• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Tire-pressure monitoring apparatus for use with either single or dual tires for signaling deterioration of tire pressure by connecting tire pressure, upon actuation of a valve device by such reduced pressure, to a cylinder device which, in turn, moves a pin member into a space between two adjacent teeth of a rotatable member affixed to the tire, rotatable therewith, and having a plurality of teeth peripherally arranged thereon and alternately interspersed with equal spaces, except one, therebetween. Under normal conditions, the rotating member generates a magnetic field in the proximity of a sensing device which cooperates with the magnetic field for transmitting a series of signals of equal magnitude. If the magnetic field is interrupted by movement of the pin into the spaces, the sensing device transmits either control signals to an anti-skid device or tire-pressure indicating signals to a display panel, depending upon the magnitude of the signals.
    公开号:SU965346A3
    申请号:SU792740153
    申请日:1979-03-21
    公开日:1982-10-07
    发明作者:Рейнекке Эрих
    申请人:Вабко Фарцойгбремзен Гмбх (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to vehicles with pneumatic wheels and can be used in the automotive industry .- 5
    A device is known for monitoring the condition of a vehicle wheel fitted with an anti-blocking device, containing an electrical indicating organ mounted on the wheel and connected to the cavity of the tire pressure-sensitive element made in the form of a cylinder with a piston, and also connected to the piston. Executive level and element sensitive to the position of the executive level 1.
    The executive element of the known JQ device is made in the form of a rotary magnet, which necessitates a complex and unreliable intermediate gear from the pressure-sensitive epement to the executive 25
    link, which reduces the reliability of the entire device.
    The purpose of the invention is to increase the reliability and simplify the design of the device.
    This goal is achieved by the fact that the device for monitoring the condition of the wheel of a vehicle equipped with an anti-lock device contains an electric indicator body mounted on the wheel and connected to the cavity of the tire pressure-sensitive element made in the form of a cylinder with a piston, as well as the piston actuator and the element sensitive to the position of the actuator, the latter contains a gear ring mounted on the wheel and a selsynapot associated with it, and The additional link is made in the form of at least one tooth installed against the cavity of the ring gear with the possibility of entering it. 3 In addition, the tooth of the actuator is made in one piece with the piston of the pressure-sensitive element. The input of the pressure-sensitive element is connected to the output of a control valve fixed on the wheel and having a piston and air inlet and purge valves, the inlets of which are connected to the tire cavity. At the same time, to control the pressure of paired tires, the control valve is made in the form of two separate valves, the outputs of which are connected to the inlet of a two-way valve. The output of the resolver sensor is connected to the input of the electronic differential circuit connected with the indicating organ. The element sensitive to the position of the executive link is made in the form of a wheel speed sensor of the antilock braking system, and the electronic differential circuit is equipped with a logic unit and a differential cascade to determine the error signals. In addition, the device has a switch-off delay element associated with AND elements, the outputs of which are connected to the control circuits of the brake system by adjusting them to the anti-lock circuits. FIG. 1 shows the constructive scheme of the proposed device; in fig. 2 - crown gear; in fig. 3 - control valve for twin tires; in fig. k is an alternative embodiment of the device with two valves and a two-way valve; in fig. 5 is a block diagram of the electronic part of the device. A control valve 1 located on the hub or rim of the wheel is connected to the trunk line (not shown). The tire pressure through the inlet pipe 2 acts on the piston 3. The outlet A of the valve 1 is connected via line 5 with a pressure-sensitive element 6, made in the form of a cylinder 7, in which a spring-loaded piston 8 is located. The piston 8 is made with a rod 9, which is made em executive function. The end of the stem has a tooth 10 and interacts with the selsyn sensor 11, which feels the gear ring 12 rotating with the wheel. The piston 8 is positioned so that the tooth 10 can move 6 into the depression and between two adjacent teeth 13 and the gear ring 12 and at the same time, it almost completely fills hollow a (Fig. 2). In case the tire pressure is below a certain value, the control valve 1 applies the pressure of the tire 8 to the cylinder 7. Due to the pressure impulse, the piston 8 moves, which in turn moves the tooth 10 into the cavity d between the teeth of the gear ring 12. the transition from tooth 13 to tooth And does not give any signal. This means, for an electronic estimate, a reduction in speed of 50. Due to the fact that this change in speed occurs from one tooth to the next, a high delay value is obtained, which is recognized by the electronic repeating circuit and indicated as a defect in the tire. The control valve 15 (Fig. 3) used for twin tires can also be used for single tires. The valve 15 is rigidly connected to the rotating part of the wheel, for example, with a hub or with; rim. In the event that there is only one tire, the tire pressure acts through the nozzle 16 in chamber B on the piston surface of the hollow piston 3At the same time, air through channel 17 enters chamber C. Due to this pressure, piston 3 moves upward against spring force 18 with stop element 19, so that the outlet line 5 through the air valve 20 and the opening 21 in the housing is connected to the atmosphere. The air valve is formed by a piston-mounted seat 22 and valve plate 23, which in the locking position is pre-tensioned with a spring. In the event that the pressure in chamber B drops due to a tire pressure drop below. Of certain magnitude, the piston 3 moves due to spring force down and opens the purge valve 25, as a result of which the outlet line 5 is blown. The purge valve 25 is formed with a seat made on the valve body. 26 and plate 23, which serves as a double valve body. In the case of paired tires, one of them is connected via pipe 16 to the valve chamber B and the second through pipe 27 to the valve chamber C. These cameras are connected to each other through channel 17. The channel 17 is locked by fitting the piston 3 to the sealing ring 28
    If one of the tires is tight, the pressure in chambers B and G drops simultaneously until the valve opens the purge valve seat 26. Due to the connection of both tires through the pipe 16, the channel 17 and the pipe 27, the tire pressure drops together until the piston 3 with its front surface is attached to the sealing ring 28 and it stops communicating between the chambers B and C. Because of the faulty tire / remains without air pressure.
    In the event that a defective tire is connected via pipe 27 to chamber C, the pressure in the 5 CHQsa line drops, as a result of which the tire fault signal will also be generated. In order for the corresponding indication to continue to occur, a corresponding storage circuit is provided in the electronic unit of the device.
    FIG. 4 shows an alternative solution in which the control valve 15 (FIG. 3) is replaced by two separate valves 29 and 30 and a two-way valve 31. The individual valves are intended for each tire of the twin wheel. The individual valves (Fig.) Are different from the valve (Fig. 3) in that they do not have a nipple. 27. When the set pressure drops, only the defective tire acts and prevents simultaneous release of air also from the other BUS until the warning pressure is reached, as is the case with valve 15 (Fig. 3). Moreover, it is possible to refuse the storage device remembering information about the defect.
    FIG. 5 is a block diagram of an electronic device for generating a bus defect signal. This scheme basically corresponds to the regulating anti-blocking scheme that is commonly used for brake installations, which is extended to several nodes in order to recognize the signals that are obtained when the device for controlling tire pressure is triggered, and not to let them pass into the anti-blocking system.
    device 32, and feed them to the tire defect indicator 33.
    The sensor 11 supplies the input circuit with 3 signals proportional to the duration of the period. A regulating circuit 35 adjoins the input circuit, which, in addition to the usual for blocking regulating circuit differentiators 36 and 37 for arising deceleration and acceleration signals (-b, respectively + b) arising in controlled braking, also has two additional differentiators 38 and 39 - Differentiator 38 serves to recognize high deceleration values (-b) that may occur when a device for controlling tire pressure is triggered due to filling one or more cavities of the ring gear in the sensor. Differentiator 39 serves to recognize high acceleration values that may occur when a device for controlling tire pressure is triggered when moving from two overlapped teeth. the ring gear to the next hollow). In addition, a device is provided for locking the signals resulting from the occurrence of the -ho signals + b and + b for the anti-lock device 32.
    Due to the fact that when the signal arises, the differentiator 36 also triggers to produce -C signals and these j signals signify an error signal for the anti-lock device 32, a logical element AND LO, which locks the signal line, is provided. For this element AND tO. binds the -b signal with the signal and the output of the element And leads to the anti-lock device 32.
    If the -b signal occurs, then the -signal of the differentiator 39 also comes. At the same time, the differentiator 37 also operates on the + b -signal. In this case too, the + b signal must be locked to the electronic anti-block system, since it represents an error signal.
    For this purpose, a delaying deviation of the delay link 41 is provided, which is triggered and whose output signal is fed to the unlinked input of the first element AND k2 7 and to the non-fed input of the second element AND Z. To the other input of the element A2 And the output of a differentiator 37 for + L-signal and to the other input element And 3 connected to the output of the differentiator 39 for + bjjf signals. The outputs of the And tZ and LZ elements lead to the anti-blocking device 32. The delay link is designed so that the And and LZ elements are controlled as long as the + b and + b27 signals generated during the next sensor signal are locked, and only after that does its output signal . FIG. Figure 5 also shows the second delay element kk, which may be provided in order to provide additional reliability against the erroneous response of the tire pressure monitor. This delay link can be made in the form of a counter triggered by the -bj-signal and fed at one turn of the wheel, an output signal which is connected to the output signal -b2 of the differentiator 38 in the elementand k, the output signal of which leads to the erroneous indicator 33 of the device. It is possible to replace the delay link L with a differentiator, the 8th activation threshold of which corresponds to the aforementioned speed jump by 50. caused by the triggering of the tire pressure monitoring device. The output signal of this differentiator would then be locked through the elements AND and 3 b. and + b ,, - signals. This circuit must additionally be designed in such a way that, with the already -b.-signal and the occurrence of the signal, the other signals are locked, however the -c signal must be preserved to prevent the vehicle wheel from blocking. The mounting of the tire defect detection device into the electronic anti-blocking unit does not present any particular difficulties, since in the case of adjustable braking, the locking of the control signals occurs only for the duration of the second sensor pulse period. The proposed device makes it possible to increase the reliability of monitoring the condition of vehicle tires in motion and thereby contributes to an increase in driving safety and an increase in tire mileage. The formula of the invention 1. A device for monitoring the condition of the wheel of a vehicle equipped with an anti-lock device, containing an electric indicator body mounted on the wheel and connected to the cavity of the tire pressure-sensitive element made in the form of a cylinder with a piston, as well as an actuator associated with the piston the element and the element sensitive to the position of the executive element, distinguished by the fact that, in order to increase reliability and simplify the design, the element sensitive position actuator comprises a gear mounted on the wheel. a crown and a selsyn-sensor connected with it, and the executive link is made in the form of at least one tooth mounted against the cavity of the ring gear with the possibility of entering it. 2. The device according to claim 1, in connection with the fact that the tooth of the actuating element is made in one piece with the piston of the pressure-sensitive element .. 3. The device according to claim. 1 and 2, characterized in that the inlet of the pressure-sensitive element is connected to the outlet of a control valve fixed on the wheel and having a piston and air inlet and purge valves, the inlets of which are connected to the tire cavity. . A device according to claim 3, wherein for controlling the pressure of paired tires, the control valve is made in the form of two separate valves, the outlets of which are connected to the inlet of the two-way valve. 5- The device according to claim 1, wherein the output of the axle-sensor is connected to the input of an electronic differential circuit connected to the indicating body. 6. The device according to claim 5, characterized in that the element sensitive to the position of the executive link is made in the form of a wheel speed sensor
    an anti-lock device of the brake system, and the electronic differential circuit is equipped with a logic unit and a differential cascade for determining error signals.
    7 "The device according to claim 6, which is intended to include an off delay link.
    9653 6
    ten
    associated with the elements And, the outputs of which are connected to the control circuits of the anti-lock device of the brake system.
     Sources of information; taken into account in the examination
    - 1.V US Patent If 3828309, cl. , dublik. 197.
    / J rd
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    FIG. 2
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    权利要求:
    Claims (8)
    [1]
    Claim
    A device for monitoring the condition of a wheel of a vehicle equipped with an anti-lock device, comprising an electric indicating element mounted on the wheel and connected to the tire cavity, a pressure-sensitive element made in the form of a cylinder with a piston, and also connected. with a piston, the actuator and an element that is sensitive to the position of the actuator, characterized in that, in order to increase reliability and simplify the design, the element that is sensitive to the position of the actuator contains a gear mounted on the wheel. the crown and the selsyn sensor associated with it, and the executive link is made in the form of at least one tooth mounted against the depression of the ring gear with the possibility of entering it. ''
    [2]
    2. The device according to claim 1, with the fact that the tooth of the actuating element is made in one piece with the piston of the pressure-sensitive element ..
    [3]
    3. The device according to paragraphs. 1 and 2, characterized in that the input of the pressure-sensitive element is connected to the output of the control valve mounted on the wheel and having a piston and air supply and purge valves, the inputs of which are connected to the tire cavity.
    [4]
    4. The device according to claim 3, wherein the control valve is made in the form of two separate valves, the outputs of which are connected to the input of a two-way valve to control the pressure of the paired tires.
    [5]
    5 · The device according to claim 1, characterized in that the output of the syndicator is connected to the input of an electronic differential circuit associated with the indicating body.
    [6]
    6. The device pop. 5 ”characterized in that the element sensitive to the position of the executive link is made in the form of an angular velocity sensor wheel_.
    Clay sel55 '965346
    9 of the anti-lock device of the brake system, and the electronic differential circuit is equipped with a logic unit and a differential stage for determining error signals.
    [7]
    7. The device according to claim 6, wherein the device includes a shutdown delay link,
    [8]
    10 associated with AND elements, the outputs of which are connected to the control circuits of the anti-lock braking system / brake device.
    类似技术:
    公开号 | 公开日 | 专利标题
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    US4499543A|1985-02-12|Anti-skid brake control system with fail-safe arrangement
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    JP2001270430A|2001-10-02|Method for automatically detecting assembled position of brake force generating unit of electromagnetic automotive brake system
    US3723965A|1973-03-27|Control unit for monitoring electronic control systems for braking devices in wheeled vehicles
    US3493271A|1970-02-03|Anti-skid system
    US20020024254A1|2002-02-28|Sensor error detection in a dual sensor system
    同族专利:
    公开号 | 公开日
    CS215010B2|1982-06-25|
    CH641731A5|1984-03-15|
    NL185870B|1990-03-01|
    ATA117779A|1981-04-15|
    IT7967613D0|1979-03-23|
    DE2813058A1|1979-09-27|
    GB2022030B|1982-10-13|
    AT364773B|1981-11-10|
    IT1118511B|1986-03-03|
    DE2813058C2|1984-04-19|
    PL124773B1|1983-02-28|
    NL7902126A|1979-09-27|
    JPS6239369B2|1987-08-22|
    YU69579A|1982-08-31|
    SE438378B|1985-04-15|
    US4238955A|1980-12-16|
    GB2022030A|1979-12-12|
    FR2420439B1|1984-04-13|
    JPS54131979A|1979-10-13|
    PL214274A1|1979-11-19|
    BR7901788A|1979-11-20|
    NL185870C|1990-08-01|
    CA1111930A|1981-11-03|
    FR2420439A1|1979-10-19|
    HU183044B|1984-04-28|
    SE7902580L|1979-09-26|
    YU41723B|1987-12-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    RU2640166C2|2013-10-11|2017-12-26|Кнорр-Бремзе Зюстеме Фюр Нутцфарцойге Гмбх|Method for controlling pressure control device of braking system with working vehicle medium|DE910257C|1951-10-18|1954-04-29|Max Fakler|Device for displaying a negative or positive pressure in the pneumatic tires of motor vehicles and trailers|
    US3130805A|1961-02-27|1964-04-28|Caterpillar Tractor Co|Wheel slip control for tractortrailer combinations|
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    US3691524A|1970-06-15|1972-09-12|Eaton Yale & Towne|Tire inflation monitoring system|
    US3828149A|1973-02-15|1974-08-06|Winther Walter|Mechanically-resetting tire deflation signalling system|
    GB1449551A|1973-09-20|1976-09-15|Bridgestone Tire Co Ltd|Pressure-responsive electric switch device for pneumatic tyres|
    DE2351549A1|1973-10-13|1975-04-24|Rau Swf Autozubehoer|Tyre pressure indicator for motor vehicles - is magnetically conducting armature with two definite switch positions to operate indicator element|
    IT1052527B|1974-12-13|1981-07-20|Gen Motors Corp|IMPROVEMENT IN LOW FREDITION ALARM SYSTEMS IN VEHICLE TIRES|
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    US4163208A|1975-12-18|1979-07-31|Merz Ernest J|Automatic wireless tire pressure monitoring system|
    US4119944A|1977-06-27|1978-10-10|Jesse Britton Smith|Vehicular tire air pressure measuring system|DE3110664A1|1981-03-19|1982-09-30|Westfälische Metall Industrie KG Hueck & Co, 4780 Lippstadt|Tyre-pressure warning device, in particular for motor vehicles|
    JPS596163A|1982-07-02|1984-01-13|Honda Motor Co Ltd|Anti-lock brake|
    DE3236520C2|1982-10-02|1991-02-28|Robert Bosch Gmbh, 7000 Stuttgart, De|
    FR2539679B1|1983-01-20|1985-04-19|Renault Vehicules Ind|
    FR2551556A1|1983-09-07|1985-03-08|Heuliez Dea|Device for the threshold detection or measurement of a quantity on a rotating object|
    DE3727875A1|1987-08-21|1989-03-02|Wabco Westinghouse Fahrzeug|WARNING DEVICE FOR A TIRE WHEEL OF A VEHICLE|
    DE3732078A1|1987-09-24|1989-04-06|Wabco Westinghouse Fahrzeug|DEVICE FOR TRANSMITTING SIGNALS FROM A TURNED PART TO A TURNTABLE PART REGARDING THE TURNED PART, IN PARTICULAR FROM A VEHICLE WHEEL TO THE VEHICLE|
    DE3930095A1|1989-09-09|1991-03-14|Wabco Westinghouse Fahrzeug|Valve arrangement for vehicle tyre pressure monitoring - contains pressure monitoring device activating auxiliary valve closure body actuator element|
    DE3930092A1|1989-09-09|1991-03-14|Wabco Westinghouse Fahrzeug|DEVICE FOR MONITORING THE PRESSURE OF A VEHICLE TIRE|
    DE3930093A1|1989-09-09|1991-03-14|Wabco Westinghouse Fahrzeug|Rotational speed transducer for vehicle - uses arrangement of holes around rim of device to improve signal quality|
    DE3930813A1|1989-09-14|1991-03-28|Wabco Westinghouse Fahrzeug|TIRE PRESSURE MONITORING DEVICE|
    DE3934415A1|1989-10-14|1991-04-18|Wabco Westinghouse Fahrzeug|DEVICE FOR MONITORING THE TIGHTNESS OF A GAS-FILLED CHAMBER|
    DE4005897A1|1990-02-24|1991-08-29|Wabco Westinghouse Fahrzeug|DEVICE FOR MONITORING THE PRESSURE OF A MEASURING CHAMBER PRESSED BY A VEHICLE TIRE|
    DE4032675A1|1990-10-15|1992-04-16|Wabco Westinghouse Fahrzeug|DEVICE FOR MONITORING THE PRESSURE OF A VEHICLE TIRE|
    FR2670889B1|1990-11-30|1995-05-24|Skf France|ENGLISH RACKED WOODEN STAIRCASES, POSTS, RAILS, SIMPLIFIED MANUFACTURING AND LAYING GUARDS.|
    DE4108337C1|1991-03-14|1992-07-30|Doduco Gmbh + Co Dr. Eugen Duerrwaechter, 7530 Pforzheim, De|
    GB2267759A|1992-06-06|1993-12-15|Martin Merry|Monitoring pressure of rotating tyre|
    CA2168940C|1995-02-08|2007-05-01|Kenji Furuichi|Tire pressure detector|
    US20070069876A1|2005-09-27|2007-03-29|Leong Philip H|Tire pressure system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE2813058A|DE2813058C2|1978-03-25|1978-03-25|Tire pressure monitoring device|
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