46 on the outer jacket of the lower moving inner cylinder part 64 slidable seals.

5 shows a schematic diagram of a high-pressure damper high-pressure compressor 15 in the form of a damper 16 for a tire pressure regulating system of one embodiment of the invention. Such a absorber is intended to reduce vibrations of a wheel axle, especially in off-road driving. This is in a cylinder housing 43 a vibration damper piston 44 arranged, via a piston rod 48 coming out of the cylinder housing 43 protrudes with a flywheel 49 mechanically connected. The cylinder housing 43 is one-sided on a wheel axle 30 fixed. The enclosed in the cylinder housing air volume 56 is through the vibration damper piston 44 in two compression chambers 46 and 47 shared, each with an inlet valve 33 and an exhaust valve 34 are equipped so that via the inlet valve 33 recycled or not recycled ambient air can penetrate, so that with each movement in the directions A air in one of the two compression chambers 46 or 47 is compressed, and about the respective exhaust valve 34 to the in 1 shown high pressure vessel 12 can be delivered. The vibration damper piston 44 has a ring seal 58 on so that the vibration damper piston 44 airtight and sliding against the inside 62 can be moved in the directions of the arrow A.

6 shows a schematic diagram of a tire pressure control system 1 a further embodiment of the invention. This will be done in 6 a tire pressure regulation system 1 with six pneumatic tires 2 shown distributed on six vehicle half-axles. The movement of the vibration dampers in the form of absorbers 16 , which are mounted on the vehicle half-axles, form high-pressure damper high-pressure compressors 15 in this embodiment of the invention on their low pressure sides 36 with their intake valves 33 with the ambient air 31 via an air treatment system 32 connected, the air treatment system 32 at least one particle filter 26 and an air drying device 27 having. Such an air treatment device 32 can also be upstream of the high pressure side of the compressors 15 be arranged and in the high pressure line 35 be integrated.

The exhaust valves 34 the vibration damper high pressure compressors 15 be via a check valve 38 a high pressure vessel 12 supplied, the pressure of which via a pressure sensor 25 measured and connected to a control and regulating device 10 is transmitted. While in this embodiment of the invention decentralized tire pressure control valves 4 for every tire 2 are provided and decentralized tire pressure sensors 3 for each tire individually detect the tire pressure, with a corresponding dashed marking in the pressure manifold 5 a central tire pressure control valve 42 arranged, which could control the tire pressure centrally, for which instead of the tire pressure control valves 4 only an opening or access to the tires is required. At the same time, the tire pressure can also be centrally with a central tire pressure sensor 41 are also measured in the pressure manifold 5 is arranged and marked here as an alternative with dashed border. The high pressure vessel 12 is loaded with high pressure by the high-pressure damper high-pressure compressors and stands with the pressure distributor 5 in operative connection, in turn, via the tire pressure control valves 4 The tire pressure in the tires optimally adapts to the road conditions, the temperature conditions and / or the loading conditions as well as to the speed of the vehicle.

7 shows a schematic diagram of a tire pressure control system 1 a further embodiment of the invention. Components with the same functions as in 6 are denoted by like reference numerals and will not be discussed separately. The difference of this further embodiment of the invention over in 6 shown tire pressure control system 1 then exists that the low pressure side 36 the vibration damper high pressure compressors 15 is connected to a medium pressure supply of the vehicle. Furthermore, this embodiment of the invention has a switching valve 8th on, the excessively generated high pressure from the high-pressure vessel 12 in the medium-pressure supply line 11 and thus in the medium-pressure vessel 13 can feed.

LIST OF REFERENCE NUMBERS

1

Tire Inflation System

2

pneumatic tires

3

Tire pressure sensor

4

Tire pressure control valve

5

pressure distributor

8th

switching valve

10

Control and regulating device

11

Medium pressure line

12

High pressure vessel

13

Intermediate pressure vessel

14

Shock absorbers or vibration absorbers (absorbers)

15

Shock or vibration damper high pressure compressor

16

absorber

17

tire rim

25

High pressure sensor

26

air filter

27

air dryer

30

wheel axle

31

ambient air

32

Air conditioning system

33

pressure valve

34

pressure valve

35

pressure line

36

Low pressure side

37

vehicle frame

38

check valve

39

check valve

41

central tire pressure sensor

42

central tire pressure control valve

43

cylinder housing

44

Vibration damping piston

45

cylinder volume

46

compression chamber

47

compression chamber

48

piston rod

49

Inertia

50

inner cylinder

51

outer cylinder

52

shock absorber pistons

53

compressor piston

54

first outer cylinder part

55

second outer cylinder part

56

compressible air volume

57

upper edge (of the first outer cylinder part)

58

ring seal

59

Outer jacket (of the inner cylinder)

60

bellow

61

lower edge (of the second outer cylinder part)

62

Inside of the outer cylinder

64

Inner cylinder part

65

Inner cylinder part

68

ring seal

69

ring seal

D

print

H _D

high pressure

H _DO , H _YOU

compressed air

M _D

medium pressure

R _D

tire pressure

R _DS

optimal tire pressure

R _DO , R _YOU

measured tire pressure

Claims (10)

Tire pressure regulating system, in particular for vehicles with pneumatic tires ( 2 ) comprising: - at least one absorber ( 16 ), which on at least one wheel axle ( 30 ), - at least one tire pressure sensor ( 3 ), - at least one tire valve, - at least one pressure distributor ( 5 ) with switching valves; - a control and regulating device ( 10 ), - a high-pressure vessel ( 12 ), wherein the tire pressure regulating system ( 1 ) as a tire valve, a tire pressure control valve ( 4 ), and wherein the absorber ( 16 ) a cylinder housing ( 43 ), in which a vibration damper piston ( 44 ) the cylinder volume ( 45 ) in two compression chambers ( 46 . 47 ), each with at least one inlet ( 33 ) and an outlet valve ( 34 ) and a vibration damper high-pressure compressor ( 15 ) synchronous with movements of the absorber ( 16 ) alternately air in the compression chambers ( 46 . 47 ) and the high pressure container ( 12 ) with the exhaust valves ( 34 ) of the compression chambers ( 46 . 47 ) is pneumatically connected, characterized in that the vibration damper piston ( 44 ) a sliding out of the cylinder housing and air-tight protruding piston rod ( 48 ) equipped with a flywheel ( 49 ), wherein the cylinder housing ( 43 ) on a vehicle axle ( 30 ) or semi-vehicle axle is fixed and the flywheel ( 49 ) vibrates to eradicate vibrations without fixation. Tire pressure regulating system according to claim 1, characterized in that the exhaust valves ( 34 ) Are pressure valves which have an open position when a threshold pressure is exceeded and maintain a closed position below the threshold pressure. Tire pressure control system according to claim 1 or claim 2, characterized in that a plurality of high-pressure vibration-damping compressors ( 15 ) of a tire pressure regulating system ( 1 ) via pressure lines ( 35 ) with the high pressure container ( 12 ) communicate pneumatically. Tire pressure regulating system according to one of the preceding claims, characterized in that the high-pressure vibration-damping compressors ( 15 ) of a tire pressure regulating system ( 1 ) with their inlet valves ( 33 ) to an air conditioning system ( 32 ) connected to the ambient air ( 31 ) connected is. Tire pressure regulating system according to one of the preceding claims, characterized in that the high-pressure vibration-damping compressors ( 15 ) of a tire pressure regulating system ( 1 ) with their inlet valves ( 33 ) to a medium pressure supply line ( 11 ) are connected to a pressure supply system of a vehicle. Tire pressure control system according to claim 5, characterized in that the high-pressure damper high-pressure compressors ( 15 ) of a tire pressure regulating system ( 1 ) with filled high-pressure container ( 12 ) their compressed air of the medium pressure supply line ( 11 ) via a switching valve ( 8th ) respectively. Tire pressure control method with the following method steps - storing compressed air in a high-pressure vessel ( 12 ); - Detecting a tire pressure (R _D ) when the vehicle is moving; Comparing the measured tire pressure (R _DO , R _DU ) with values representing the optimum tire pressure (R _DS ) as a function of the road condition, Vehicle speed, the outside temperature and the extrapolated tire and road temperature provide, - Increasing or decreasing the tire pressure (R _D ) depending on the difference between actual tire pressure (R _D ) and the optimal tire pressure (R _DS ) until a match between actual and target tire pressure wherein compression of air by high pressure generating damper high pressure compressors ( 15 ) with the features of claim 1 during the drive of the vehicle, and that a table which provides the optimal tire pressure (R _DS ) depending on the road condition, the vehicle speed, the outside temperature and the extrapolated tire and road temperature, in a central Computing unit of a control and regulating device ( 10 ) is stored. A method according to claim 7, characterized in that by the high-pressure muffler ( 15 ) compressed air to the other compressed-air-dependent systems of a vehicle are operated. A method according to claim 7 or claim 8, characterized in that for detecting a central stationary tire pressure sensor ( 41 ) into a central pressure distributor ( 5 ) for the vehicle tires ( 2 ) or a vehicle tire group detects the tire pressure (R _D ). Method according to one of claims 7 to 9, characterized in that for detecting the tire pressure (R _D ) decentralized in each tire ( 2 ) arranged co-rotating tire pressure sensors ( 3 ) detect the tire pressure (R _D ).

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