Tire valves, tires, vehicles, and methods for controlling tire valve inflation and deflation

Abstract

This invention provides a tire valve, a tire, a vehicle, and a method for controlling the inflation and deflation of the tire valve. The tire valve includes a housing, an in-tire pressure sensor, a limiting member, a valve core, and a drive unit. The in-tire pressure sensor is located at one end of the housing, the limiting member is built into the housing, and the limiting member and the valve core form an internal space. The drive unit drives the valve core to move, thereby connecting the external environment of the tire valve with the internal space. It also includes a pressurization control unit and a depressurization control unit. The pressurization control unit is located at one end of the limiting member and pressurizes the tire internally according to a pump signal after the internal and external spaces of the tire valve are connected. The depressurization control unit is located at the other end of the limiting member and depressurizes the tire internally according to a pressure release signal after the internal and external spaces of the tire valve are connected. This invention automatically inflates and deflates the tire valve to adjust the internal tire pressure in real time, automatically controlling the height and stiffness of the vehicle tire, thus improving driving safety and stability.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a tire valve, a tire, a vehicle, and a method for controlling the inflation and deflation of the tire valve. Background Technology

[0002] In recent years, my country's automotive industry has developed rapidly, and it remains a core industry for future development. With continuous technological advancements and rising living standards, the demand for vehicle performance is increasing. Currently, based on national policy trends, the future of the automotive industry will primarily revolve around a shift towards new energy vehicles. Considering future energy and environmental requirements, electrification has received strong policy and market support, leading to rapid development of new energy intelligent vehicles in my country.

[0003] Currently, new energy intelligent vehicles have higher requirements for tire safety than traditional vehicles. At the perception, decision-making, and execution levels, tire safety plays a crucial role in the execution and feedback functions of the online or domain control system. As a vital component of a vehicle, tire pressure directly affects tire performance, and tire safety is determined by the tire-rim assembly and its internal air pressure.

[0004] However, in current car tires, the internal air pressure is often not adjustable in real time. When the internal air pressure is too high, the tire's handling and cushioning performance decrease, making it prone to mechanical damage when encountering uneven road conditions, thus affecting driving safety. When the internal air pressure is too low, the tire's rigidity decreases, making it prone to bursting when encountering obstacles, thus affecting driving stability. Summary of the Invention

[0005] This application provides a tire valve, a tire, a vehicle, and a method for controlling the inflation and deflation of the tire valve. This method addresses the issues raised in the background section regarding the inability to adjust the internal tire pressure in current automotive tires in real time. When the internal tire pressure is too high, the tire's handling and cushioning performance decrease, making it prone to mechanical damage on uneven road surfaces and affecting driving safety. Conversely, when the internal tire pressure is too low, the tire's stiffness decreases, making it prone to bursting when encountering obstacles and affecting driving stability.

[0006] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0007] A first aspect of the present invention provides a tire valve, the tire valve comprising: a housing, an in-tire pressure sensor, a limiting member, a valve core, and a drive unit;

[0008] The tire pressure sensor is located at one end of the housing in the first direction;

[0009] The limiting component is built into the inside of the housing, and the limiting component cooperates with the valve core to form an internal space;

[0010] The drive unit is used to drive the valve core to move in the first direction so that the external environment of the tire valve is connected to the internal space;

[0011] It also includes: a pressurization control unit and a depressurization control unit;

[0012] The pressurization control unit is located at one end of the limiting member in the second direction. After the external environment of the tire valve is connected to the internal space, the pressurization control unit pressurizes the tire according to the air pump signal.

[0013] The pressure reduction control unit is located at the other end of the limiting member in the second direction. After the external environment of the tire valve is connected to the internal space, the pressure reduction control unit reduces the pressure inside the tire according to the air pressure release signal.

[0014] The first direction is the length direction of the tire valve, and the second direction is the width direction of the tire valve.

[0015] Based on the above technical solution, the present invention can be further improved as follows.

[0016] In one possible implementation, the tire valve includes a first in-tire pressure interaction port and a second in-tire pressure interaction port.

[0017] The first internal tire pressure interface is connected to one end of the pressurization control unit, and the first internal tire pressure interface is connected to one end of the depressurization control unit.

[0018] The second internal pressure interface is located on the limiting component and is connected to the other end of the pressurization control unit and the other end of the depressurization control unit.

[0019] In one possible implementation, the valve core includes a valve core body and a protrusion;

[0020] The protrusions are located at both ends of the valve core body in the second direction, and the protrusions move in the first direction through the drive unit within the internal space enclosed by the limiting member and the tire valve stem.

[0021] In one possible implementation, the drive unit includes an air spring, a gas passage, and a high-pressure gas storage pump;

[0022] An air spring is located at one end of the valve core in the first direction, and the air spring is connected to the valve core.

[0023] The gas passage is located at one end of the air spring in the first direction, and the gas passage is connected to the air spring;

[0024] A high-pressure gas storage pump is located at one end of the gas channel in the first direction, and the high-pressure gas storage pump transmits gas through the gas channel.

[0025] In one possible implementation, the tire valve also includes a pressure transmission control unit;

[0026] The pressure transmission control unit is located between the high-pressure gas storage pump and the gas channel. The pressure transmission control unit controls the high-pressure gas storage pump to pressurize or depressurize according to the pressure transmission signal.

[0027] A second aspect of the present invention provides a tire, comprising: a tire body, a rim, and the aforementioned tire valve;

[0028] The tire valve is located on the wheel hub;

[0029] The wheel hub is used to support the tire.

[0030] A third aspect of the present invention provides a vehicle, including: a vehicle body and the tires described above;

[0031] The tires are mounted on the vehicle body.

[0032] A fourth aspect of the present invention provides a method for controlling the inflation and deflation of a tire valve, comprising:

[0033] Obtain the vehicle status and determine the required Z-axis stiffness of the tires based on the vehicle status and the vehicle's obstacle crossing requirements.

[0034] Based on the obtained tire internal pressure signal and the tire Z-axis stiffness requirement, a control signal is sent to the tire valve so that the tire valve can pressurize or depressurize the tire according to the control signal.

[0035] After adjusting the tire stiffness by increasing or decreasing the pressure inside the tire according to the control signal, the system returns to the vehicle's obstacle-crossing requirements until the tire pressure meets the tire's Z-axis stiffness requirements.

[0036] In one possible implementation, sending a control signal to the tire valve includes:

[0037] Based on the air pressure value corresponding to the tire's Z-axis stiffness requirement, determine whether the tire internal air pressure signal is less than the threshold.

[0038] If the tire pressure signal is less than the threshold, a pressurization control signal is sent to the tire valve. The tire valve then pressurizes the tire according to the pressurization control signal to meet the stiffness requirements.

[0039] If the tire pressure signal is greater than the threshold, a pressure reduction control signal is sent to the tire valve. The tire valve then reduces the pressure inside the tire according to the pressure reduction control signal to meet the stiffness requirements.

[0040] In one possible implementation, sending a pressure control signal to the tire valve includes:

[0041] The pressure transmission control unit sends a pressure transmitter signal to the pressure transmission control unit and a vacuum pump signal to the pressurization control unit. The pressure transmission control unit controls the drive unit to drive the valve core to rise according to the pressure transmitter signal, so that the external environment of the tire valve is connected with the tire internal pressure interface. The pressurization control unit pressurizes the tire according to the vacuum pump signal to adjust the tire stiffness.

[0042] Send a pressure reduction control signal to the tire valve, including:

[0043] The pressure transmission control unit sends a pressure transmission signal to the pressure reduction control unit and a pressure release signal to the pressure reduction control unit. The pressure transmission control unit controls the drive unit to drive the valve core to rise according to the pressure transmission signal, so that the external environment of the tire valve is connected with the tire internal pressure interface. The pressure reduction control unit reduces the pressure inside the tire according to the pressure release signal to adjust the tire stiffness.

[0044] In one possible implementation, after adjusting the tire stiffness, the process returns to the vehicle's obstacle-crossing requirements until the tire pressure meets the tire's Z-axis stiffness requirements. This also includes:

[0045] A pressure transmission signal is sent to the air pressure transmission control unit, which controls the drive unit to drive the valve core to reset based on the pressure transmission signal, thereby isolating the tire from the internal and external environments.

[0046] This invention provides a tire valve, a tire, a vehicle, and a method for controlling the inflation and deflation of the tire valve. The tire valve includes a housing, an in-tire pressure sensor, a limiting member, a valve core, and a drive unit. The in-tire pressure sensor is located at one end of the housing in a first direction. The limiting member is built into the housing and cooperates with the valve core to form an internal space. The drive unit drives the valve core to move in the first direction, thereby connecting the external environment of the tire valve with the internal space. It also includes a pressurization control unit and a depressurization control unit. The pressurization control unit is located at one end of the limiting member in a second direction. After the external environment of the tire valve connects with the internal space, the pressurization control unit pressurizes the tire according to a pump signal. The depressurization control unit is located at the other end of the limiting member in the second direction. After the external environment of the tire valve connects with the internal space, the depressurization control unit depressurizes the tire according to a pressure release signal. The first direction is the length direction of the tire valve, and the second direction is the width direction of the tire valve. The tire includes a tire body, a rim, and the aforementioned tire valve, wherein the tire valve is disposed on the rim, and the rim supports the tire. The vehicle includes a vehicle body and the aforementioned tire, wherein the tire is disposed on the vehicle body. The tire valve inflation / deflation control method includes: acquiring the vehicle status; determining the required Z-axis stiffness of the tire based on the vehicle status and the vehicle's obstacle-crossing requirements; and sending a control signal to the tire valve based on the acquired tire internal pressure signal and the tire Z-axis stiffness requirement, so that the tire valve pressurizes or depressurizes the tire according to the control signal. Thus, this embodiment of the invention can automatically adjust the tire internal pressure in real time through tire valve inflation / deflation, thereby automatically controlling the height and stiffness of the vehicle tire and improving driving safety and stability. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 This is a schematic diagram of the structure of a tire valve provided in an embodiment of the present invention;

[0049] Figure 2 for Figure 1 A magnified view of a portion of the image;

[0050] Figure 3 This is a schematic diagram of the control process inside a tire valve according to an embodiment of the present invention;

[0051] Figure 4This is a schematic diagram of the structure of a tire according to an embodiment of the present invention;

[0052] Figure 5 This is a flowchart illustrating a method for controlling a tire valve according to an embodiment of the present invention.

[0053] Figure 6 This is a flowchart illustrating the overall control path of a tire valve according to an embodiment of the present invention.

[0054] Explanation of reference numerals in the attached figures:

[0055] 100 - Tire valve stem;

[0056] 110 - Housing; 120 - Intra-tire pressure sensor; 130 - Limiting component; 140 - Valve core; 141 - Valve core body; 142 - Protrusion; 150 - Drive unit; 151 - Air spring; 152 - Gas passage; 153 - High-pressure gas storage pump; 160 - Internal space; 170 - First intra-tire pressure interface; 180 - Second intra-tire pressure interface; 190 - Twisted cap;

[0057] 200-Pressure control unit;

[0058] 300-Step-Down Control Unit;

[0059] 400-Pneumatic transmission control unit;

[0060] 500-Tires;

[0061] 510 - Tire body; 520 - Wheel rim. Detailed Implementation

[0062] As described in the background section, in current automobile tires, the internal air pressure often cannot be adjusted in real time. When the internal air pressure is too high, the tire's handling and cushioning performance decrease, and it is prone to mechanical damage when encountering uneven road conditions, affecting driving safety. When the internal air pressure is too low, the tire's rigidity decreases, and when the tire encounters road obstacles, it is prone to bursting, affecting driving stability.

[0063] To address the aforementioned technical problems, this invention provides a tire valve, a tire, a vehicle, and a method for controlling the inflation and deflation of the tire valve. The tire valve includes a housing, an in-tire pressure sensor, a limiting member, a valve core, and a drive unit. The in-tire pressure sensor is located at one end of the housing in a first direction. The limiting member is built into the housing and cooperates with the valve core to form an internal space. The drive unit drives the valve core to move in the first direction, thereby connecting the external environment of the tire valve with the internal space. The invention also includes a pressurization control unit and a depressurization control unit. The pressurization control unit is located at one end of the limiting member in a second direction. After the external environment of the tire valve connects with the internal space, the pressurization control unit pressurizes the tire according to a pump signal. The depressurization control unit is located at the other end of the limiting member in the second direction. After the external environment of the tire valve connects with the internal space, the depressurization control unit depressurizes the tire according to a pressure release signal. The first direction is the length direction of the tire valve, and the second direction is the width direction of the tire valve. The tire includes a tire body, a rim, and the aforementioned tire valve, wherein the tire valve is disposed on the rim, and the rim supports the tire. The vehicle includes a vehicle body and the aforementioned tire, wherein the tire is disposed on the vehicle body. The tire valve inflation / deflation control method includes: acquiring the vehicle status; determining the required Z-axis stiffness of the tire based on the vehicle status and the vehicle's obstacle-crossing requirements; and sending a control signal to the tire valve based on the acquired tire internal pressure signal and the tire Z-axis stiffness requirement, so that the tire valve pressurizes or depressurizes the tire according to the control signal. Thus, this embodiment of the invention can automatically adjust the tire internal pressure in real time through tire valve inflation / deflation, thereby automatically controlling the height and stiffness of the vehicle tire and improving driving safety and stability.

[0064] To make the above-mentioned objectives, features, and advantages of the embodiments of the present invention more apparent and understandable, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0065] like Figure 1 and Figure 2As shown, a first aspect of this invention provides a tire valve 100, which may include a housing 110, an in-tire pressure sensor 120, a limiting member 130, a valve core 140, and a drive unit 150. The in-tire pressure sensor 120, the limiting member 130, and the drive unit 150 are all located inside the housing 110. One end of the valve core 140 may be located inside the housing 110, and the other end may extend out of the housing 110. The tire valve 100 may also include a cap 190, which is rotatably connected to the end of the valve core 140 extending out of the housing 110. The cap 190 provides protection and sealing for the valve core 140 and facilitates disassembly.

[0066] For ease of description, in this embodiment, the first direction is the length direction of the tire valve 100, i.e. Figure 2 The x-direction is the first direction. The second direction is the width direction of the tire valve 100, i.e. Figure 2 y direction in .

[0067] refer to Figure 2 Based on the above embodiments, the tire pressure sensor 120 is located at one end of the housing 110 in the first direction. The tire pressure signal is sent to the tire pressure sensor 120 through the vehicle data information integration. The tire pressure sensor 120 receives the tire pressure signal and then confirms the real-time tire pressure inside the vehicle.

[0068] Continue to refer to Figure 2 Based on the above embodiments, the limiting member 130 can be built into the inside of the housing 110, and the limiting member 130 cooperates with the valve core 140 to form an internal space 160. The limiting member 130 can be U-shaped, with the limiting member 130 respectively disposed at both ends of the valve core 140 in the second direction. When the internal air pressure of the tire 500 tends to be stable and no adjustment of the internal air pressure is required, the limiting member 130 and the valve core 140 can form a closed internal space 160.

[0069] Continue to refer to Figure 2 Based on the above embodiments, the drive unit 150 is used to drive the valve core 140 to move in the first direction, so that the external environment of the tire valve 100 is connected to the internal space 160. When the internal air pressure of the tire 500 needs to be adjusted, the drive unit 150 can drive the valve core 140 to move upward in the first direction, so that the internal space 160 enclosed by the valve core 140 and the limiting member 130 is connected to the external environment of the tire valve 100.

[0070] refer to Figure 2 as well as Figure 3Based on the above embodiments, the tire valve 100 may further include a pressure control unit 200 and a pressure reduction control unit 300. The pressure control unit 200 may be located on one side of the limiting member 130 in the second direction. After the external environment of the tire valve 100 is connected to the internal space 160 enclosed by the valve core 140 and the limiting member 130, the pressure control unit 200 can pressurize the tire based on the suction pump signal generated by the vehicle interior data integration.

[0071] In one possible implementation, the pressurization control unit 200 may further include a pressurization control module and an air extraction device (not shown in the figure). The pressurization control module may be connected to the air extraction device. The pressurization control module can receive air pump signals from the vehicle data integration system, and then control the air extraction device to perform air extraction and pressurization based on the communication between the external environment of the tire valve 100 and the internal space 160 enclosed by the valve core 140 and the limiting member 130, thereby achieving tire pressurization.

[0072] Continue to refer to Figure 2 as well as Figure 3 Based on the above embodiments, the pressure reduction control unit 300 can be located on the other side of the limiting member 130 in the second direction. After the external environment of the tire valve 100 is connected to the internal space 160 enclosed by the valve core 140 and the limiting member 130, the pressure reduction control unit 300 can reduce the pressure inside the tire according to the air pressure release signal issued by the integrated data information inside the vehicle.

[0073] In one possible implementation, the pressure reduction control unit 300 may further include a pressure reduction control module and a deflation device (not shown in the figure). The pressure reduction control module may be connected to the deflation device. The pressure reduction control module can receive a pressure release signal from the vehicle data integration system, and then control the deflation device to deflate and reduce pressure within the tire valve 100 by communicating with the external environment and the internal space 160 enclosed by the valve core 140 and the limiting member 130, thereby achieving tire pressure reduction.

[0074] Further reference Figure 2Based on the above embodiments, the tire valve 100 may further include a first internal pressure interaction port 170 and a second internal pressure interaction port 180. Specifically, on one side of the limiting member 130 in the second direction, one end of the first internal pressure interaction port 170 may be connected to one end of the pressurization control unit 200, and the other end of the first internal pressure interaction port 170 may be connected to the interior of the tire 500. The second internal pressure interaction port 180 may be formed on the limiting member 130, wherein one end of the second internal pressure interaction port 180 may be connected to the other end of the pressurization control unit 200, and the other end of the second internal pressure interaction port 180 may be connected to the internal space 160 enclosed by the valve core 140 and the limiting member 130.

[0075] Correspondingly, on the other side of the limiting member 130 in the second direction, one end of the first internal tire pressure interaction port 170 can be connected to one end of the pressure reduction control unit 300, and the other end of the first internal tire pressure interaction port 170 can be connected to the interior of the tire 500. A second internal tire pressure interaction port 180 can be formed on the limiting member 130, wherein one end of the second internal tire pressure interaction port 180 can be connected to the other end of the pressure reduction control unit 300, and the other end of the second internal tire pressure interaction port 180 can be connected to the internal space 160 enclosed by the valve core 140 and the limiting member 130.

[0076] Based on the above embodiments, when the tire 500 needs to be pressurized, the pressurization control module controls the air extraction device to extract and pressurize the tire through the second tire pressure interaction port 180, and then transmits the gas to the inside of the tire 500 through the first tire pressure interaction port 170 to achieve tire pressurization. When the tire 500 needs to be depressurized, the depressurization control module controls the air release device to release and depressurize the tire through the first tire pressure interaction port 170, and then transmits the gas through the second tire pressure interaction port 180 to the internal space 160 enclosed by the valve core 140 and the limiting member 130, and further releases the gas to the external environment of the tire valve 100.

[0077] Continue to refer to Figure 2 Based on the above embodiments, the valve core 140 may further include a valve core body 141 and protrusions 142. In one possible implementation, the number of protrusions 142 may be two. The two protrusions 142 are respectively disposed at both ends of the valve core body 141 in the second direction. The limiting member 130 can limit the valve core 140 through the two protrusions 142. The protrusions 142 reciprocate in the first direction within the internal space 160 enclosed by the limiting member 130 and the tire valve stem 100 via the drive unit 150.

[0078] Continue to refer to Figure 2Based on the above embodiments, the drive unit 150 may include an air spring 151, a gas passage 152, and a high-pressure gas storage pump 153. The air spring 151 may be located at one end of the valve core 140 inside the housing 110 in the first direction, and the air spring 151 is connected to the valve core 140. Further, the gas passage 152 may be located at the other end of the air spring 151 connected to the valve core 140 in the first direction, and the gas passage 152 is connected to the air spring 151. Even further, the high-pressure gas storage pump 153 may be located at the other end of the gas passage 152 connected to the air spring 151 in the first direction, and the high-pressure gas storage pump 153 can transmit gas through the gas passage 152.

[0079] Based on the above embodiments, when the internal pressure of the tire 500 needs to be adjusted, the high-pressure gas storage pump 153 reduces the pressure, causing the gas in the air spring 151 to contract in the first direction through the gas channel 152, thereby causing the valve core 140 to move upward in the first direction along the movement path of the air spring 151, driving the protrusion 142 in the valve core 140 to move upward in the first direction, thereby making the internal space 160 enclosed by the limiting member 130 and the tire valve 100 connected to the external environment of the tire valve 100.

[0080] Continue to refer to Figure 2 as well as Figure 3 Based on the above embodiments, the tire valve 100 may further include a pressure transmission control unit 400. The pressure transmission control unit 400 may be located between the high-pressure gas storage pump 153 and the gas passage 152. The pressure transmission control unit 400 can control the high-pressure gas storage pump 153 to pressurize or depressurize based on the pressure transmission signal generated by the vehicle data information integration.

[0081] refer to Figure 3 Based on the above embodiments, when the pressure inside the tire 500 needs to be adjusted, the air pressure transmission control unit 400 can receive the pressure transmission signal sent by the vehicle data information integration, and then the air pressure transmission control unit 400 controls the high pressure gas storage pump 153 to pressurize or depressurize, thereby realizing the valve core 140 to reciprocate in the first direction under the drive of the drive unit 150.

[0082] Based on the structure of the tire valve 100 described above, a second aspect of the present invention provides a tire 500, with reference to... Figure 4The tire 500 may include a tire body 510, a rim 520, and the aforementioned tire valve 100. The tire valve 100 may be disposed on the rim 520. It should be noted that the rim 520 is a metal component located within the inner contour of the tire 500, supporting the tire 500, and centrally mounted on an axle. In one possible implementation, the rim 520 may be cylindrical. In the embodiments of this application, the diameter, width, forming method, and material selection of the rim 520 are not limited, nor are they limited to the examples described above.

[0083] Based on the structure of the tire 500 described above, a third aspect of the present invention provides a vehicle (not shown in the figures), which may include a vehicle body and the aforementioned tire 500. The tire 500 may be mounted on the vehicle body. Generally, the tire 500 may be located at the bottom of the vehicle body so that the tire 500 contacts the road surface during vehicle operation, ensuring good adhesion between the tire 500 and the road surface. Furthermore, the tire 500 can support the weight of the vehicle and bear its load.

[0084] In one possible implementation, at least one pump (not shown in the figure) can be installed inside the vehicle. One pump can be connected to the suction device in the pressurization control unit 200 of the tire valve 100, so that the pump can always provide power to the suction device, ensuring that the pressurization control unit 200 in the tire valve 100 can function normally. Correspondingly, the other pump can be connected to the deflation device in the depressurization control unit 300 of the tire valve 100, so that the pump can always provide power to the deflation device, ensuring that the depressurization control unit 300 in the tire valve 100 can function normally.

[0085] Based on the aforementioned structure of a vehicle, tire 500, and tire valve 100, a fourth aspect of the present invention provides a method for controlling the inflation and deflation of the tire valve 100. (See reference...) Figure 5 The control method may include acquiring the vehicle status, determining the required Z-axis stiffness of the tire 500 based on the vehicle status and the vehicle's obstacle crossing requirements, and then sending a control signal to the tire valve 100 based on the acquired tire pressure signal and the Z-axis stiffness requirement of the tire 500, so that the tire valve 100 pressurizes or depressurizes the tire 500 according to the control signal.

[0086] Figure 5 A flowchart illustrating a method for controlling the inflation and deflation of a tire valve 100 provided in this application embodiment is shown below. Figure 5 As shown in the embodiment of this application, a method for controlling the inflation and deflation of a tire valve 100 includes:

[0087] S501. Obtain the vehicle status and determine the required Z-axis stiffness of tire 500 based on the vehicle status and the vehicle's obstacle crossing requirements.

[0088] In one possible implementation, obtaining the vehicle status can include whether the vehicle is in a normal driving lane, whether the vehicle's yaw, forward tilt, and rollover safety postures are within the design bandwidth, whether the vehicle has any safety warnings regarding the current road surface, and whether the vehicle is currently unstable and uncontrollable. Obstacle crossing requirements may include situations where the road surface in front of the vehicle may have bumps or uneven surfaces, or where there may be manhole covers, road obstacles, etc.

[0089] In this embodiment, the vehicle status is obtained through the intelligent driving perception system and high-precision electronic map within the vehicle, and the required Z-axis stiffness of the tire 500 is determined based on the vehicle status and obstacle-crossing requirements. It should be noted that the Z-axis stiffness requirement of the tire 500 refers to the change in stiffness of the tire 500 relative to the road surface. The load-bearing stiffness of the tire 500 relative to the road surface is achieved by the molar amount of gas inside the tire 500; the higher the molar amount of gas, the higher the Z-axis stiffness of the tire 500, and vice versa.

[0090] S502. Based on the obtained tire pressure signal and the Z-axis stiffness requirement of the tire 500, a control signal is sent to the tire valve 100 so that the tire valve 100 pressurizes or depressurizes the tire 500 according to the control signal.

[0091] In one possible implementation, the tire pressure signal is integrated from in-vehicle data and sent to the tire pressure sensor 120, which allows real-time tire pressure to be confirmed inside the vehicle. Sending control signals to the tire valve 100 includes determining whether the tire pressure signal is below a threshold based on the pressure value corresponding to the Z-axis stiffness requirement of the tire 500.

[0092] If the tire pressure signal is less than the threshold, the vehicle data integration sends a pressurization control signal to the tire valve 100, and the tire valve 100 pressurizes the tire 500 according to the pressurization control signal to meet the stiffness requirements; if the tire pressure signal is greater than the threshold, the vehicle data integration sends a depressurization control signal to the tire valve 100, and the tire valve 100 depressurizes the tire 500 according to the depressurization control signal to meet the stiffness requirements.

[0093] Furthermore, in one possible implementation, sending a pressure control signal to the tire valve 100 includes:

[0094] The in-vehicle data integration system sends pressure transmission signals to the air pressure transmission control unit 400 and air pump signals to the pressurization control unit 200. The air pressure transmission control unit 400 controls the drive unit 150 to drive the valve core 140 upwards based on the pressure transmission signals, thereby connecting the external environment of the tire valve 100 with the air pressure interface inside the tire 500. The pressurization control unit 200 pressurizes the tire interior based on the air pump signals to adjust the stiffness of the tire 500.

[0095] Accordingly, a pressure reduction control signal is sent to the tire valve 100, including:

[0096] The in-vehicle data information integration sends a pressure transmission signal to the air pressure transmission control unit 400 and an air pressure release signal to the pressure reduction control unit 300. The air pressure transmission control unit 400 controls the drive unit 150 to drive the valve core 140 to rise according to the pressure transmission signal, so that the external environment of the tire valve 100 is connected with the air pressure interaction port inside the tire 500. The pressure reduction control unit 300 reduces the pressure inside the tire according to the air pressure release signal to adjust the stiffness of the tire 500.

[0097] S503: After adjusting the stiffness of tire 500 by increasing or decreasing the pressure inside the tire 500 according to the control signal, return to the vehicle's obstacle crossing requirements until the tire pressure meets the Z-direction stiffness requirements of tire 500.

[0098] In one possible implementation, after pressurizing or depressurizing the tire 500 according to the control signal to adjust the stiffness of the tire 500, the system returns to the obstacle crossing requirement of the vehicle until the tire pressure meets the Z-direction stiffness requirement of the tire 500. This can further include: the vehicle data information integration sending a pressure transmission signal to the air pressure transmission control unit 400; the air pressure transmission control unit 400 controlling the high-pressure gas storage pump 153 to pressurize the air spring 151, causing the gas in the air spring 151 to be stretched and reset in the first direction through the gas channel 152; this causes the valve core 140 to move downwards in the first direction along the movement path of the air spring 151, driving the protrusion 142 in the valve core 140 to move downwards in the first direction until the limiting member 130 limits the protrusion 142 in the valve core 140, thus isolating the internal space 160 enclosed by the limiting member 130 and the tire valve stem 100 from the external environment of the tire valve stem 100.

[0099] Based on the above-mentioned control method for inflating and deflating a tire valve 100, it can be seen that in the entire tire valve 100, information is exchanged through the tire pressure sensor 120, the pressurization control unit 200, the depressurization control unit 300, and the air pressure transmission control unit 400, so as to realize the display of tire pressure data in the vehicle, the reciprocating motion of the valve core 140, and the real-time adjustment of the pressurization and depressurization of the tire 500.

[0100] In this embodiment, the overall control path can be referenced. Figure 6 As shown, by combining the intelligent driving perception system and high-precision electronic map within the vehicle, the vehicle state is obtained through a vehicle state estimator. Based on the vehicle state and obstacle-crossing requirements, the required Z-axis stiffness of tire 500 is determined. Then, based on the required Z-axis stiffness of tire 500, the actuator (i.e., tire valve 100) inflates or deflates the tire to achieve the required Z-axis stiffness level. Further, the tire height or stiffness is adjusted using the inflation / deflation actuator. Even further, after adjusting the tire height or stiffness, the system returns to the obstacle-crossing requirements until the tire pressure meets the Z-axis stiffness requirement of tire 500, thereby ensuring the driving comfort of both tire 500 and the vehicle.

[0101] In the actuator for inflation and deflation, taking the actuator for inflation as an example, the tire pressure sensor 120 confirms the real-time tire pressure inside the vehicle. When the real-time tire pressure is less than the threshold, the tire needs to be inflated by 500.

[0102] The pressure transmitter signal is sent to the air pressure transmission control unit 400 through the integration of in-vehicle data information. The air pressure transmission control unit 400 then controls the high-pressure gas storage pump 153 to reduce the pressure.

[0103] The gas in the air spring 151 is compressed through the gas channel 152, and the valve core 140 moves along the movement path of the air spring 151, realizing the connection between the external environment of the tire valve 100 and the internal space 160 enclosed by the valve core 140 and the limiting member 130.

[0104] The system integrates in-vehicle data and sends a vacuum pump signal to the pressurization control unit 200. The pressurization control module controls the vacuum device to perform vacuuming and pressurization through the second tire pressure interaction port 180, and then transmits the gas to the inside of the tire 500 through the first tire pressure interaction port 170 to achieve tire pressurization.

[0105] The tire pressure sensor 120 confirms the real-time tire pressure inside the vehicle again. When the real-time tire pressure meets the threshold condition, the pressurization control unit 200 receives the signal command sent by the integrated data information inside the vehicle and then stops working.

[0106] The pressure transmitter signal is sent to the air pressure transmission control unit 400 again through the in-vehicle data information integration. The air pressure transmission control unit 400 controls the high-pressure gas storage pump 153 to pressurize.

[0107] The gas in the air spring 151 is stretched and reset through the gas channel 152, and the valve core 140 moves along the movement path of the air spring 151, thereby isolating the external environment of the tire valve 100 from the internal space 160 enclosed by the valve core 140 and the limiting member 130.

[0108] Accordingly, the actuator deflates the tire. In the case where the real-time tire pressure is greater than the threshold and the tire pressure needs to be reduced by 500, the description of the actuator inflating the tire in the above embodiment can be referred to.

[0109] The in-vehicle data integration may include tire pressure signals, pressure transmission signals, air pump signals, and pressure release signals. In one possible implementation, sending the pressure transmission signal to the pressure transmission control unit 400, the air pump signal to the pressurization control unit 200, the pressure transmission signal to the pressure transmission control unit 400, and the pressure release signal to the depressurization control unit 300 can be done synchronously, with the pressurization control unit 200 and the depressurization control unit 300 being two independent control units.

[0110] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0111] It should be noted that phrases such as "in specific implementations," "in some embodiments," "in this embodiment," and "exemplarily" in the specification indicate that the described embodiments may include specific features, structures, or characteristics, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0112] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.

[0113] It should be readily understood that the terms “on,” “above,” and “on top of” in this disclosure should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on top of something” but also “on top of something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0114] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90 degrees or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0115] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A tire valve, characterized in that, include: Housing, tire pressure sensor, limiting components, valve core, and drive unit; The tire pressure sensor is located at one end of the housing in the first direction; The limiting member is built into the interior of the housing, and the limiting member cooperates with the valve core to form an internal space; The drive unit is used to drive the valve core to move in a first direction so that the external environment of the tire valve is connected to the internal space; It also includes: a pressurization control unit and a depressurization control unit; The pressurization control unit is located at one end of the limiting member in the second direction. After the external environment of the tire valve is connected to the internal space, the pressurization control unit pressurizes the tire according to the air pump signal. The pressure reduction control unit is located at the other end of the limiting member in the second direction. After the external environment of the tire valve is connected to the internal space, the pressure reduction control unit reduces the pressure inside the tire according to the air pressure release signal. The first direction is the length direction of the tire valve, and the second direction is the width direction of the tire valve; The tire valve includes a first internal tire pressure interaction port and a second internal tire pressure interaction port; The first in-tire pressure interface is connected to one end of the pressurization control unit, and the first in-tire pressure interface is connected to one end of the depressurization control unit. The second in-tire pressure interaction port is located on the limiting member, and the second in-tire pressure interaction port is connected to the other end of the pressurization control unit, and the second in-tire pressure interaction port is connected to the other end of the depressurization control unit. The drive unit includes an air spring, a gas channel, and a high-pressure gas storage pump. The air spring is located at one end of the valve core in the first direction, and the air spring is connected to the valve core; The gas passage is located at one end of the air spring in the first direction, and the gas passage is connected to the air spring; The high-pressure gas storage pump is located at one end of the gas channel in the first direction, and the high-pressure gas storage pump transmits gas through the gas channel.

2. The tire valve according to claim 1, characterized in that, The valve core includes a valve core body and a protrusion; The protrusions are disposed at both ends of the valve core body in the second direction, and the protrusions move in the first direction within the internal space enclosed by the limiting member and the valve nozzle through the driving unit.

3. The tire valve according to claim 2, characterized in that, The tire valve also includes an air pressure transmission control unit; The pressure transmission control unit is located between the high-pressure gas storage pump and the gas channel. The pressure transmission control unit controls the high-pressure gas storage pump to pressurize or depressurize according to the pressure transmission signal.

4. A tire, characterized in that, include: The tire body, the rim, and the tire valve as described in any one of claims 1-3; The tire valve is disposed on the wheel hub; The wheel hub is used to support the tire.

5. A vehicle, characterized in that, include: The vehicle body and the tire as described in claim 4 above; The tires are mounted on the vehicle body.

6. A method for controlling the inflation and deflation of a tire valve as described in any one of claims 1-3, characterized in that, The control method includes: Obtain the vehicle status and determine the required Z-axis stiffness of the tires based on the vehicle status and the vehicle's obstacle crossing requirements. Based on the obtained tire internal pressure signal and the tire Z-axis stiffness requirement, a control signal is sent to the tire valve so that the tire valve can pressurize or depressurize the tire according to the control signal. After adjusting the tire stiffness by increasing or decreasing the pressure inside the tire according to the control signal, the system returns to the vehicle's obstacle-crossing requirements until the tire pressure meets the tire's Z-axis stiffness requirements.

7. The method for controlling tire valve inflation / deflation according to claim 6, characterized in that, Sending a control signal to the tire valve includes: Based on the air pressure value corresponding to the tire's Z-axis stiffness requirement, determine whether the tire internal air pressure signal is less than the threshold. If the tire pressure signal is less than the threshold, a pressurization control signal is sent to the tire valve. The tire valve then pressurizes the tire according to the pressurization control signal to meet the stiffness requirements. If the tire pressure signal is greater than the threshold, a pressure reduction control signal is sent to the tire valve. The tire valve then reduces the pressure inside the tire according to the pressure reduction control signal to meet the stiffness requirements.

8. The method for controlling tire valve inflation / deflation according to claim 7, characterized in that, Sending a pressure control signal to the tire valve includes: The pressure transmission control unit sends a pressure transmitter signal to the pressure transmission control unit and a vacuum pump signal to the pressurization control unit. The pressure transmission control unit controls the drive unit to drive the valve core to rise according to the pressure transmitter signal, so that the external environment of the tire valve is connected with the tire internal pressure interface. The pressurization control unit pressurizes the tire according to the vacuum pump signal to adjust the tire stiffness. Sending a pressure reduction control signal to the tire valve includes: The pressure transmission control unit sends a pressure transmission signal to the pressure reduction control unit and a pressure release signal to the pressure reduction control unit. The pressure transmission control unit controls the drive unit to drive the valve core to rise according to the pressure transmission signal, so that the external environment of the tire valve is connected with the tire internal pressure interface. The pressure reduction control unit reduces the pressure inside the tire according to the pressure release signal to adjust the tire stiffness.

9. The method for controlling tire valve inflation / deflation according to claim 8, characterized in that, After adjusting tire stiffness by increasing or decreasing tire pressure according to control signals, the process returns to the vehicle's obstacle-crossing requirements until the tire pressure meets the Z-axis stiffness requirements. This process also includes: A pressure transmission signal is sent to the air pressure transmission control unit, which controls the drive unit to drive the valve core to reset based on the pressure transmission signal, thereby isolating the tire from the internal and external environments.

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