JP2008174165A - Tire pressure adjusting device - Google Patents

Abstract

To provide a tire pressure adjusting device capable of realizing a quiet driving environment and capable of frequently adjusting a tire pressure.
A tire pressure adjusting device for adjusting the air pressure of a plurality of tires FR, FL, RR, RL provided in a vehicle and connected to a first tire among the plurality of tires FR, FL, RR, RL. It is possible to connect to the first pressure chamber C1 whose inner volume is variable and a second tire different from the first tire among the plurality of tires FR, FL, RR, RL, and the inner volume is large. The second pressure chamber C2 having a variable length, and a drive unit that drives to decrease the other internal volume in conjunction with an increase in one internal volume of the first pressure chamber C1 and the second pressure chamber C2. 20.
[Selection] Figure 1

Description

  The present invention relates to a tire air pressure adjusting device that adjusts the air pressure of a plurality of tires provided in a vehicle.

For the purpose of stable running of a vehicle, a tire air pressure adjusting device that adjusts the air pressure of a plurality of tires provided in the vehicle has been proposed (see, for example, Patent Documents 1 to 3).
JP 2006-62381 A JP 2006-96100 A Japanese Patent No. 3807140

  A conventional tire pressure adjusting device has a compressor that compresses air to a high pressure and an accumulator that stores high-pressure air. The compressor has a problem that it cannot provide a quiet driving environment to the driver of the vehicle in order to generate an operating noise. Further, when the frequency of adjusting the tire pressure is increased, there is a problem in that the amount of high-pressure air consumption increases and the capacity of the compressor and accumulator must be increased.

  In view of the above problems, an object of the present invention is to provide a tire pressure adjusting device that can realize a quiet driving environment and can adjust tire pressure frequently.

  The present invention is a tire air pressure adjusting device that adjusts the air pressure of a plurality of tires provided in a vehicle, and is capable of being connected to a first tire of the plurality of tires and having a variable internal volume. A first pressure chamber, a second pressure chamber that is connectable to a second tire different from the first tire in the plurality of tires, and has a variable internal volume, the first pressure chamber, and the second pressure chamber And a drive unit that is driven to increase the internal volume of one of the pressure chambers to decrease the internal volume of the other.

  According to the present invention, for example, when the internal volume of the first pressure chamber is increased by the drive unit, the pressure of the first pressure chamber is reduced according to Boyle-Charles' law, and the first pressure chamber that can be connected to the first pressure chamber. The pressure of one tire can be lowered. On the other hand, in the second pressure chamber, since the internal volume decreases in conjunction with the increase in the internal volume of the first pressure chamber, the pressure in the second pressure chamber rises and can be connected to the second pressure chamber. 2 The tire pressure can be increased. In this way, by increasing the internal volume of the first pressure chamber, it is possible to adjust the tire air pressure by lowering the air pressure of the first tire and increasing the air pressure of the second tire. Conversely, by reducing the internal volume of the first pressure chamber, it is possible to adjust the tire pressure such that the air pressure of the first tire is increased and the air pressure of the second tire is decreased.

  In the process of increasing or decreasing the air pressure of each of the first tire and the second tire, the air is held in the first tire, the second tire, the first pressure chamber, and the second pressure chamber, and the air is externally supplied. It is not released and consumed. For this reason, in the tire pressure adjusting device of the present invention, it is possible to omit a compressor and an accumulator that supply air compressed to a high pressure in order to compensate for the released air. Since the compressor that generates the operating noise can be omitted, a quiet driving environment can be provided to the vehicle driver. Also, even for high-frequency tire pressure adjustment, the tire pressure adjustment device of the present invention does not consume air, so it is not necessary to supply high-pressure compressed air, and the time required for this supply can be saved. High frequency adjustment is possible.

  The first pressure chamber and the second pressure chamber are preferably formed by dividing the inside of the pressure vessel into two by a partition member. According to this, each internal volume of a 1st pressure chamber and a 2nd pressure chamber can be increased / decreased only by moving a partition member. Further, when the internal volume of one of the first pressure chamber and the second pressure chamber is increased, the other internal volume can be decreased in conjunction with it, so that the tire pressure adjusting device of the present invention can be easily implemented. Can do. Specifically, as the partition member, a piston that can slide on the inner wall of the pressure vessel, or a diaphragm valve whose periphery is fixed to the inner wall of the pressure vessel can be used.

When the vehicle is a four-wheel vehicle, it can be set to at least one mode among a left-right mode and a front-rear mode,
In the left-right mode, one of the first pressure chamber and the second pressure chamber is connected to the tires of the left front wheel and the left rear wheel, and the first pressure chamber is connected to the tires of the right front wheel and the right rear wheel. And the other one of the second pressure chamber is connected,
In the front-rear mode, one of the first pressure chamber and the second pressure chamber is connected to the tires of the left front wheel and the right front wheel, and the tires of the left rear wheel and the right rear wheel are The remaining one of the first pressure chamber and the second pressure chamber is preferably connected.

  According to this, in the left-right mode, the tires that lower the air pressure of the left front wheel and the left rear wheel (for example, corresponding to the first tire) and increase the air pressure of the right front wheel and the right rear wheel (for example, corresponding to the second tire). The air pressure can be adjusted. The tire pressure can be adjusted by increasing the air pressure of the left front wheel and the left rear wheel, and decreasing the air pressure of the right front wheel and the right rear wheel. In the front-rear mode, the tire pressure can be adjusted by lowering the air pressure of the left front wheel and right front wheel (e.g., corresponding to the first tire) and increasing the air pressure of the left rear wheel and right rear wheel (e.g., corresponding to the second tire). Become. The tire pressure can be adjusted by increasing the air pressure of the left front wheel and the right front wheel, and decreasing the air pressure of the left rear wheel and the right rear wheel. According to the left / right mode, when the vehicle curves, the left / right inclination of the vehicle can be corrected, and the grip force on the road surface of the tire can be adjusted with the right wheel of the left wheel, so that stable running is possible. According to the front / rear mode, when the vehicle is accelerated / decelerated, the front / rear inclination of the vehicle can be corrected, and the grip force on the road surface of the tire can be adjusted by the front and rear wheels, so that stable running is possible.

When the vehicle is a four-wheel vehicle, the vehicle has a switching valve for switching at least two modes among the three modes of X mode, left and right mode, and front and rear mode,
In the X mode, one of the first pressure chamber and the second pressure chamber is connected to the tires of the left front wheel and the right rear wheel, and the first pressure chamber is connected to the tires of the right front wheel and the left rear wheel. And the other one of the second pressure chamber is connected,
In the left-right mode, either the first pressure chamber or the second pressure chamber is connected to the tires of the left front wheel and the left rear wheel, and the tires of the right front wheel and the right rear wheel are The remaining one of the first pressure chamber and the second pressure chamber is connected;
In the front-rear mode, one of the first pressure chamber and the second pressure chamber is connected to the tires of the left front wheel and the right front wheel, and the tires of the left rear wheel and the right rear wheel are The remaining one of the first pressure chamber and the second pressure chamber is preferably connected.

  According to this, in the X mode, the tires that lower the air pressure of the left front wheel and the right rear wheel (for example, corresponding to the first tire) and increase the air pressure of the right front wheel and the left rear wheel (for example, corresponding to the second tire). The air pressure can be adjusted. The tire pressure can also be adjusted by increasing the air pressure of the opposite left front wheel and right rear wheel and decreasing the air pressure of the right front wheel and left rear wheel. According to the X mode, even if an air leak occurs in one of the four tires, the air pressure of the tire located on the opposite side of the tire where the air leaked will decrease, but the remaining air Since the two tires not leaking are also located diagonally, the vehicle can be stably stopped by the remaining two tires not leaking air.

  Then, by switching at least two of the three modes of the X mode, the left / right mode, and the front / rear mode, it is possible to adjust the tire pressure optimal for various driving environments. For example, set to X mode during normal driving, switch to left / right mode when the vehicle curves, switch to front / rear mode when the vehicle accelerates / decelerates, and switch to X mode after curve / acceleration / deceleration Can be considered.

When the vehicle is a four-wheel vehicle, the vehicle has a switching valve that switches between at least one mode and a neutral mode among two modes of a left-right mode and a front-rear mode,
In the left-right mode, one of the first pressure chamber and the second pressure chamber is connected to the tires of the left front wheel and the left rear wheel, and the first pressure chamber is connected to the tires of the right front wheel and the right rear wheel. And the other one of the second pressure chamber is connected,
In the front-rear mode, one of the first pressure chamber and the second pressure chamber is connected to the tires of the left front wheel and the right front wheel, and the tires of the left rear wheel and the right rear wheel are The remaining one of the first pressure chamber and the second pressure chamber is connected;
In the neutral mode, it is preferable that the tires of the left front wheel, the left rear wheel, the right front wheel, and the right rear wheel are not connected to the first pressure chamber and the second pressure chamber.

  According to this, in the neutral mode, the tires of the left front wheel, the left rear wheel, the right front wheel, and the right rear wheel are not connected to each other, so that air leaks in one of the four tires. Even in this case, the vehicle can be stably stopped with the remaining three tires that do not leak air.

  Then, by switching between at least one of the left and right modes and the front and rear mode and the neutral mode, it is possible to adjust the tire pressure optimal for various driving environments. Specifically, set to neutral mode during normal driving, switch to left / right mode when the vehicle curves, or switch to front / rear mode when the vehicle accelerates / decelerates. It is possible to switch to.

  According to the present invention, it is possible to provide a tire pressure adjusting device that can realize a quiet driving environment and can adjust the tire pressure frequently.

  Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. In each figure, common portions are denoted by the same reference numerals, and redundant description is omitted.

(First embodiment)
FIG. 1 is a configuration diagram of a tire air pressure adjusting device 1 according to a first embodiment of the present invention. The tire pressure adjusting device 1 is mounted on a vehicle. The vehicle includes a left front wheel tire FL and a right front wheel tire FR respectively disposed on the front left and right sides of the vehicle, a left rear wheel tire RL and a right rear wheel tire respectively disposed on the left and right sides of the vehicle. RR. When the steering wheel 15 is rotated by the driver, the movement caused by the rotation is transmitted to the left front wheel tire FL and the right front wheel tire FR via the steering shaft 13 and the steering gear box 14. Thus, the vehicle can be steered.

  The tire pressure adjusting device 1 includes a control device ECU, a steering angle sensor 16, a yaw rate sensor 17, and a vehicle speed sensor 18.

  The steering angle sensor 16 transmits a steering angle signal θ corresponding to the steering angle θ of the steering wheel 15 to the control device ECU. According to the steering angle sensor 16, the control device ECU can determine whether the vehicle is traveling straight, rotating in the right direction, or rotating in the left direction.

  The yaw rate sensor 17 transmits a yaw rate signal γ corresponding to the yaw rate γ generated around the center of gravity of the vehicle to the control device ECU. Also by the yaw rate sensor 17, the control unit ECU can determine whether the vehicle is traveling straight, rotating in the right direction, or rotating in the left direction.

  The vehicle speed sensor 18 transmits a vehicle speed signal V corresponding to the vehicle speed V of the vehicle to the control device ECU. According to the vehicle speed sensor 18, the control device ECU can determine whether the vehicle is accelerating, decelerating, or neither accelerating nor decelerating.

  Further, the tire air pressure adjusting device 1 includes a pressure vessel 2, a partition member 3 that partitions the inside of the pressure vessel 2 into two, and a drive unit 20 that moves the partition member 3. A first pressure chamber C1 and a second pressure chamber C2 are formed in the pressure vessel 2 by dividing the inside of the pressure vessel 2 into two by the partition member 3. A seal 4 is provided between the inner wall of the pressure vessel 2 and the partition member 3, and the first pressure chamber C1 and the second pressure chamber C2 are separated so as to be airtight.

  The drive unit 20 is rotated by a control signal D1 from the control device ECU, a ball screw 8 that is connected to a rotation shaft of the motor M1 and rotates to move the partition member 3, and the ball screw 8 is freely rotatable. A bearing 5 that is supported on the inner wall of the pressure vessel 2, a bearing 7 that rotatably supports the rotation shaft of the motor M1 at the opening of the pressure vessel 2, and a rotation shaft of the motor M1 and an opening of the pressure vessel 2. And a shaft seal 6 provided between them to hold the second pressure chamber C2 in an airtight manner. And according to the drive part 20, the partition member 3 can be moved in the direction of the bearing 5 or the direction away from the bearing 5 while keeping each of the first pressure chamber C1 and the second pressure chamber C2 airtight. it can.

  As the partition member 3, a piston that can slide the inner wall of the pressure vessel 2 is used. By sliding and moving the partition member 3, the internal volumes of the first pressure chamber C1 and the second pressure chamber C2 can be increased or decreased. When the partition member 3 is moved in the direction of the bearing 5, the internal volume of the first pressure chamber C1 can be decreased, and the internal volume of the second pressure chamber C2 can be increased in conjunction with it. Conversely, when the partition member 3 is moved away from the bearing 5, the internal volume of the first pressure chamber C1 can be increased, and the internal volume of the second pressure chamber C2 can be decreased in conjunction with it.

Since the first pressure chamber C1 is connected to the left front wheel tire FL and the right front wheel tire FR via the first pipe 11, the pressure P _{C1 in} the first pressure chamber _C1 is the left front wheel tire FL. Is equal to the air pressure PFR of the right front wheel tire FR.

Since the second pressure chamber C2 is connected to the left rear wheel tire RL and the right rear wheel tire RR via the second pipe 12, the pressure P _{C2 in} the second pressure chamber _C2 is the left rear wheel. The air pressure PRL of the tire RL is equal to the air pressure PRR of the right rear wheel tire RR.

By the drive unit 20, for example, increasing the internal volume of the first pressure chamber C1, according to Boyle-Charles's Law (PV / T = constant), the pressure P _C1 of the first pressure chamber C1 is reduced, first The air pressure PFL of the left front wheel tire FL connected to the pressure chamber C1 and the air pressure PFR of the right front wheel tire FR can be lowered. On the other hand, in the second pressure chamber C2, since the internal volume decreases in conjunction with the increase in the internal volume of the first pressure chamber C1, the pressure P _C2 of the second pressure chamber C2 rises and the second pressure chamber _C2 increases. The air pressure PRL of the left rear wheel tire RL connected to C2 and the air pressure PRR of the right rear wheel tire RR can be increased. Thus, by increasing the internal volume of the first pressure chamber C1, the air pressure PFL of the left front wheel tire FL and the air pressure PFR of the right front wheel tire FR are lowered, and the air pressure PRL of the left rear wheel tire RL and the right rear wheel are reduced. The tire pressure can be adjusted by increasing the air pressure PRR of the wheel tire RR. Conversely, by reducing the internal volume of the first pressure chamber C1, the air pressure PFL of the left front wheel tire FL and the air pressure PFR of the right front wheel tire FR are increased, and the air pressure PRL of the left rear wheel tire RL and the right rear wheel are increased. It is possible to adjust the tire air pressure by reducing the air pressure PRR of the tire RR.

  Specifically, the inner volume of each of the left front wheel tire FL, the right front wheel tire FR, the left rear wheel tire RL, and the right rear wheel tire RR is 30 (liters). Accordingly, the sum of the inner volumes of the front left tire FL and the right front tire FR, and the rear left tire RL and the right rear tire RR of the rear wheel tire RR, respectively, 60 (= 30 × 2) (liter). When the internal volumes of the first pressure chamber C1 and the second pressure chamber C2 are equal to each other, assuming that the internal volumes are 6 (liters), which is 10% of the sum, the first pressure chamber C1 and the second pressure chamber C2 The internal volume of each chamber C2 can be increased or decreased in the range from 0 (liter) to 12 (= 6 + 6) (liter).

Here, with the internal volume of each of the first pressure chamber C1 and the second pressure chamber C2 being 6 (liters), the left front wheel tire FL, the right front wheel tire FR, the left rear wheel tire RL, and the right rear wheel It is assumed that air is packed in the tire RR, the first pressure chamber C1, and the second pressure chamber C2 so that the air pressure becomes 2.0 (kg / cm ² ) (corresponding to 2.0 × 10 ⁵ Pa). If the internal volumes of the first pressure chamber C1 and the second pressure chamber C2 are changed to 0 (liter) and 12 (liter), as shown in the following formula, the first pressure chamber C1 or the second pressure chamber C2 Is 0 (liter), the air pressure of the first pressure chamber C1 or the second pressure chamber C2 with the internal volume of 0 (liter) and the air pressure of the tire connected thereto is 2.2 (kg / cm ^2). (Corresponding to 2.2 × 10 ⁵ Pa), and when the internal volume of the first pressure chamber C1 or the second pressure chamber C2 is 12 (liters), the first pressure chamber C1 having an internal volume of 12 (liters) Alternatively, the air pressure of the second pressure chamber C2 and the air pressure of the tire connected thereto are 1.8 (kg / cm ² ) (corresponding to 1.8 × 10 ⁵ Pa). Thus, the tire air pressure can be adjusted in the range of 1.8 (kg / cm ² ) to 2.2 (kg / cm ² ).

(60 + 6) (liter) x 2.0 (kg / cm ² )
= (60 + 0) (liter) x 2.2 (kg / cm ² )
= (60 + 12) (liter) x 1.8 (kg / cm ² )

  In the process of increasing / decreasing the air pressure PFL of the left front wheel tire FL, the air pressure PFR of the right front wheel tire FR, the air pressure PRL of the left rear wheel tire RL, and the air pressure PRR of the right rear wheel tire RR, The air is held in the first pressure chamber C1, the left front wheel tire FL, and the right front wheel tire FR that communicate with each other, or the second pressure chamber C2, the left rear wheel tire RL, and the right rear wheel that communicate with each other. Since it is held in the tire RR, air is not discharged and consumed outside. For this reason, the compressor and the accumulator which supply the air compressed to high pressure in order to supplement the released air can be omitted. Since the compressor that generates the operating noise can be omitted, a quiet driving environment can be provided to the vehicle driver. In addition, since the tire air pressure can be adjusted only by moving the partition member 3, it is possible to adjust the frequency frequently only by moving the partition member 3 frequently. Further, by omitting the compressor and the accumulator, the number of parts as the tire pressure adjusting device can be reduced, so that the reliability with respect to failure can be improved, and there is also a space saving effect. By omitting the compressor, the operation time of the compressor can be saved, so that the time required for air pressure adjustment can be shortened.

  Adjustment is made so that a difference in air pressure occurs between the front wheel side of the left front wheel tire FL and the right front wheel tire FR, and the rear wheel side of the left rear wheel tire RL and the right rear wheel tire RR. Therefore, such an adjustment method is referred to as a front / rear mode.

  According to the front-rear mode, the tire air pressure adjusting device 1 functions as follows when the vehicle is decelerated. At the time of deceleration, the vehicle is turned forward, so the front of the vehicle is lower than usual. Also at this time, the vehicle speed sensor 18 transmits the vehicle speed signal V corresponding to the vehicle speed V of the vehicle to the control device ECU, and the control device ECU determines that the vehicle is decelerating based on the vehicle speed signal V. To do. Based on this deceleration determination, the control unit ECU transmits a control signal D1 to the motor M1 so as to rotate in a direction in which the internal volume of the first pressure chamber C1 decreases.

As shown in FIG. 2, the motor M1 rotates based on the control signal D1, and the ball screw 8 rotates, so that the partition member 3 moves in the direction of the first pressure chamber C1, and the first pressure chamber C1. The internal volume of is reduced. On the other hand, the internal volume of the second pressure chamber increases. Then, the pressure P _C1 in the first pressure chamber C1 increases, and the air pressure PFL of the left front wheel tire FL and the air pressure PFR of the right front wheel tire FR also increase. Conversely, the pressure P _C2 in the second pressure chamber C2 decreases, and the air pressure PRL of the left rear wheel tire RL and the air pressure PRR of the right rear wheel tire RR also decrease. As a result, the vehicle can relieve forward tearing.

Further, according to the front-rear mode, the vehicle is in a front-up state when accelerating the vehicle, in particular, when starting, as opposed to decelerating, so the front of the vehicle is higher than usual. Therefore, when the control device ECU determines that the vehicle is accelerating based on the vehicle speed signal V by the same method as described above, the control device ECU causes the motor M1 to move to the first pressure chamber based on this acceleration determination. A control signal D1 is transmitted so as to rotate in the direction in which the internal volume of C1 increases. The motor M1 moves the partition member 3 in the direction of the second pressure chamber C2 based on the control signal D1, and the internal volume of the first pressure chamber C1 increases. On the other hand, the internal volume of the second pressure chamber decreases. Then, the pressure P _C1 in the first pressure chamber C1 decreases, and the air pressure PFL of the left front wheel tire FL and the air pressure PFR of the right front wheel tire FR also decrease. Conversely, the pressure P _C2 in the second pressure chamber C2 increases, and the air pressure PRL of the left rear wheel tire RL and the air pressure PRR of the right rear wheel tire RR also increase. As a result, it is possible to relieve the raised state in front of the vehicle. Further, since the air pressure PFL of the left front wheel tire FL and the air pressure PFR of the right front wheel tire FR are reduced, the contact area of the left front wheel tire FL and the right front wheel tire FR with respect to the road surface is increased, so that the grip force is increased. In particular, rapid acceleration at the start can be stably performed.

(Second Embodiment)
FIG. 3 is a configuration diagram of the tire pressure adjusting device 1 according to the second embodiment of the present invention. Compared with the tire pressure adjusting device 1 according to the first embodiment, the partition member 3 is fixed to the inner wall of the pressure vessel 2 from the piston in the tire pressure adjusting device 1 according to the second embodiment. The difference is that it is a diaphragm valve 19. Further, the first pressure chamber C1 is different in that the first pressure chamber C1 is connected to the left front wheel tire FL and the left rear wheel tire RL via the first pipe 11. The second pressure chamber C2 is different in that the second pressure chamber C2 is connected to the right front wheel tire FR and the right rear wheel tire RR via the second pipe 12.

  As shown in FIG. 4, by using the diaphragm valve 19, as in the first embodiment, the first and second pressure chambers C <b> 1 and C <b> 2 are kept airtight while the diaphragm valve 19 ( By moving the partition member 3, the internal volumes of the first pressure chamber C1 and the second pressure chamber C2 can be increased or decreased. And according to the diaphragm valve 19, compared with a piston type | mold, it can reduce in thickness in the direction in which the partition member 3 moves.

According to the second embodiment, since the first pressure chamber C1 is connected to the left front wheel tire FL and the left rear wheel tire RL, the pressure P _C1 of the first pressure chamber C1 is set to the left. The air pressure PFL of the front tire FL and the air pressure PRL of the left rear tire RL can be made equal. On the other hand, since the second pressure chamber C2 is connected to the tire FR for the right front wheel and the tire RR for the right rear wheel, the pressure P _C2 of the second pressure chamber C2 is set to the air pressure PFR of the tire FR of the right front wheel and the right It can be made equal to the air pressure PRR of the rear tire RR.

  From these things, the adjustment method similar to the adjustment method of the first embodiment is used. In the second embodiment, the left front wheel tire FL, the left rear wheel tire RL, and the right front wheel tire are used. The air pressure can be adjusted so that there is a difference in air pressure between the FR and the right wheel side of the right rear wheel tire RR. Such an adjustment method is referred to as a left / right mode. In the left-right mode, the air pressures PFL and PRL of the left front wheel tire FL and the left rear wheel tire RL (e.g., corresponding to the first tire) are lowered, and the right front wheel tire FR and the right rear wheel tire RR (e.g., the second tire) It is possible to adjust the tire air pressure by increasing the air pressures PFR and PRR. It is also possible to adjust the tire pressure by increasing the air pressures PFL and PRL of the left front wheel tire RL and the left rear wheel tire RL and decreasing the air pressure PFR and PRR of the right front wheel tire FR and the right rear wheel tire RR. .

And according to the left-right mode, when the vehicle curves, the tire air pressure adjusting device 1 functions as follows. During a curve, the vehicle is higher on the side in the curve direction. Also at this time, the yaw rate sensor 17 transmits the yaw rate signal γ corresponding to the yaw rate γ generated around the center of gravity of the vehicle to the control unit ECU, and the control unit ECU is based on the yaw rate signal γ. Whether it is rotating rightward or leftward (curving) is determined. In FIG. 4, it is determined that the rotation is in the left direction. Based on the determination of the rotation in the left direction, the control device ECU transmits a control signal D1 to the motor M1 so that the inner volume of the second pressure chamber C2 decreases. The motor M1 rotates based on the control signal D1, and the ball screw 8 rotates, so that the diaphragm valve 19 (corresponding to the partition member 3) moves in the direction of the second pressure chamber C2, and the second pressure chamber C2. The internal volume of is reduced. On the other hand, the internal volume of the first pressure chamber C1 increases. Then, the higher the pressure P _C2 of the second pressure chamber C2 is pneumatic PRR tire RR pneumatic PFR and the right rear wheel of the right front wheel tire FR is also increased. Conversely, the pressure P _C1 in the first pressure chamber C1 decreases, and the air pressure PFL of the left front wheel tire FL and the air pressure PRL of the left rear wheel tire RL also decrease. As a result, it is possible to mitigate the increase in the left side of the vehicle due to the leftward rotation of the vehicle. Further, in the leftward rotation, a larger vehicle load is applied to the right front wheel tire FR and the right rear wheel tire RR than the left front wheel tire FL and the left rear wheel tire RL. The FR and the right rear wheel tire RR tend to generate a grip force on the road surface that is larger than the left front wheel tire FL and the left rear wheel tire RL. At this time, the air pressure PFR of the right front wheel tire FR and the air pressure PRR of the right rear wheel tire RR are increased, and the air pressure PFL of the left front wheel tire FL and the air pressure PRL of the left rear wheel tire RL are decreased. By increasing the ground contact area for the road surface of the left front wheel tire FL and the left rear wheel tire RL, the right front wheel tire FR and the right rear wheel tire RR grip force on the right wheel side, and the left front wheel tire FL The ratio of the size of the left rear wheel tire RL to the grip force on the left wheel side can be adjusted, and stable running can be achieved.

(Third embodiment)
FIG. 5A is a configuration diagram of a tire air pressure adjusting device according to the third embodiment of the present invention. Compared with the tire pressure adjusting device 1 according to the second embodiment, the tire pressure adjusting device according to the third embodiment switches the switching valve 21 based on the control signal D2 from the control device ECU. The difference is that it has a motor M2.

  In addition, the first pressure chamber C1 and the second pressure chamber C2 are interchanged, and the first pipe 11 and the second pipe 12 are interchanged. Mode, and the difference in air pressure between the left front wheel tire FL and the left rear wheel tire RL, and the right front wheel tire FR and the right rear wheel RR right wheel side. Air pressure can be adjusted.

  As shown in FIG. 5B, the switching valve 21 includes a fixed unit 22, a rotating unit 23 that can rotate with respect to the fixed unit 22 with the normal direction of the paper surface as a rotation axis, and a rotating unit that rotates together with the rotating unit 23. Pipes 24 and 25 are provided. The fixed portion 22 is arranged on the inner peripheral surface so that the first pipe 11 connected to the first pressure chamber C1 and the second pipe 12 connected to the second pressure chamber C2 face each other. Further, a pipe connected to the left rear wheel tire RL and a pipe connected to the right rear wheel tire RR are arranged on the inner peripheral surface of the fixed portion 22 so as to face each other. A straight line passing through the opening of the first pipe 11 connected to the first pressure chamber C1 and the opening of the second pipe 12 connected to the second pressure chamber C2 on the inner peripheral surface of the fixed part 22, and the inner periphery of the fixed part 22 The opening of the pipe connected to the tire RL for the left rear wheel on the surface and the straight line passing through the opening of the pipe connected to the tire RR for the right rear wheel are arranged so as to be orthogonal to each other.

  The rotating part 23 and the pipes 24 and 25 in the rotating part are connected to the motor M2 and can rotate. In the left-right mode, the rotating portion inner pipe 24 is disposed so as to connect the first pipe 11 connected to the first pressure chamber C1 and the pipe connected to the tire RR of the right rear wheel. The rotating portion inner pipe 25 is arranged so as to connect the second pipe 12 connected to the second pressure chamber C2 and the pipe connected to the tire RL of the left rear wheel. For these reasons, the same adjustment method as the adjustment method of the second embodiment is used, and also in the third embodiment, the left front wheel tire FL, the left rear wheel tire RL, and the right front wheel tire. The air pressure can be adjusted so that there is a difference in air pressure between the FR and the right wheel side of the right rear wheel tire RR.

  As shown in FIG. 5 (d), in the X mode, the in-rotor section piping 24 connects the first piping 11 connected to the first pressure chamber C1 and the piping connected to the tire RL of the left rear wheel. Placed in. The rotating portion inner pipe 25 is disposed so as to connect the second pipe 12 connected to the second pressure chamber C2 and the pipe connected to the tire RR of the right rear wheel.

  Accordingly, as shown in FIG. 5C, in the X mode, the second pressure chamber C2 is connected to the left front wheel tire FL and the right rear wheel tire RR, and the right front wheel tire FR and the left rear wheel. The first pressure chamber C1 is connected to the tire RL.

  In the X mode, the tire air pressure can be adjusted by lowering the air pressure of the left front wheel tire FL and the right rear wheel tire RR and increasing the air pressure of the right front wheel tire FR and the left rear wheel tire RL. It is also possible to adjust the tire pressure by increasing the air pressure of the opposite left front wheel tire FL and right rear wheel tire RR and decreasing the air pressure of the right front wheel tire FR and left rear wheel tire RL. According to the X mode, even if an air leak occurs in one of the four tires, the air pressure of the tire located on the opposite side of the tire where the air leaked will decrease, but the remaining air Since the two tires that are not leaking are also located diagonally, the vehicle performance can be maintained and the vehicle can be stably stopped.

  Specifically, the X mode may be set during normal driving, and the vehicle may be switched to the left / right mode when the vehicle curves, and then switched back to the X mode after the curve. Specifically, the control device ECU determines whether the vehicle is rotating rightward or leftward (curving) based on the yaw rate signal γ. If it is determined that the vehicle is curved, based on the determination of the curve, the control unit ECU transmits a control signal D2, the motor M2 rotates, and the rotating unit 23 and the pipings 24 and 25 in the rotating unit are connected as shown in FIG. Rotate to b). Below, the adjustment method of the left-right mode is implemented similarly to 2nd Embodiment. Thereafter, if the control device ECU determines that the vehicle is not curved, based on the determination that the vehicle is not curved, the control device ECU transmits a control signal D2, the motor M2 rotates, and the rotating unit 23 The pipes 24 and 25 in the rotating part are rotated from the position shown in FIG. 5B to FIG. 5D. The X mode is set during normal operation. In the case of a curve, a leak detector may be provided so that even if an air leak occurs in one of the tires, the mode can be quickly shifted to the X mode. Based on the signal from the leak detector, the control unit ECU transmits a control signal D2, the motor M2 rotates, and the rotating unit 23 and the rotating unit pipes 24 and 25 are rotated to the position shown in FIG. Also good.

  The X mode may be switched not only in combination with the left / right mode but also in combination with the front / rear mode of the first embodiment.

(Fourth embodiment)
FIG. 6 is a configuration diagram of a tire air pressure adjusting device according to the fourth embodiment of the present invention. Compared with the tire pressure adjusting device according to the third embodiment, the tire pressure adjusting device according to the fourth embodiment has two switching valves 21a in which the switching valve 21 performs switching in conjunction with each other by the motor M2. Is different from the switching valve 21b.

  The switching valve 21a includes a fixed portion 22a, a rotating portion 23a that can rotate with respect to the fixed portion 22a, and a T-shaped rotating portion internal pipe 24a that is connected to the first pipe 11 and rotates together with the rotating portion 23a. Yes. A pipe lFR connected to the right front wheel tire FR, a pipe lRR connected to the right rear wheel tire RR, and a pipe lRL connected to the left rear wheel tire RL are connected to the fixing portion 22a.

  Similarly, the switching valve 21b includes a fixed portion 22b, a rotating portion 23b that can rotate with respect to the fixed portion 22b, and a T-shaped rotating portion internal pipe 24b that is connected to the second pipe 12 and rotates together with the rotating portion 23b. Have. All the four tires are connected to the fixing portion 22b, that is, the pipe lFR connected to the tire FR of the right front wheel, the pipe lFL connected to the tire FL of the left front wheel, and the tire RR of the right rear wheel. The pipe lRR and the pipe lRL connected to the left rear wheel tire RL are connected.

  As shown in FIG. 7, for the front / rear mode, the fixed portion 22a of the switching valve 21a is connected to the opening of the pipe lRL connected to the left rear wheel tire RL and the right rear wheel tire RR on the inner peripheral surface. The opening of the pipe lRR to be arranged is arranged in the vertical direction of the paper surface so as to face each other. For the X mode, the opening of the pipe lRL connected to the tire RL for the left rear wheel and the opening of the pipe lFR connected to the tire FR for the right front wheel are arranged in the direction from the upper right to the lower left of the page so as to face each other. ing. For the left-right mode, the opening of the pipe lRR connected to the tire RR for the right rear wheel and the opening of the pipe lFR connected to the tire FR for the right front wheel are arranged in the left and right directions of the drawing so as to face each other. For the neutral mode (N mode), the pipes from the four-wheel tires are not arranged on the inner peripheral surface of the fixed portion 22a at positions facing each other in the direction from the upper left to the lower right of the page. The three straight lines connecting the openings facing each other are arranged so as to cross each other.

  On the other hand, as shown in FIG. 8, the fixed portion 22b of the switching valve 21b is connected to the opening of the pipe lFL connected to the tire FL of the left front wheel and the tire FR of the right front wheel for the front-rear mode on the inner peripheral surface. The opening of the piping 1FR to be arranged is arranged in the vertical direction of the paper surface so as to face each other. For the X mode, the opening of the pipe lFL connected to the tire FL of the left front wheel and the opening of the pipe lRR connected to the tire RR of the right rear wheel are arranged in the direction from the upper right to the lower left of the paper so as to face each other. ing. For the left / right mode, the opening of the pipe lRL connected to the tire RL for the left rear wheel and the opening of the pipe lFL connected to the tire FL for the left front wheel are arranged in the left and right directions of the drawing so as to face each other. For the N mode, the pipes from the four-wheel tires are not arranged on the inner peripheral surface of the fixed portion 22b at positions facing each other in the direction from the upper left to the lower right of the page. The three straight lines connecting the openings facing each other are arranged so as to cross each other.

  The rotating part 23a and the rotating part inner pipe 24a are connected to the motor M2, and can rotate around the normal direction of the paper surface of FIG. In order to enter the front-rear mode, the rotary part inner pipe 24a is directed in the vertical direction of the page of FIG. 7, and the rotary part inner pipe 24a is connected to the left rear wheel tire RL and the right rear wheel tire RR is connected to the pipe. Connect to lRR. In order to enter the X mode, the rotating portion inner pipe 24a is directed from the upper right to the lower left in the drawing, and the rotating portion inner pipe 24a is connected to the left rear wheel tire RL, and the right front wheel tire FR is connected to the pipe. Connect to lFR. In order to enter the left-right mode, the rotating portion inner pipe 24a is directed in the horizontal direction of the drawing, and the rotating portion inner pipe 24a is connected to the pipe lRR connecting to the right rear wheel tire RR and the pipe lFR connecting to the right front wheel tire FR. To do. In order to enter the N mode, the rotating portion inner pipe 24a is directed from the upper left to the lower right in the drawing, and the rotating portion inner pipe 24a is not connected to any of the pipes lFL, 1FR, 1RL, and 1RR from the four-wheel tires. Like that.

  Similarly, the rotating portion 23b and the rotating portion inner pipe 24b are connected to the motor M2 and can rotate with the normal direction of the paper surface of FIG. 8 as the rotation axis. In order to enter the front-rear mode, the rotating portion inner pipe 24b is directed in the vertical direction of the page of FIG. 8, the piping 1FL connecting the rotating portion inner pipe 24b to the left front wheel tire FL, and the pipe lFR connecting the right front wheel tire FR. Connect to. In order to enter the X mode, the rotating portion inner pipe 24b is directed from the upper right to the lower left in the drawing, and the rotating portion inner pipe 24b is connected to the left front wheel tire FL and the right rear wheel tire RR. Connect to lRR. In order to enter the left-right mode, the rotating portion inner pipe 24b is directed in the left-right direction of the drawing, and the rotating portion inner pipe 24b is connected to the pipe lRL connecting to the left rear wheel tire RL and the pipe lFL connecting to the left front wheel tire FL. To do. In order to enter the N mode, the rotating portion inner pipe 24b is directed from the upper left to the lower right of the page, and the rotating portion inner pipe 24b is not connected to any of the pipes lFL, 1FR, 1RL, and 1RR from the four-wheel tires. Like that.

  And rotation part 23a, 23b and the piping in rotation part 24a, 24b are set so that each mode may correspond. According to this, in the front-rear mode, the front-rear mode similar to the first embodiment can be performed, and in the X mode, the same X-mode as the third embodiment can be performed, In the left / right mode, the same left / right mode as in the second embodiment can be implemented.

  In the N mode, the left front wheel tire FL, the left rear wheel tire RL, the right front wheel tire FR, and the right rear wheel tire RR are not connected to the first pressure chamber C1 and the second pressure chamber C2. Even if an air leak occurs in one of the four tires, the remaining three tires with no air leak can stably stop the vehicle.

By switching at least one of the two modes of the left and right modes and the front and rear modes and at least one of the two modes of the N mode and the X mode, it is possible to adjust the tire pressure optimal for various driving environments. Specifically, it is set to N mode or X mode during normal driving, and is switched to the left / right mode when the vehicle curves, or switched to the front / rear mode when the vehicle accelerates / decelerates. It is conceivable to switch to N mode or X mode later.
In the first to fourth embodiments, the four-wheel vehicle is described. However, the present invention is not limited to this, and the present invention can be applied to a vehicle including at least two wheels. For example, in a two-wheeled vehicle such as a motorcycle, the front / rear mode and the N mode except for the left / right mode and the X mode can be applied.

1 is a configuration diagram of a tire air pressure adjusting device (unadjusted) according to a first embodiment of the present invention. It is a lineblock diagram of the tire air pressure adjustment device (at the time of adjustment) concerning a 1st embodiment of the present invention. It is a block diagram of the tire pressure adjusting device (unadjusted) which concerns on the 2nd Embodiment of this invention. It is a block diagram of the tire pressure adjusting device (at the time of adjustment) which concerns on the 2nd Embodiment of this invention. (A) is a block diagram of the tire pressure adjusting device (left-right mode) according to the third embodiment of the present invention, (b) is a perspective view from above of the switching valve in the left-right mode, (c) These are the block diagrams of the tire pressure adjusting device (X mode) which concerns on the 3rd Embodiment of this invention, (d) is a perspective view from the upper direction of the switching valve in X mode. It is a block diagram of the tire pressure adjusting device which concerns on the 4th Embodiment of this invention. It is a perspective view from the side of the 1st switching valve. It is a perspective view from the side of the 2nd switching valve.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Tire pressure adjusting device 2 Pressure vessel 3 Partition member (piston)
DESCRIPTION OF SYMBOLS 4 Seal 5 Bearing 6 Shaft seal 7 Bearing 8 Ball screw 11 1st piping 12 2nd piping 13 Steering shaft 14 Steering gear box 15 Steering wheel 16 Steering angle sensor 17 Yaw rate sensor 18 Vehicle speed sensor 19 Partition member (diaphragm valve)
20 Drive portion 21, 21a, 21b Switching valve 22, 22a, 22b Fixed portion 23, 23a, 23b Rotating portion 24, 25 Piping in rotating portion C1 First pressure chamber C2 Second pressure chamber FR Right front wheel tire FL Left front wheel tire RR Right Rear wheel tire RL Left rear wheel tire

Claims (7)

A tire pressure adjusting device for adjusting the pressure of a plurality of tires provided in a vehicle,
A first pressure chamber connectable to a first tire of the plurality of tires and having a variable internal volume;
A second pressure chamber connectable to a second tire different from the first tire among the plurality of tires and having a variable internal volume;
A tire air pressure adjusting device comprising: a drive unit that drives to increase the internal volume of one of the first pressure chamber and the second pressure chamber to decrease the other internal volume in conjunction with the first pressure chamber and the second pressure chamber . The first pressure chamber and the second pressure chamber are:
2. The tire pressure adjusting device according to claim 1, wherein the inside of the pressure vessel is formed by partitioning into two by a partition member.   The tire pressure adjusting device according to claim 2, wherein the partition member is a piston that is slidable on an inner wall of the pressure vessel.   The tire pressure adjusting device according to claim 2, wherein the partition member is a diaphragm valve whose periphery is fixed to an inner wall of the pressure vessel. If the vehicle is a four wheel,
It can be set to at least one of the left / right mode and the front / rear mode,
In the left and right mode,
One of the first pressure chamber and the second pressure chamber is connected to the tires of the left front wheel and the left rear wheel,
The remaining one of the first pressure chamber and the second pressure chamber is connected to the tires of the right front wheel and the right rear wheel,
In the front-rear mode,
Either the first pressure chamber or the second pressure chamber is connected to the tires of the left front wheel and the right front wheel,
The remaining one of the first pressure chamber and the second pressure chamber is connected to the tires of the left rear wheel and the right rear wheel, respectively. The tire pressure adjusting device described in 1. If the vehicle is a four wheel,
A switching valve for switching at least two of the three modes of X mode, left and right mode, and front and rear mode;
In the X mode,
One of the first pressure chamber and the second pressure chamber is connected to the tires of the left front wheel and the right rear wheel,
The remaining one of the first pressure chamber and the second pressure chamber is connected to the tires of the right front wheel and the left rear wheel,
In the left and right mode,
Either the first pressure chamber or the second pressure chamber is connected to the tire of the left front wheel and the left rear wheel,
The tire of the right front wheel and the right rear wheel is connected to the remaining one of the first pressure chamber and the second pressure chamber,
In the front-rear mode,
Either the first pressure chamber or the second pressure chamber is connected to the tires of the left front wheel and the right front wheel,
The remaining one of the first pressure chamber and the second pressure chamber is connected to the tires of the left rear wheel and the right rear wheel, respectively. The tire pressure adjusting device described in 1. If the vehicle is a four wheel,
A switching valve that switches between at least one of the left and right modes and the front and rear modes and the neutral mode;
In the left and right mode,
One of the first pressure chamber and the second pressure chamber is connected to the tires of the left front wheel and the left rear wheel,
The remaining one of the first pressure chamber and the second pressure chamber is connected to the tires of the right front wheel and the right rear wheel,
In the front-rear mode,
Either the first pressure chamber or the second pressure chamber is connected to the tires of the left front wheel and the right front wheel,
The remaining one of the first pressure chamber and the second pressure chamber is connected to the tires of the left rear wheel and the right rear wheel,
In the neutral mode,
6. The tire according to claim 1, wherein the tires of the left front wheel, the left rear wheel, the right front wheel, and the right rear wheel are not connected to the first pressure chamber and the second pressure chamber. The tire pressure adjusting device according to claim 1.

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