JP2016008018A - Tire valve unit - Google Patents
Tire valve unit Download PDFInfo
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- JP2016008018A JP2016008018A JP2014131543A JP2014131543A JP2016008018A JP 2016008018 A JP2016008018 A JP 2016008018A JP 2014131543 A JP2014131543 A JP 2014131543A JP 2014131543 A JP2014131543 A JP 2014131543A JP 2016008018 A JP2016008018 A JP 2016008018A
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- Prior art keywords
- tire valve
- hole
- tire
- valve
- stopper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/02—Signalling devices actuated by tyre pressure
- B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
- B60C23/0491—Constructional details of means for attaching the control device
- B60C23/0494—Valve stem attachments positioned inside the tyre chamber
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Measuring Fluid Pressure (AREA)
- Check Valves (AREA)
Abstract
Description
本発明は、タイヤバルブとセンサユニットを一体化したタイヤバルブユニットに関する。 The present invention relates to a tire valve unit in which a tire valve and a sensor unit are integrated.
従来から、車両用タイヤの空気圧等、タイヤの状態を監視するタイヤ状態監視装置が知られている。このタイヤ状態監視装置に用いられるタイヤバルブユニットは、タイヤバルブと、センサユニットとが一体化されている（例えば、特許文献１参照）。 2. Description of the Related Art Conventionally, a tire condition monitoring device that monitors the condition of a tire such as the air pressure of a vehicle tire is known. In the tire valve unit used in the tire condition monitoring device, a tire valve and a sensor unit are integrated (for example, see Patent Document 1).
特許文献１に記載のタイヤバルブユニットは、タイヤバルブと、センサユニットとを有している。センサユニットは、センサが収容されたハウジングを有するとともに、ハウジングから立設された板状の壁部を有し、この壁部には挿通孔が設けられている。タイヤバルブユニットは、バルブステムを有しており、バルブステムは壁部の挿通孔に挿通されている。バルブステムの外周面には、溝部が設けられている。そして、この溝部には、板状のストッパが挿入されている。タイヤバルブは、ストッパが壁部に係止することで壁部からの抜け出しが規制されている。 The tire valve unit described in Patent Literature 1 includes a tire valve and a sensor unit. The sensor unit has a housing in which the sensor is accommodated, and has a plate-like wall portion erected from the housing, and an insertion hole is provided in the wall portion. The tire valve unit has a valve stem, and the valve stem is inserted through the insertion hole in the wall. A groove is provided on the outer peripheral surface of the valve stem. A plate-like stopper is inserted into the groove. The tire valve is restricted from coming out of the wall portion by the stopper being locked to the wall portion.
ところで、タイヤバルブに対し、軸方向に沿った力が加わり、タイヤバルブが壁部から抜け出す方向に力が加わると、ストッパが変形し、タイヤバルブが壁部から抜け出してしまうおそれがある。 By the way, when a force along the axial direction is applied to the tire valve and a force is applied in a direction in which the tire valve is pulled out from the wall portion, the stopper may be deformed and the tire valve may be pulled out from the wall portion.
本発明の目的は、ストッパの変形を抑止することができるタイヤバルブユニットを提供することにある。 The objective of this invention is providing the tire valve unit which can suppress a deformation | transformation of a stopper.
上記課題を解決するタイヤバルブユニットは、バルブステムを有するとともに車両用ホイールのリムに装着されるタイヤバルブと、前記車両用ホイールに装着されたタイヤ内に配置されるとともにハウジング内に収容されたセンサによって前記タイヤの状態を検出するセンサユニットと、を一体化したタイヤバルブユニットであって、前記ハウジングは、外面から突出するとともに前記バルブステムが軸方向に沿って挿通された挿通壁部を有し、前記バルブステムは、外周面に溝部又は貫通孔を有し、前記タイヤバルブと前記センサユニットとを一体化するストッパを有し、前記ストッパは前記バルブステムの軸方向において、前記挿通壁部を跨いで前記溝部又は前記貫通孔に挿入された第１挿入部と第２挿入部とを有する。 A tire valve unit that solves the above problems includes a tire valve that has a valve stem and is mounted on a rim of a vehicle wheel, and a sensor that is disposed in a tire that is mounted on the vehicle wheel and that is housed in a housing. A tire valve unit integrated with a sensor unit for detecting the state of the tire, wherein the housing protrudes from an outer surface and has an insertion wall portion through which the valve stem is inserted along the axial direction. The valve stem has a groove or a through hole on the outer peripheral surface, and has a stopper that integrates the tire valve and the sensor unit. The stopper has the insertion wall portion in the axial direction of the valve stem. It has the 1st insertion part and the 2nd insertion part which were inserted in the said groove part or the said through-hole across straddle.
これによれば、バルブステムの軸方向に沿った挿通壁部からの挿抜方向（以下、単に「挿抜方向」という）にバルブステムが移動しようとすると、第１挿入部又は第２挿入部に対し、挿抜方向に対向した溝部又は貫通孔の縁が当接し、ストッパによってバルブステムの移動が規制される。第１挿入部と第２挿入部との間には、挿通壁部が当接するように設けられているため、第１挿入部及び第２挿入部の変形は挿通壁部によって規制される。したがって、ストッパの変形が抑止され、タイヤバルブとセンサユニットとの一体化が維持されやすい。 According to this, when the valve stem tries to move in the insertion / extraction direction from the insertion wall portion along the axial direction of the valve stem (hereinafter simply referred to as “insertion / extraction direction”), the first insertion portion or the second insertion portion The groove portion or the edge of the through hole facing the insertion / extraction direction comes into contact with each other, and the movement of the valve stem is restricted by the stopper. Since the insertion wall part is provided between the first insertion part and the second insertion part, the deformation of the first insertion part and the second insertion part is restricted by the insertion wall part. Therefore, the stopper is prevented from being deformed, and the integration of the tire valve and the sensor unit is easily maintained.
上記タイヤバルブユニットについて、前記タイヤバルブは、前記バルブステムの外周に設けられたゴム製の胴体部を有し、前記バルブステムの軸方向において、前記第１挿入部は、前記第２挿入部よりも前記胴体部側に位置し、前記第１挿入部の前記溝部又は前記貫通孔への挿入長は、前記第２挿入部の前記溝部又は前記貫通孔への挿入長よりも長いことが好ましい。 In the tire valve unit, the tire valve has a rubber body portion provided on an outer periphery of the valve stem, and the first insertion portion is more than the second insertion portion in the axial direction of the valve stem. It is preferable that the insertion length of the first insertion portion into the groove portion or the through hole is longer than the insertion length of the second insertion portion into the groove portion or the through hole.
これによれば、ストッパの溝部又は貫通孔への挿入方向の位置を調整することで、第１挿入部のみを溝部又は貫通孔に挿入することができる。このため、タイヤバルブが挿通壁部から抜け出すことを規制した状態で、センサユニットを挿抜方向へ移動させることができる。 According to this, only the 1st insertion part can be inserted in a groove part or a through-hole by adjusting the position of the insertion direction to the groove part or through-hole of a stopper. For this reason, it is possible to move the sensor unit in the insertion / removal direction in a state where the tire valve is restricted from coming out of the insertion wall portion.
本発明によれば、ストッパの変形を抑止することができる。 According to the present invention, it is possible to suppress deformation of the stopper.
以下、タイヤバルブユニットの一実施形態について説明する。
図１に示すように、タイヤバルブユニット１０は、車両用ホイール１１のリム１２に装着されるタイヤバルブ３０と、このタイヤバルブ３０に一体化されるとともに、車両用ホイール１１に装着されたタイヤ１３内に配置されるセンサユニット２０とから構成されている。
Hereinafter, an embodiment of the tire valve unit will be described.
As shown in FIG. 1, the tire valve unit 10 includes a tire valve 30 mounted on the rim 12 of the vehicle wheel 11, and a tire 13 mounted on the vehicle wheel 11 while being integrated with the tire valve 30. It is comprised from the sensor unit 20 arrange | positioned in.
まず、センサユニット２０について説明する。
図２及び図３に示すように、センサユニット２０のハウジング２１は、樹脂材料や金属材料により形成されるとともに、ハウジング２１内にはタイヤ１３内の圧力を検出するセンサとしての圧力センサ２２が収容されている。更に、ハウジング２１内には、種々の電子部品やバッテリ、アンテナ等から構成され、検出したタイヤ１３の状態を受信機に送信するための送信機などが収容されている。なお、ハウジング２１の外面において、圧力センサ２２の有する圧力導入口の露出する面を圧力導入面２１ａとする。
First, the sensor unit 20 will be described.
As shown in FIGS. 2 and 3, the housing 21 of the sensor unit 20 is formed of a resin material or a metal material, and a pressure sensor 22 as a sensor for detecting the pressure in the tire 13 is accommodated in the housing 21. Has been. Further, the housing 21 is configured with various electronic components, a battery, an antenna, and the like, and houses a transmitter for transmitting the detected state of the tire 13 to the receiver. In addition, let the surface which the pressure inlet which the pressure sensor 22 has expose in the outer surface of the housing 21 be the pressure introduction surface 21a.
ハウジング２１は、圧力導入面２１ａから凹みつつ傾斜する傾斜面２３を有する。傾斜面２３には、傾斜面２３の傾斜方向に並んで第１壁部２４と第２壁部２５が間隔を空けて立設されている。各壁部２４，２５の傾斜面２３からの立設方向に直交し、かつ、第１壁部２４と第２壁部２５の対向面に直交する方向を厚み方向とすると、両壁部２４，２５には、厚み方向に貫通する円形状の挿通孔２６が形成されている。また、第１壁部２４の立設方向と厚み方向の両方に直交する方向を第１壁部２４の幅方向とすると、第１壁部２４において、傾斜面２３から立設する４つの面のうち、幅方向の両面に位置する２つの面には、凹部２７が設けられている。 The housing 21 has an inclined surface 23 that is inclined while being recessed from the pressure introduction surface 21a. On the inclined surface 23, a first wall portion 24 and a second wall portion 25 are erected with an interval in line with the inclined direction of the inclined surface 23. When the direction perpendicular to the standing direction from the inclined surface 23 of each wall portion 24, 25 and the direction perpendicular to the opposing surfaces of the first wall portion 24 and the second wall portion 25 is the thickness direction, both wall portions 24, 25 is formed with a circular insertion hole 26 penetrating in the thickness direction. Further, if the direction perpendicular to both the standing direction and the thickness direction of the first wall portion 24 is the width direction of the first wall portion 24, the four surfaces standing from the inclined surface 23 in the first wall portion 24. Of these, concave portions 27 are provided on two surfaces located on both sides in the width direction.
次に、タイヤバルブ３０について説明する。
タイヤバルブ３０は、金属材料により筒状に形成されたバルブステム３１の外周面にゴム製の胴体部３２が装着されて形成されている。タイヤバルブ３０において、胴体部３２のセンサユニット２０側の外周面には装着溝３３が胴体部３２の全周に亘って凹設されている。バルブステム３１の先端側にはバルブ機構（図示せず）が内蔵されるとともに、バルブステム３１の先端にはキャップ３４が装着されている。
Next, the tire valve 30 will be described.
The tire valve 30 is formed by attaching a rubber body 32 to an outer peripheral surface of a valve stem 31 formed in a cylindrical shape from a metal material. In the tire valve 30, a mounting groove 33 is recessed over the entire circumference of the body portion 32 on the outer peripheral surface of the body portion 32 on the sensor unit 20 side. A valve mechanism (not shown) is built in the distal end side of the valve stem 31, and a cap 34 is attached to the distal end of the valve stem 31.
タイヤバルブ３０において、バルブステム３１の一部は、胴体部３２から突出している。胴体部３２から突出した突出部３５の直径は、各壁部２４，２５の挿通孔２６の直径よりも若干小さい。突出部３５には、バルブステム３１の周壁の一部を厚み方向に貫通する貫通孔３６が形成されている。バルブステム３１の軸の延びる方向をバルブステム３１の軸方向とすると、バルブステム３１の軸方向に沿う貫通孔３６の寸法は、第１壁部２４の厚み方向の寸法よりも長い。 In the tire valve 30, a part of the valve stem 31 protrudes from the body portion 32. The diameter of the protruding portion 35 protruding from the body portion 32 is slightly smaller than the diameter of the insertion hole 26 of each wall portion 24, 25. A through hole 36 is formed in the protruding portion 35 so as to penetrate a part of the peripheral wall of the valve stem 31 in the thickness direction. If the direction in which the axis of the valve stem 31 extends is the axial direction of the valve stem 31, the dimension of the through hole 36 along the axial direction of the valve stem 31 is longer than the dimension of the first wall portion 24 in the thickness direction.
各壁部２４，２５に設けられた挿通孔２６には、バルブステム３１の突出部３５が挿通されている。バルブステム３１は、第１壁部２４の立設方向において、貫通孔３６と第１壁部２４とが重なり合うように配置されている。バルブステム３１の軸方向に沿う貫通孔３６の寸法は、第１壁部２４の厚み方向の寸法よりも長いため、第１壁部２４と貫通孔３６が第１壁部２４の立設方向に重なり合うと、貫通孔３６が第１壁部２４に完全に覆われず、貫通孔３６の一部が露出する。そして、バルブステム３１の貫通孔３６にストッパ４０が挿入されることで、タイヤバルブ３０とセンサユニット２０が一体化されている。以下、詳細に説明を行う。 The protruding portion 35 of the valve stem 31 is inserted into the insertion hole 26 provided in each wall portion 24, 25. The valve stem 31 is arranged so that the through hole 36 and the first wall portion 24 overlap each other in the standing direction of the first wall portion 24. Since the dimension of the through hole 36 along the axial direction of the valve stem 31 is longer than the dimension of the first wall part 24 in the thickness direction, the first wall part 24 and the through hole 36 are in the standing direction of the first wall part 24. When they overlap, the through hole 36 is not completely covered by the first wall portion 24 and a part of the through hole 36 is exposed. The tire valve 30 and the sensor unit 20 are integrated by inserting the stopper 40 into the through hole 36 of the valve stem 31. Details will be described below.
図４及び図５に示すように、ストッパ４０は、１枚の金属板を屈曲させて形成されており、矩形平板状の連結部４１と、連結部４１の短手方向に延びる一対の辺それぞれから延びる腕部４２と、連結部４１の長手方向に延びる一対の辺それぞれから延びる挿入部４４，４５とを有している。金属板としては、例えば、バネ鋼や、鉄などからなる金属板が用いられる。 As shown in FIGS. 4 and 5, the stopper 40 is formed by bending a single metal plate, and includes a rectangular flat plate-like connecting portion 41 and a pair of sides extending in the short direction of the connecting portion 41. And an insertion portion 44 and 45 extending from each of a pair of sides extending in the longitudinal direction of the connecting portion 41. As the metal plate, for example, a metal plate made of spring steel or iron is used.
２つの腕部４２は、連結部４１から同一方向に向けて湾曲して延びるとともに、その先端（連結部４１とは反対側の端部）には連結部４１に向けて延びる係止部４３を有している。 The two arm portions 42 are curved and extend in the same direction from the connecting portion 41, and a locking portion 43 that extends toward the connecting portion 41 is provided at the tip (an end opposite to the connecting portion 41). Have.
２つの挿入部４４，４５は、連結部４１から同一方向に向けて真っ直ぐに延びている。第１挿入部４４は、矩形平板状の基部４６と、基部４６の先端（基部４６を挟んだ連結部４１とは反対側の端部）から突出する凸部４７とを有している。凸部４７は、基部４６の面に沿い、かつ、連結部４１から基部４６が延びる方向に沿って突出している。第２挿入部４５は、第１挿入部４４の基部４６と同一形状である。第１挿入部４４と、第２挿入部４５とは、互いに対向する面の離間距離が、第１壁部２４の厚み方向の寸法よりも長い。 The two insertion portions 44 and 45 extend straight from the connecting portion 41 in the same direction. The first insertion portion 44 has a rectangular flat plate-like base portion 46 and a convex portion 47 that protrudes from the tip of the base portion 46 (the end portion on the opposite side to the connecting portion 41 across the base portion 46). The convex portion 47 protrudes along the surface of the base portion 46 and along the direction in which the base portion 46 extends from the connecting portion 41. The second insertion portion 45 has the same shape as the base portion 46 of the first insertion portion 44. In the first insertion portion 44 and the second insertion portion 45, the distance between the surfaces facing each other is longer than the dimension of the first wall portion 24 in the thickness direction.
そして、上記したストッパ４０は、第１挿入部４４と第２挿入部４５との間に第１壁部２４が挿入されるように設けられる。このとき、第１挿入部４４が第２挿入部４５よりも胴体部３２側に位置するようにストッパ４０が設けられる。第１挿入部４４と第２挿入部４５は、挿通壁部としての第１壁部２４に跨って設けられている。各腕部４２に設けられた係止部４３は、凹部２７と係止し合い、これによりストッパ４０がハウジング２１に取着されている。したがって、腕部４２がストッパ４０をハウジング２１に取着する取着部として機能している。 The stopper 40 described above is provided so that the first wall portion 24 is inserted between the first insertion portion 44 and the second insertion portion 45. At this time, the stopper 40 is provided so that the first insertion portion 44 is positioned closer to the body portion 32 than the second insertion portion 45. The 1st insertion part 44 and the 2nd insertion part 45 are provided ranging over the 1st wall part 24 as an insertion wall part. The locking portions 43 provided on the respective arm portions 42 are locked with the concave portions 27, whereby the stopper 40 is attached to the housing 21. Therefore, the arm portion 42 functions as an attachment portion for attaching the stopper 40 to the housing 21.
また、第１挿入部４４において、基部４６の先端及び凸部４７は、貫通孔３６のうち第１壁部２４よりも胴体部３２側に挿入されている。一方、第２挿入部４５の先端は、貫通孔３６のうち第１壁部２４よりも第２壁部２５側に挿入されている。このため、凸部４７の分だけ、第１挿入部４４の貫通孔３６への挿入長は、第２挿入部４５の貫通孔３６への挿入長に比べて長い。 Further, in the first insertion portion 44, the distal end of the base portion 46 and the convex portion 47 are inserted in the through hole 36 closer to the body portion 32 than the first wall portion 24. On the other hand, the distal end of the second insertion portion 45 is inserted in the through hole 36 closer to the second wall portion 25 than the first wall portion 24. For this reason, the insertion length of the first insertion portion 44 into the through hole 36 is longer than the insertion length of the second insertion portion 45 into the through hole 36 by the amount of the convex portion 47.
図６に示すように、上記のように構成されたタイヤバルブユニット１０は、車両用ホイール１１に装着される。車両用ホイール１１には、タイヤ１３の内部と外部とを連通する取付孔１４が設けられており、この取付孔１４に胴体部３２が圧入されることでタイヤバルブユニット１０は車両用ホイール１１に装着される。 As shown in FIG. 6, the tire valve unit 10 configured as described above is mounted on a vehicle wheel 11. The vehicle wheel 11 is provided with a mounting hole 14 that communicates the inside and the outside of the tire 13, and the tire valve unit 10 is inserted into the vehicle wheel 11 by press-fitting the body portion 32 into the mounting hole 14. Installed.
次に、本実施形態のタイヤバルブユニット１０の作用について説明する。
タイヤバルブ３０の軸方向に沿って力が加わり、タイヤバルブ３０が第１壁部２４からの挿抜方向（以下、「挿抜方向」という）に移動しようとすると、ストッパ４０の第１挿入部４４又は第２挿入部４５が貫通孔３６の縁と当接することでタイヤバルブ３０が挿通孔２６から挿抜されることが規制される。具体的にいえば、タイヤバルブ３０が第１壁部２４への挿入方向に移動しようとすると、バルブステム３１の軸方向に沿う貫通孔３６の縁のうち第１壁部２４よりも胴体部３２に近い縁３７と第１挿入部４４が当接する。また、タイヤバルブ３０が第１壁部２４からの抜去方向へ移動しようとすると、バルブステム３１の軸方向に沿う貫通孔３６の縁のうち第１壁部２４よりも第２壁部２５に近い縁３８と第２挿入部４５が当接する。
Next, the operation of the tire valve unit 10 of the present embodiment will be described.
When force is applied along the axial direction of the tire valve 30 and the tire valve 30 attempts to move in the insertion / removal direction (hereinafter referred to as “insertion / removal direction”) from the first wall portion 24, the first insertion portion 44 of the stopper 40 or When the second insertion portion 45 comes into contact with the edge of the through hole 36, the tire valve 30 is restricted from being inserted into and removed from the insertion hole 26. Specifically, when the tire valve 30 is about to move in the insertion direction into the first wall portion 24, the body portion 32 is located more than the first wall portion 24 in the edge of the through hole 36 along the axial direction of the valve stem 31. The edge 37 close to the first contact portion 44 abuts the first insertion portion 44. Further, when the tire valve 30 tries to move in the direction of removal from the first wall portion 24, the edge of the through hole 36 along the axial direction of the valve stem 31 is closer to the second wall portion 25 than the first wall portion 24. The edge 38 and the second insertion portion 45 abut.
タイヤバルブ３０が挿抜方向に移動することがストッパ４０によって規制されると、ストッパ４０には挿抜方向に沿う方向への力が作用する。第１挿入部４４と第２挿入部４５との間に第１壁部２４が設けられていない場合、第１挿入部４４及び第２挿入部４５は、挿抜方向へ屈曲（変形）しようとする。 When the movement of the tire valve 30 in the insertion / extraction direction is restricted by the stopper 40, a force in a direction along the insertion / extraction direction acts on the stopper 40. When the first wall portion 24 is not provided between the first insertion portion 44 and the second insertion portion 45, the first insertion portion 44 and the second insertion portion 45 tend to bend (deform) in the insertion / extraction direction. .
本実施形態では、挿抜方向に並んだ第１挿入部４４及び第２挿入部４５との間に第１壁部２４が設けられているため、第１挿入部４４及び第２挿入部４５に作用する力は、第１壁部２４によって受け止められる。 In the present embodiment, since the first wall portion 24 is provided between the first insertion portion 44 and the second insertion portion 45 arranged in the insertion / extraction direction, it acts on the first insertion portion 44 and the second insertion portion 45. The force to be received is received by the first wall portion 24.
図７に示すように、係止部４３が凹部２７から外れた状態で、ストッパ４０の貫通孔３６への挿入方向の位置を調整、すなわち、第１挿入部４４と第２挿入部４５との間への第１壁部２４の挿入長を調整することで、ストッパ４０を第１挿入部４４のみが貫通孔３６に挿入されている状態にすることができる。この状態のまま、タイヤバルブ３０を挿抜方向に移動させようとすると、第１挿入部４４が挿抜方向に沿って貫通孔３６内を移動することができる範囲内でタイヤバルブ３０を移動させることができる。 As shown in FIG. 7, the position of the stopper 40 in the insertion direction into the through hole 36 is adjusted in a state where the locking portion 43 is disengaged from the concave portion 27, that is, the first insertion portion 44 and the second insertion portion 45. By adjusting the insertion length of the first wall portion 24 therebetween, the stopper 40 can be brought into a state where only the first insertion portion 44 is inserted into the through hole 36. If the tire valve 30 is moved in the insertion / removal direction in this state, the tire valve 30 can be moved within a range in which the first insertion portion 44 can move in the through hole 36 along the insertion / removal direction. it can.
図８に示すように、第１挿入部４４が縁３８に当接するまでタイヤバルブ３０を第１壁部２４からの抜去方向に移動させると、胴体部３２とセンサユニット２０との間のクリアランスが大きくなる。タイヤバルブユニット１０を車両用ホイール１１に装着する場合、車両用ホイール１１に設けられた取付孔１４に胴体部３２を圧入する。このとき、胴体部３２は弾性変形することでセンサユニット２０に向けて突出するため、胴体部３２とセンサユニット２０の間にはクリアランスを確保する必要がある。 As shown in FIG. 8, when the tire valve 30 is moved in the direction of removal from the first wall portion 24 until the first insertion portion 44 comes into contact with the edge 38, the clearance between the body portion 32 and the sensor unit 20 is increased. growing. When the tire valve unit 10 is mounted on the vehicle wheel 11, the body portion 32 is press-fitted into the mounting hole 14 provided in the vehicle wheel 11. At this time, since the body part 32 protrudes toward the sensor unit 20 due to elastic deformation, it is necessary to secure a clearance between the body part 32 and the sensor unit 20.
本実施形態のように、第１挿入部４４が縁３８に当接した状態でタイヤバルブユニット１０を車両用ホイール１１に装着し、その後センサユニット２０をストッパ４０によって固定することで、胴体部３２とセンサユニット２０との間のクリアランスを確保した状態でタイヤバルブユニット１０を装着することができる。 As in this embodiment, the tire valve unit 10 is mounted on the vehicle wheel 11 with the first insertion portion 44 in contact with the edge 38, and then the sensor unit 20 is fixed by the stopper 40, whereby the body portion 32. The tire valve unit 10 can be mounted with a clearance between the sensor unit 20 and the sensor unit 20 secured.
したがって、上記実施形態によれば、以下のような効果を得ることができる。
（１）第１挿入部４４と第２挿入部４５とは、第１壁部２４を跨いで設けられている。タイヤバルブ３０が挿抜方向に移動しようとして、第１挿入部４４又は第２挿入部４５に力が加わっても、その力は、第１壁部２４に受け止められ、第１挿入部４４及び第２挿入部４５が変形することが抑止される。このため、タイヤバルブ３０とセンサユニット２０との一体化が維持されやすい。
Therefore, according to the above embodiment, the following effects can be obtained.
(1) The first insertion portion 44 and the second insertion portion 45 are provided across the first wall portion 24. Even if a force is applied to the first insertion portion 44 or the second insertion portion 45 in an attempt to move the tire valve 30 in the insertion / removal direction, the force is received by the first wall portion 24 and the first insertion portion 44 and the second insertion portion 44 The insertion portion 45 is prevented from being deformed. For this reason, the integration of the tire valve 30 and the sensor unit 20 is easily maintained.
（２）第１挿入部４４の貫通孔３６への挿入長は、第２挿入部４５の貫通孔３６への挿入長に比べて長い。このため、ストッパ４０を、第１挿入部４４のみが貫通孔３６に挿入された状態にすることができ、タイヤバルブ３０が挿通孔２６から抜去されない状態で、胴体部３２とセンサユニット２０との間のクリアランスを調節することができる。 (2) The insertion length of the first insertion portion 44 into the through hole 36 is longer than the insertion length of the second insertion portion 45 into the through hole 36. For this reason, the stopper 40 can be in a state in which only the first insertion portion 44 is inserted into the through hole 36, and in a state where the tire valve 30 is not removed from the insertion hole 26, The clearance between can be adjusted.
なお、実施形態は、以下のように変更してもよい。
・各実施形態において、挿通孔２６の形状は、四角形状などの多角形状や、一部を平坦面にした形状など、バルブステム３１（突出部３５）を挿入できれば、どのような形状であってもよい。
In addition, you may change embodiment as follows.
In each embodiment, the shape of the insertion hole 26 is any shape as long as the valve stem 31 (protruding portion 35) can be inserted, such as a polygonal shape such as a square shape or a shape with a part of the flat surface. Also good.
・ハウジング２１に傾斜面２３を設けたが、傾斜面２３を設けなくてもよい。すなわち、ハウジング２１の外面は平坦面をなしていてもよい。
・突出部３５には、貫通孔３６に代えて、バルブステム３１の周壁の厚み方向に凹む溝部が設けられていてもよい。この場合、溝部に第１挿入部４４及び第２挿入部４５が挿入される。
-Although the inclined surface 23 was provided in the housing 21, the inclined surface 23 does not need to be provided. That is, the outer surface of the housing 21 may be a flat surface.
The protrusion 35 may be provided with a groove that is recessed in the thickness direction of the peripheral wall of the valve stem 31 instead of the through hole 36. In this case, the first insertion portion 44 and the second insertion portion 45 are inserted into the groove portion.
・取着部は、ストッパ４０をハウジング２１に取着できればよく、例えば、取着部にボルトを貫通させて、このボルトをハウジング２１に螺合することでストッパ４０をハウジング２１に取着してもよい。 The attachment portion only needs to be able to attach the stopper 40 to the housing 21. For example, the stopper 40 is attached to the housing 21 by passing a bolt through the attachment portion and screwing the bolt into the housing 21. Also good.
・第２壁部２５は設けられていなくてもよい。
・タイヤバルブ３０には、胴体部３２が設けられていなくてもよい。
・センサは、タイヤ１３内の温度を検出する温度センサなどでもよい。
-The 2nd wall part 25 does not need to be provided.
-The tire valve 30 may not be provided with the body portion 32.
The sensor may be a temperature sensor that detects the temperature in the tire 13.
１０…タイヤバルブユニット、１１…車両用ホイール、１３…タイヤ、２０…センサユニット、２１…ハウジング、２２…圧力センサ、２４…第１壁部、３０…タイヤバルブ、３１…バルブステム、３２…胴体部、３６…貫通孔、４０…ストッパ、４４…第１挿入部、４５…第２挿入部。 DESCRIPTION OF SYMBOLS 10 ... Tire valve unit, 11 ... Wheel for vehicles, 13 ... Tire, 20 ... Sensor unit, 21 ... Housing, 22 ... Pressure sensor, 24 ... 1st wall part, 30 ... Tire valve, 31 ... Valve stem, 32 ... Body 36, through hole, 40, stopper, 44, first insertion portion, 45, second insertion portion.
Claims (2)
前記ハウジングは、外面から突出するとともに前記バルブステムが軸方向に沿って挿通された挿通壁部を有し、
前記バルブステムは、外周面に溝部又は貫通孔を有し、
前記タイヤバルブと前記センサユニットとを一体化するストッパを有し、前記ストッパは前記バルブステムの軸方向において、前記挿通壁部を跨いで前記溝部又は前記貫通孔に挿入された第１挿入部と第２挿入部とを有するタイヤバルブユニット。 A tire valve that has a valve stem and is mounted on a rim of a vehicle wheel, and a sensor unit that is disposed in a tire mounted on the vehicle wheel and detects the state of the tire by a sensor housed in the housing And a tire valve unit,
The housing has an insertion wall portion that protrudes from an outer surface and into which the valve stem is inserted along the axial direction.
The valve stem has a groove or a through hole on the outer peripheral surface,
A stopper for integrating the tire valve and the sensor unit; and the stopper is inserted in the groove or the through hole across the insertion wall in the axial direction of the valve stem; A tire valve unit having a second insertion portion.
前記バルブステムの軸方向において、前記第１挿入部は、前記第２挿入部よりも前記胴体部側に位置し、
前記第１挿入部の前記溝部又は前記貫通孔への挿入長は、前記第２挿入部の前記溝部又は前記貫通孔への挿入長よりも長い請求項１に記載のタイヤバルブユニット。 The tire valve has a rubber body provided on the outer periphery of the valve stem,
In the axial direction of the valve stem, the first insertion portion is located closer to the body portion than the second insertion portion,
The tire valve unit according to claim 1, wherein an insertion length of the first insertion portion into the groove portion or the through hole is longer than an insertion length of the second insertion portion into the groove portion or the through hole.
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