Tire distributed inflation and deflation system

Abstract

The utility model relates to a tire distribution type inflation and deflation system, belongs to the technical field of automobile tire inflation pumps, and solves the problems that in the prior art, an inflation and deflation system is high in cost due to a complex air path, maintenance and replacement are convenient, and trafficability and economical efficiency are difficult to balance when power supply of an inflation and deflation control system and all tires are driven and braked. The integrated modular design is adopted, the tire inflation and deflation system is embedded in the hub motor, the system comprises the cylindrical cavity and the space separation compression unit, and the space separation compression unit is arranged in the cylindrical cavity and can rotate in the cylindrical cavity. And the cylindrical cavity is divided into a plurality of pump cavities with different volumes by the space division compression units, and the volumes of the divided pump cavities can be changed in the rotating process, so that air in the divided pump cavities is compressed. The system further comprises an electric brush ring and a balance control method, and the electric brush ring leads a power supply of the hub motor to the system so as to supply power to the system.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile tire air pumps, in particular to a tire distributed inflation and deflation system. Background Art

[0002] The intelligent technology of automobiles has made great progress. At the same time, people's requirements for various performance of automobiles have gradually increased, which has put forward higher requirements for off-road performance, traction performance, smoothness and economy. In order to make wheeled vehicles have high maneuverability when driving on the road, it is necessary to minimize the rolling resistance of the car under the condition of sufficient power. For tires, it is necessary to increase the tire inflation pressure to reduce the energy loss caused by the rolling deformation of the tire. When a wheeled vehicle is driving on rough ground, the maneuvering speed of the vehicle is often limited by the vibration and impact suffered by people and vehicles. In order to improve the maneuverability of the vehicle on uneven ground, it is required to reduce the tire pressure and improve the tire vibration reduction ability. When a wheeled vehicle is driving on soft cultivated land, sand, snow, mud, and grass, the maneuvering speed of the vehicle is often limited by the sinking and movement resistance of the vehicle, and sometimes the vehicle loses its driving ability. In order to improve the maneuverability of the vehicle on soft ground, it is necessary to reduce the tire pressure, increase the contact area of ​​the tire, reduce the ground pressure and sinking amount, reduce the movement resistance of the vehicle, and increase the traction. The distributed tire inflation and deflation system can easily adjust the tire pressure under various road conditions. This has greatly changed important vehicle indicators such as driving resistance, unit pressure on the ground, tire-ground adhesion, average driving speed and fuel consumption. For tires of highly off-road vehicles working under certain conditions, it is particularly important to correctly select the appropriate inflation pressure. Most existing inflation and deflation systems use a central placement structure. A gas cylinder that stores high-pressure air is placed in the center of the vehicle chassis. When inflation is required, the vehicle needs to be stationary and the central gas cylinder is used to inflate the four tires. This system takes a long time, has low inflation efficiency, high cost for modification of the central layout structure, and is difficult to maintain. At the same time, a certain amount of space is required to place the central gas cylinder.

[0003] In addition, there is a real-time distributed automatic inflation and deflation system. Although it solves the problem of the vehicle stopping inflation, its power source relies on the hub motor to drive, and the connection and transmission mechanism between the structures add complexity to the system structure. When the vehicle is driving, the current tire inflation and deflation system has not properly solved the coordination problem of vehicle passability and balance, which is not conducive to safe and economical driving of the vehicle. Utility Model Content

[0004] In view of the above analysis, the embodiment of the utility model aims to provide a distributed tire inflation and deflation system to solve the high cost problem caused by the complex gas circuit of the original system, and is easy to repair and replace; secondly, after integration with the wheel hub motor, the power supply problem of the inflation and deflation control system is solved; thirdly, the independent control of a single tire can be realized, solving the problem of the difficulty in balancing the passability and economy of each tire when driving and braking. .

[0005] The utility model provides a distributed tire inflation and deflation system, comprising a sealed shell and a space-separated compression unit, wherein the inner cavity of the sealed shell is a cylindrical cavity, the space-separated compression unit comprises an air cavity slide and an eccentric wheel, a plurality of slideways are arranged along the radial direction of the eccentric wheel, one end of the air cavity slide is arranged in the slideway, the other end of the air cavity slide contacts and slides with the circular wall surface of the cylindrical cavity, the air cavity slide can slide in the slideway, and a plurality of the air cavity slides divide the cylindrical cavity into a plurality of pump chambers of unequal volumes.

[0006] Furthermore, the space-dividing compression unit further includes a first elastic component, which is located in the slideway and is in a compressed state.

[0007] Furthermore, one end of the first elastic member is connected to the end of the air cavity slide located in the slideway, and the other end of the first elastic member is connected to the axis of the eccentric wheel.

[0008] Furthermore, it also includes a clutch unit, which includes a system fixed base, a connecting frame and a rotating shaft, one side of the system fixed base is fixedly connected to the sealed shell, and the other side of the system fixed base is fixedly connected to the wheel hub, the connecting frame is located on the other side of the sealed shell, and the eccentric wheel is installed on the rotating shaft and rotates synchronously with the rotating shaft.

[0009] Furthermore, the clutch unit also includes an electromagnet, an electromagnetic coil, a brush and a second sleeve, the second sleeve is sleeved on the rotating shaft and rotates synchronously with the rotating shaft, the electromagnet and the electromagnetic coil are both fixed on the second sleeve, and the brush is arranged at the end of the annular conductive sheet installed on the second sleeve.

[0010] Furthermore, an air outlet is provided on the wall surface of the cylindrical cavity, and the air outlet is connected to the pump chamber with the smallest volume; an air inlet is provided on the wall surface of the cylindrical cavity, and the air inlet is connected to the pump chamber with the largest volume.

[0011] Furthermore, a pressure storage chamber is provided on the sealed shell, and the pressure storage chamber is an annular space located outside the cylindrical cavity, and the pressure storage chamber is communicated with the air outlet.

[0012] Furthermore, it also includes an airway and a sliding vane three-way valve, one end of the airway is connected to the tire, and the other end is connected to the pressure accumulation chamber, and the sliding vane three-way valve is arranged on the airway.

[0013] Furthermore, an air outlet valve is provided at the air outlet, and an air inlet valve is provided at the air inlet.

[0014] Furthermore, the inflation and deflation systems are respectively built into the four wheel hub motors of the vehicle.

[0015] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0016] (1) The present invention adopts an integrated modular design and embeds the tire inflation and deflation system inside the wheel hub motor, thereby solving the high cost problem caused by the complex air path of the original system and facilitating maintenance and replacement. After the inflation and deflation system is integrated with the wheel hub motor, the brush ring leads the power of the wheel hub motor to the system, and then powers the system, solving the power supply problem of the inflation and deflation control system. It can realize independent control of a single tire and solve the problem of the difficulty in balancing the passability and economy of each tire when driving and braking.

[0017] (2) The utility model divides a cylindrical cavity into a plurality of spaces of different volumes, and the volumes of the separated spaces can be changed, so that the smallest space among the separated spaces is connected to the air outlet, and the largest space among the separated spaces is connected to the air inlet. When the space separation compression unit rotates in the cylindrical cavity, the air is compressed in the process of gradually rotating from the largest separated space to the smallest space, and the air is released in the process of gradually rotating from the largest separated space to the smallest space, thereby achieving inflation of the tire. This process enables the air to be continuously compressed in the cylindrical cavity and then used for inflation, thereby improving the inflation efficiency.

[0018] (3) The eccentric wheel of the utility model is arranged in a cylindrical cavity, and a plurality of slideways are arranged along the radial direction of the eccentric wheel. One end of the air cavity slide is arranged in the slideway, and the other end of the air cavity slide contacts and slides with the circular wall surface of the cylindrical cavity. The rotation of the eccentric wheel brings about a change in the volume of the pump cavity, and the low-pressure air in the pump cavity can be gradually compressed into high-pressure air for inflation. This process is continuous, which can not only ensure the stability of inflation but also improve the efficiency of inflation.

[0019] (4) The second sleeve of the utility model is sleeved on the rotating shaft and rotates synchronously with the rotating shaft. The electromagnet is fixed on the second sleeve. The electromagnetic coil is located on one side of the electromagnet and fixed on the second sleeve. The brush is arranged at the end of the annular conductive sheet installed on the second sleeve and is arranged close to the sealing shell. The brush is used to supply power to the clutch unit. The power source of the inflation and deflation system is the movement of the tire, and no additional motor is required to provide power.

[0020] (5) The distributed-architecture inflation and deflation system of the utility model has a built-in inflation pump structure, which has low structural modification cost, and can guarantee the original overall layout of the vehicle to the greatest extent. It is easy to repair and replace, and can be quickly inflated in a short time with the help of the pressure storage chamber. In addition, the system has a simple structure and does not need to be connected to the wheel hub motor for driving, which is simple to maintain and has higher reliability. Compared with the existing inflation and deflation system, it has greater advantages in inflation speed and efficiency.

[0021] In the present invention, the above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can become obvious from the description, or can be understood by implementing the present invention. The purpose and other advantages of the present invention can be achieved and obtained through the contents specifically pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings are only used for the purpose of illustrating specific embodiments and are not to be considered as limiting the present invention. In the entire drawings, the same reference symbols represent the same components.

[0023] Figure 1 A schematic diagram of the tire distributed inflation and deflation system and the wheel hub and tire installation status of a specific embodiment Figure 1 ;

[0024] Figure 2 A schematic diagram of the tire distributed inflation and deflation system and the wheel hub and tire installation status of a specific embodiment Figure 2 ;

[0025] Figure 3 A structural diagram of a tire distributed inflation and deflation system according to a specific embodiment Figure 1 ;

[0026] Figure 4 A structural diagram of a tire distributed inflation and deflation system according to a specific embodiment Figure 2 ;

[0027] Figure 5 The structure of the sliding plate type three-way valve of a specific embodiment is shown in FIG. Figure 1 ;

[0028] Figure 6 The structure of the sliding plate type three-way valve of a specific embodiment is shown in FIG. Figure 2 ;

[0029] Figure 7 The structure of the sliding plate type three-way valve of a specific embodiment is shown in FIG. Figure 3 ;

[0030] Figure 8 It is a schematic diagram of the installation of part of the structure of the clutch unit of a specific embodiment.

[0031] Reference numerals:

[0032] 1-sealed housing; 11-cylindrical cavity; 111-air outlet; 112-air inlet; 12-pump chamber; 13-air outlet valve; 14-air inlet valve; 15-pressure storage chamber; 2-space separation compression unit; 21-air cavity slide; 22-eccentric wheel; 221-slideway; 23-first elastic member; 24-first sleeve; 3-airway; 4-slide-type three-way valve; 41-valve body; 411-first channel; 412-second channel ; 413- trumpet-shaped opening; 414- through hole; 415- limit table; 42- second elastic member; 43- sliding pin; 431- round table; 432- base; 44- sliding sleeve; 441- second gear; 45- first gear; 46- motor; 5- clutch unit; 51- system fixed base; 52- connecting frame; 53- rotating shaft; 54- electromagnet; 55- electromagnetic coil; 56- brush; 57- second sleeve;

[0033] 100-tire; 200-wheel hub. DETAILED DESCRIPTION

[0034] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0035] A specific embodiment of the present invention, as Figure 1-Figure 8 As shown, a distributed tire inflation and deflation system is disclosed. Figure 1 As shown, the tire distributed inflation and deflation system includes a cylindrical cavity 11 and a space separation compression unit 2. The space separation compression unit 2 is arranged inside the cylindrical cavity 11 and can rotate in the cylindrical cavity 11. The space separation compression unit 2 divides the cylindrical cavity 11 into a plurality of spaces of different volumes, and can change the volume of the separated spaces during the rotation process to compress the air in the separated spaces.

[0036] Compared with the prior art, the distributed tire inflation and deflation system provided in this embodiment divides the cylindrical cavity 11 into a plurality of spaces of unequal volumes, and the volumes of the separated spaces can be changed, so that the smallest space in the separated spaces is connected to the air outlet, and the largest space in the separated spaces is connected to the air inlet. When the space separation compression unit 2 rotates in the cylindrical cavity 11, the air is compressed in the process of gradually rotating from the largest separated space to the smallest space, and the air is released in the process of gradually rotating from the largest separated space to the smallest space, thereby realizing inflation of the tire. This process enables the air to be continuously compressed in the cylindrical cavity 11 and then used for inflation, thereby improving the inflation efficiency.

[0037] Considering that the air in the cylindrical cavity 11 undergoes compression and release processes, the cylindrical cavity 11 needs to be sealed. Figure 1 and Figure 3 As shown, the tire distributed inflation and deflation system further includes a sealed housing 1, and a cylindrical cavity 11 is the internal space of the sealed housing 1. The sealed housing 1 not only provides a closed ring for the air in the cylindrical cavity 11 to realize the compression and release process of the air, but also can protect the space separation compression unit 2 arranged in the cylindrical cavity 11.

[0038] Preferably, the sealing housing 1 is a cylindrical housing, and the cylindrical cavity 11 in the cylindrical housing is arranged concentrically with the cylindrical housing.

[0039] like Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, the space separation compression unit 2 includes an air cavity slide 21, and a plurality of air cavity slides 21 are provided. The plurality of air cavity slides 21 are arranged in a divergent shape with one end as the center and divide the cylindrical cavity 11 into a plurality of pump chambers 12 with different volumes. The other end of the air cavity slide 21 is in contact with the circular wall of the cylindrical cavity 11 and can slide along the circular wall of the cylindrical cavity 11. In the process of the air cavity slide 21 sliding along the circular wall of the cylindrical cavity 11, the volume of the pump chamber 12 enclosed by the adjacent air cavity slides 21 is changed.

[0040] Preferably, eight air cavity slides 21 are provided, and the eight air cavity slides 21 divide the cylindrical cavity 11 into eight spaces of different volumes (i.e., pump chambers 12). The air cavity slides 21 change the volume of the pump chamber 12 as they slide along the circular wall of the cylindrical cavity 11, thereby achieving compression or release of the air in the pump chamber 12.

[0041] The cylindrical cavity 11 is divided into a plurality of pump cavities 12 of different volumes by the air cavity slide 21. During the rotation of the air cavity slide 21 in the cylindrical cavity 11, the volume of the pump cavity 12 between two adjacent air cavity slides 21 gradually decreases and then gradually increases. During the gradual decrease of the volume of the pump cavity 12, the air in the pump cavity 12 is compressed, and during the gradual increase of the volume of the pump cavity 12, the air in the pump cavity 12 is released. The air in the smallest pump cavity 12 is compressed to the greatest extent and has the greatest pressure, and is used to fill the tire 100. During the sliding of the air cavity slide 21 along the circular wall of the cylindrical cavity 11, the volume of the pump cavity 12 surrounded by the adjacent air cavity slides 21 is changed, and the low-pressure air in the pump cavity 12 can be gradually compressed into high-pressure air for inflation. This process is continuous, which can ensure the stability of inflation and improve the efficiency of inflation.

[0042] In order to discharge the compressed air in the pump chamber 12 with the smallest volume, Figure 4As shown, an air outlet hole 111 is provided on the wall surface of the cylindrical cavity 11, preferably on the circular wall surface, and the air outlet hole 111 is located in the range of the pump chamber 12 with the smallest volume, that is, when the air cavity slide 21 rotates in the cylindrical cavity 11, when the volume defined between two adjacent air cavity slides 21 is the smallest, it is exactly located at the position of the air outlet hole 111, and when the pressure of the compressed air in the pump chamber 12 with the smallest volume is greater than the external pressure connected to the air outlet hole 111, the compressed air in the pump chamber 12 is discharged from the air outlet hole 111.

[0043] In order to add an appropriate amount of air into the cylindrical cavity 11, Figure 4 As shown, an air inlet hole 112 is also provided on the wall surface of the cylindrical cavity 11, preferably on the circular wall surface, and the air inlet hole 112 is located in the range of the pump chamber 12 with the largest volume, that is, when the air cavity slide 21 rotates in the cylindrical cavity 11, when the volume defined between two adjacent air cavity slides 21 is the largest, it is exactly located at the position of the air inlet hole 112. Since the compressed air is discharged when the volume of the pump chamber 12 is the smallest, and then the volume of the pump chamber 12 gradually increases, the pressure of the air in the pump chamber 12 gradually decreases. When the volume of the pump chamber 12 is the largest, the pressure of the air in the pump chamber 12 is the smallest. When the air pressure in the pump chamber 12 with the largest volume is less than the air pressure of the outside world connected to it, the outside air enters the pump chamber 12 with the largest volume through the air inlet hole 112.

[0044] In order to prevent the outside air from entering the pump chamber 12 of the minimum volume, Figure 3 and Figure 4 As shown, the distributed tire inflation and deflation system further includes an air outlet valve 13 , which is disposed on the air outlet hole 111 . The air outlet valve 13 is a one-way valve that only allows air to be discharged from the pump chamber 12 with the smallest volume through the air outlet hole 111 .

[0045] Understandably, in order to prevent the air in the pump chamber 12 of the maximum volume from leaking out, as Figure 4 As shown, the distributed tire inflation and deflation system further includes an air intake valve 14 , which is disposed on the air intake hole 112 . The air intake valve 14 is a one-way valve that only allows air to enter the pump chamber 12 of the maximum volume from the outside through the air intake hole 112 .

[0046] In order to realize the rotation of the air cavity slide 21, as Figure 1 , Figure 3 and Figure 4As shown, the space separation compression unit 2 further includes an eccentric wheel 22, which is disposed in the cylindrical cavity 11 and is not concentric with the cylindrical cavity 11. A plurality of slideways 221 are disposed along the radial direction of the eccentric wheel 22, and the number of the slideways 221 is the same as the number of the air cavity slides 21. One end of the air cavity slide 21 is disposed in the slideway 221, and the other end of the air cavity slide 21 contacts and slides with the circular wall surface of the cylindrical cavity 11. The air cavity slide 21 can slide in the slideway 221, and the eccentric wheel 22 drives the air cavity slide 21 to rotate synchronously.

[0047] When the eccentric wheel 22 rotates in the cylindrical cavity 11, the air cavity slide 21 is driven to rotate synchronously. Since the eccentric wheel 22 and the cylindrical cavity 11 are not concentrically arranged, one end of the air cavity slide 21 is located in the slideway 221, and the other end slides along the circular wall of the cylindrical cavity 11, thereby driving the air cavity slide 21 to slide in the slideway 221. The length of the air cavity slide 21 extending out of the eccentric wheel 22 changes with the size of the gap between the eccentric wheel 22 and the circular wall of the cylindrical cavity 11, thereby realizing the change of the volume of the pump cavity 12. The rotation of the eccentric wheel 22 brings about the change of the volume of the pump cavity 12, and the low-pressure air in the pump cavity 12 can be gradually compressed into high-pressure air for inflation. This process is continuous, which can not only ensure the stability of inflation but also improve the efficiency of inflation.

[0048] In order to ensure that the other end of the air cavity slide 21 is always in contact with the circular wall surface of the cylindrical cavity 11 during the rotation of the eccentric wheel 22, as shown in FIG. Figure 2 and Figure 4 As shown, the space separation compression unit 2 also includes a first elastic member 23, which is located in the slideway 221 and is in a compressed state. The number of the first elastic members 23 is the same as the number of the air cavity slide 21, one end of the first elastic member 23 is connected to the end of the air cavity slide 21 located in the slideway 221, and the other end of the first elastic member 23 is connected to the axis of the eccentric wheel 22. Since the first elastic member 23 is in a compressed state, the air cavity slide 21 has a tendency to move away from the slideway 221, so that one end of the air cavity slide 21 can always contact the circular wall surface of the cylindrical cavity 11. When the air cavity slide 21 rotates with the eccentric wheel 22 and the length of the air cavity slide 21 exposed to the eccentric wheel 22 gradually decreases, the first elastic member 23 is compressed; when the air cavity slide 21 rotates with the eccentric wheel 22 and the length of the air cavity slide 21 exposed to the eccentric wheel 22 gradually decreases, the first elastic member 23 is released.

[0049] Preferably, the first elastic member 23 is a spring. It should be noted that the slideway 221 does not penetrate to the axis of the eccentric wheel 22 , and a sleeve-shaped structure, namely the first sleeve 24 , is still retained at the axis of the eccentric wheel 22 .

[0050] Considering the storage of compressed gas discharged from the pump chamber 12 of the smallest volume, as Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, the sealed housing 1 is also provided with a pressure storage chamber 15, which is an annular space on the sealed housing 1 located outside the cylindrical cavity 11. The pressure storage chamber 15 is connected to the air outlet 111, and the compressed air discharged from the minimum volume pump chamber 12 directly enters the pressure storage chamber 15 for storage.

[0051] It should be noted that since the pressure accumulation chamber 15 is an annular space on the sealed shell 1 located outside the cylindrical cavity 11, when the air inlet hole 112 is opened on the circular wall surface of the cylindrical cavity 11, the air inlet hole 112 is not connected with the pressure accumulation chamber 15, but is connected with the outside world as an air inlet channel, and the air inlet valve 14 is located outside the sealed shell 1.

[0052] In order to inflate the tire 100, Figure 3 and Figure 4 As shown, the tire distributed inflation and deflation system also includes an air duct 3, one end of the air duct 3 is connected to the tire 100, and the other end is connected to the pressure storage chamber 15. When the tire 100 needs to be inflated, the compressed air (high-pressure air) in the pressure storage chamber 15 enters the tire 100 through the air duct 3.

[0053] Considering that the inflation into the tire 100 is not a continuous process, in order to control the inflation timing and deflation process of the tire 100, as shown in FIG. Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, the distributed tire inflation and deflation system further includes a sliding vane three-way valve 4 , which is arranged on the air passage 3 .

[0054] Specifically, Figure 5As shown, the slide-type three-way valve 4 includes a valve body 41, a second elastic member 42 and a sliding pin 43. The valve body 41 is provided with a first channel 411 and a second channel 412. The first channel 411 is connected to the airway 3 above, the upper end of the second channel 412 is communicated with the lower end of the first channel 411, and the lower end of the second channel 412 is communicated with the airway 3 below. The second channel 412 is an L-shaped channel. A groove is provided on the side wall of the first channel 411, the second elastic member 42 is arranged in the groove, a trumpet-shaped opening 413 is provided on the opposite side of the first channel 411 and the groove, the large end of the trumpet-shaped opening 413 faces the first channel 411, the trumpet-shaped opening 413 communicates with the first channel 411 and the second channel 412, and a through hole 414 is provided on the opposite side of the second channel 412 and the trumpet-shaped opening 413. One end of the sliding pin 43 is disposed in the through hole 414 and can slide in the through hole 414, a round table 431 is provided in the middle of the sliding pin 43 to match the trumpet-shaped opening 413, and a base 432 is provided at the other end of the sliding pin 43, the round table 431 can seal the trumpet-shaped opening 413, and the base 432 abuts against one end of the second elastic member 42. Preferably, the second elastic member 42 is a spring.

[0055] When the sliding pin 43 contacts and seals the trumpet-shaped opening 413 with the truncated cone 431 under the action of the second elastic member 42, the tire 100 is not inflated; when the air in the pressure storage chamber 15 pushes the truncated cone 431 open and the second channel 412 is connected to the first channel 411, the compressed air in the pressure storage chamber 15 inflates the tire 100. In order to limit the displacement of the truncated cone 431, a limiter 415 is provided at the bottom of the first channel 411.

[0056] In this embodiment, the upper part of the valve body 41 is a cylindrical sliding vane sleeve, and a large-section rectangular opening is provided on the first channel 411. When the sliding vane rotates to expose the large-section rectangular opening of the first channel 411, the gas in the tire 100 can be directly and quickly deflated without passing through the valve, thereby improving the deflation efficiency. The lower half of the sliding vane three-way valve 4 mainly controls the gas in the pressure storage chamber 15 to inflate the tire 100.

[0057] Specifically, Figure 5 , Figure 6 and Figure 7As shown, the vane-type three-way valve 4 also includes a vane sleeve 44, a first gear 45 and a motor 46. The outer cylindrical surface of the lower end of the vane sleeve 44 is processed with gear teeth to form a second gear 441. The motor 46 is arranged on the valve body 41 and connected with the first gear 45. The first gear 45 meshes with the second gear 441. The vane sleeve 44 is sleeved on the outside of the first air passage 411. The first air passage 411 and the vane sleeve 44 are both provided with rectangular openings. When the rectangular opening of the first air passage 411 is connected to the rectangular opening of the vane sleeve 44, the tire 100 is deflated. It should be noted that the connection between the vane sleeve 44 and the first air passage 411 is provided with butter for sealing to prevent the tire 100 from leaking in a non-deflated state.

[0058] The tire distributed inflation and deflation system is embedded in the wheel hub 200 , and the air passage 3 passes through the wheel hub 200 and is connected to the tire 100 .

[0059] like Figure 2 As shown, the tire distributed inflation and deflation system further includes a clutch unit 5, which is used to control the rotation of the space-divided compression unit 2. Specifically, as Figure 2 and Figure 8 As shown, the clutch unit 5 includes a system fixed base 51, a connecting frame 52 and a rotating shaft 53. The system fixed base 51 is arranged on one side of the sealed housing 1 and is connected to the sealed housing 1 by bolts. The sealed housing 1 rotates synchronously with the system fixed base 51. The system fixed base 51 is fixedly connected to the wheel hub 200 and then rotates synchronously with the wheel hub 200. The connecting frame 52 is located on the other side of the sealed housing 1 and is connected to the wheel hub motor housing and does not rotate. The eccentric wheel 22 is mounted on the rotating shaft 53 through the first sleeve 24 and rotates synchronously with the rotating shaft 53. It should be noted that the thickness of the eccentric wheel 22 is less than the thickness of the sealed housing 1. The sealed housing 1 is connected to the rotating shaft 53 through a bearing, and one end of the rotating shaft 53 is rotatably connected to the system fixed base 51.

[0060] like Figure 2 and Figure 8 As shown, the clutch unit 5 also includes an electromagnet 54, an electromagnetic coil 55, a brush 56 and a second sleeve 57, and the electromagnet 54, the electromagnetic coil 55, the brush 56 and the second sleeve 57 are all located between the sealed housing 1 and the connecting frame 52. Specifically, the second sleeve 57 is sleeved on the rotating shaft 53 and rotates synchronously with the rotating shaft 53, the electromagnet 54 is fixed on the second sleeve 57, the electromagnetic coil 55 is located on one side of the electromagnet 54 and fixed on the second sleeve 57, and the brush 56 is arranged at the end of the annular conductive sheet installed on the second sleeve 57, and is arranged close to the sealed housing 1. The brush 56 is used to power the clutch unit 5 and introduce the power supply into the air pump. The power source of the inflation and deflation system is the movement of the tire, and no additional motor is required to provide power, which reduces the power consumption, reduces the burden of the hub motor, and is beneficial to the stability of the motor.

[0061] When the clutch unit 5 is not working and powered on, the electromagnet 54 is not attracted to the connecting frame 52. Due to inertia, the clutch unit 5 and the eccentric wheel 22 will rotate freely with the sealing shell 1 and the tire 100 will not be inflated. When the clutch unit 5 is working and powered on, the electromagnet 54 attracts the connecting frame 52. Since the connecting frame 52 does not rotate, the rotating shaft 53 stops rotating, and the eccentric wheel 22 forms a relative motion with the sealing shell 1, and the tire 100 begins to be inflated.

[0062] It is worth noting that when the electromagnet 54 is not adsorbed to the connecting frame 52, the eccentric wheel 22 will rotate with the sealed shell 1 due to inertia, and the two will not necessarily rotate synchronously, that is, the eccentric wheel 22 and the sealed shell 1 will be in a state that is not relatively static. In this state, the tire 100 will not be inflated, because the air pressure in the pressure storage chamber 15 is relatively high, and the slight rotation of the eccentric wheel 22 due to inertia is not enough to open the outlet valve 13 at the outlet hole 111.

[0063] Since the electromagnet 54 needs to be adsorbed with the connecting frame 52 when energized to limit the rotation of the rotating shaft 53, there is a relative movement between the connecting frame 52 and the electromagnet 54, that is, when the electromagnet 54 is energized to generate suction, the connecting frame 52 moves toward the electromagnet 54 and contacts and adsorbs with the electromagnet 54; when the electromagnet 54 is de-energized and the adsorption force disappears, the connecting frame 52 moves away from the electromagnet 54 and no longer limits the rotation of the rotating shaft 53.

[0064] Specifically, the connecting frame 52 is slidably connected to the hub motor housing. Exemplarily, the connecting frame 52 is provided with a slide groove (T-shaped or V-shaped), the hub motor housing is provided with a slide rail that cooperates with the slide groove, and an elastic member (such as a spring) for resetting the connecting frame 52 is also provided between the hub motor housing and the connecting frame 52.

[0065] It should be noted that the inflation and deflation systems are built into the four wheel hub motors of the vehicle respectively. Such distributed tire control can realize the control of a single tire. Compared with the centrally controlled inflation and deflation system, the distributed control can achieve more precise control over the tire.

[0066] In this embodiment, the distributed-architecture inflation and deflation system has a built-in inflation pump structure, and its own movement is used as the power source. It can not only realize real-time inflation, but also solve the power source problem by using the wheel hub itself, so that it no longer relies on the wheel hub motor for driving. With the help of the pressure storage chamber, it can achieve rapid inflation in a short time. In addition, the system has a simple structure and does not need to be connected to the wheel hub motor for driving. It is simple to maintain and has higher reliability. Compared with the existing inflation and deflation system, it has greater advantages in power source, inflation and deflation speed and efficiency.

[0067] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with the technical field within the technical scope disclosed in the present invention should be included in the protection scope of the present invention.

Claims

1. A distributed tire inflation and deflation system, characterized in that: The invention comprises a sealed shell (1) and a space-separating compression unit (2), wherein the inner cavity of the sealed shell (1) is a cylindrical cavity (11), and the space-separating compression unit (2) comprises an air cavity slide (21) and an eccentric wheel (22), and a plurality of slideways (221) are provided along the radial direction of the eccentric wheel (22), one end of the air cavity slide (21) is provided in the slideway (221), and the other end of the air cavity slide (21) contacts and slides with a circular wall surface of the cylindrical cavity (11), and the air cavity slide (21) can slide in the slideway (221), and a plurality of the air cavity slides (21) separate the cylindrical cavity (11) into a plurality of pump cavities (12) of different volumes.

2. The tire distributed inflation and deflation system according to claim 1, characterized in that: The space-dividing compression unit (2) further comprises a first elastic member (23), wherein the first elastic member (23) is located in the slideway (221) and is in a compressed state.

3. The tire distributed inflation and deflation system according to claim 2, characterized in that: One end of the first elastic component (23) is connected to the end of the air cavity slide (21) located in the slideway (221), and the other end of the first elastic component (23) is connected to the axis of the eccentric wheel (22).

4. The tire distributed inflation and deflation system according to any one of claims 1 to 3, characterized in that: The invention also comprises a clutch unit (5), wherein the clutch unit (5) comprises a system fixed base (51), a connecting frame (52) and a rotating shaft (53), wherein one side of the system fixed base (51) is fixedly connected to the sealed housing (1), and the other side of the system fixed base (51) is fixedly connected to the wheel hub (200), the connecting frame (52) is located on the other side of the sealed housing (1), and the eccentric wheel (22) is mounted on the rotating shaft (53) and rotates synchronously with the rotating shaft (53).

5. The tire distributed inflation and deflation system according to claim 4, characterized in that: The clutch unit (5) further comprises an electromagnet (54), an electromagnetic coil (55), a brush (56) and a second sleeve (57); the second sleeve (57) is sleeved on the rotating shaft (53) and rotates synchronously with the rotating shaft (53); the electromagnet (54) and the electromagnetic coil (55) are both fixed on the second sleeve (57); and the brush (56) is arranged at the end of an annular conductive sheet mounted on the second sleeve (57).

6. The tire distributed inflation and deflation system according to any one of claims 1 to 3 and 5, characterized in that: An air outlet hole (111) is provided on the wall surface of the cylindrical cavity (11), and the air outlet hole (111) is communicated with the pump cavity (12) with the smallest volume; an air inlet hole (112) is provided on the wall surface of the cylindrical cavity (11), and the air inlet hole (112) is communicated with the pump cavity (12) with the largest volume.

7. The tire distributed inflation and deflation system according to claim 6, characterized in that: The sealed housing (1) is also provided with a pressure storage chamber (15), which is an annular space located outside the cylindrical cavity (11), and the pressure storage chamber (15) is communicated with the air outlet (111).

8. The tire distributed inflation and deflation system according to claim 7, characterized in that: It also includes an air passage (3) and a sliding vane three-way valve (4), one end of the air passage (3) is connected to the tire (100), and the other end is connected to the pressure storage chamber (15), and the sliding vane three-way valve (4) is arranged on the air passage (3).

9. The tire distributed inflation and deflation system according to claim 6, characterized in that: An air outlet valve (13) is provided at the air outlet hole (111), and an air inlet valve (14) is provided at the air inlet hole (112).

10. The tire distributed inflation and deflation system according to any one of claims 1-3, 5, 7-9, characterized in that: The gas charging and discharging systems are respectively built into the four wheel hub motors of the vehicle.

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