Tire pressure sensor

Abstract

The utility model relates to the technical field of tire pressure detection, and provides a tire pressure sensor which comprises a shell and a seat body, the shell has a first direction and a second direction, and a first air inlet duct is formed in the top of the shell; the seat body is arranged at the top of the shell and relatively located above the first air inlet duct, first flow dividing parts are arranged at the two ends of the seat body in the first direction, and the end points, away from the seat body, of the two first flow dividing parts are located in the first direction; second air inlet ducts communicating with the first air inlet ducts are formed in the two ends, in the second direction, of the base body. The first air inlet hole channel is formed in the top of the shell and is relatively located in the back face of the tire pressure sensor, and tire repairing liquid can be effectively prevented from being attached to the position of the first air inlet hole channel when the tire repairing liquid is injected; a seat body is arranged above the first air inlet duct, first flow dividing parts are arranged at the two ends of the seat body in the first direction, and the first flow dividing parts are suitable for dividing tire repairing liquid rolling in the first direction to the two sides of the seat body, so that the tire repairing liquid is prevented from being attached to the side wall of the seat body and entering second air inlet ducts in the two ends of the seat body in the second direction.

Description

Technical Field

[0001] This utility model relates to the field of tire pressure detection technology, and further to a tire pressure sensor. Background Technology

[0002] Currently, tire sealant is used to fill rubber tires of electric vehicles, motorcycles, and small and medium-sized cars when a tire is punctured and leaks air. The sealant polymerizes around the puncture or in the hole, forming a high-molecular polymer with plasticity, elasticity, and strength, thus firmly sealing the leak and withstanding heavy loads and impacts from the ground for a long time. However, tire sealant can also clog the air intake of the tire pressure sensor inside the tire, causing the sensor to malfunction. Therefore, a new type of tire pressure sensor is needed that can effectively resist the clogging of the tire pressure sensor air intake caused by sealant. Utility Model Content

[0003] To address the aforementioned technical problems, the purpose of this utility model is to provide a tire pressure sensor. The top of the housing is provided with a first air inlet channel, which is located opposite the back of the tire pressure sensor. This effectively prevents tire sealant from adhering to the first air inlet channel when it is injected. Above the first air inlet channel is a base, with first diversion sections at both ends in a first direction. These first diversion sections are adapted to divert the tire sealant rolling along the first direction to both sides of the base, preventing the sealant from adhering to the sidewalls of the base and entering the second air inlet channels at both ends in the second direction, thereby improving the stability and service life of the tire pressure sensor.

[0004] To achieve the above objectives, this utility model provides a tire pressure sensor, which is suitable for being fixedly installed on the end of the valve stem located inside the tire by a hollow screw. The tire pressure sensor includes a housing and a base. The housing has a first direction and a second direction. The first direction is arranged along the tire rotation direction, and the second direction is arranged along the tire axial direction. The top of the housing is also provided with a first air inlet channel.

[0005] The seat is disposed on the top of the housing and is located above the first air intake channel. The seat is also provided with a pair of first diversion parts at both ends in the first direction, and the ends of the two first diversion parts away from the seat are located in the first direction. The seat is also provided with a second air intake channel connecting the first air intake channel at both ends in the second direction.

[0006] In some embodiments, the seat is symmetrically arranged along the first direction, and the end of the first diversion portion away from the seat is the first diversion angle, which is 120°-140°.

[0007] In some embodiments, the cross-section of the seat is an equilateral hexagon, a pair of vertices of the cross-section of the seat are located in the first direction, and the second air intake is located in the middle of the two sides of the seat in the second direction.

[0008] In some embodiments, the top of the seat is further provided with a second diverter, the cross-section of which gradually decreases toward the side away from the seat, and the end of the second diverter away from the seat is located relative to the center of the first air intake channel.

[0009] In some embodiments, the second diverter is umbrella-shaped, and the end of the second diverter away from the base is a second diverter angle, the angle of which is 140°.

[0010] In some embodiments, the seat body is further provided with a pair of shielding portions at both ends in the second direction, the shielding portions extending along the second direction away from the first air intake channel and the shielding portions being positioned opposite each other above the second air intake channel.

[0011] In some embodiments, the base body is further provided with a flow-blocking part inside the second air intake channel. The flow-blocking part is disposed on the bottom side wall of the second air intake channel, and the end of the flow-blocking part near the first air intake channel is higher than the end of the flow-blocking part away from the first air intake channel.

[0012] In some embodiments, the flow-blocking portion includes a first flow-blocking section and a second flow-blocking section, the second flow-blocking section connecting the first flow-blocking section and the first air intake channel, the first flow-blocking section extending along the second direction toward the side closer to the top sidewall of the second air intake channel, such that the first flow-blocking section is inclined upward at the end of the second flow-blocking section away from the first air intake channel.

[0013] In some embodiments, the housing includes an upper cover and a lower cover, the upper cover being fixedly installed on the top of the lower cover, the top of the upper cover being provided with the first air inlet channel and the base body, and the upper cover also being provided with a first waterproof and breathable membrane on the first air inlet channel.

[0014] In some embodiments, the housing is further provided with a circuit board, and the integrated circuit on the circuit board is further provided with a second waterproof and breathable membrane on the outside.

[0015] Compared with the prior art, the tire pressure sensor provided by this utility model has at least one of the following beneficial effects:

[0016] 1. A first air inlet channel is provided on the top of the housing. The first air inlet channel is located opposite the back of the tire pressure sensor, which can effectively prevent tire sealant from adhering to the first air inlet channel when tire sealant is injected. A seat is also provided above the first air inlet channel. The seat has a first diversion part at both ends in the first direction. The first diversion part is adapted to divert the tire sealant rolling in the first direction to both sides of the seat, preventing the tire sealant from adhering to the side wall of the seat and entering the second air inlet channel at both ends of the seat in the second direction, thereby improving the stability and service life of the tire pressure sensor.

[0017] 2. A second diversion section is also provided on the top of the seat. The second diversion section can divert the tire sealant that falls on the top of the seat to the surrounding area of ​​the seat, thereby avoiding the tire sealant from clogging the second air intake channel or causing other adverse effects, which could cause the tire pressure sensor to fail.

[0018] 3. A flow-blocking part is also provided inside the second air intake channel. The end of the flow-blocking part closer to the first air intake channel is higher than the end of the flow-blocking part farther away from the first air intake channel, which further increases the difficulty for the tire sealant to enter the second air intake channel. Especially in the static state, the flow-blocking part can backflow the tire sealant that has entered the second air intake channel and prevent it from entering the first air intake channel.

[0019] 4. A first waterproof and breathable membrane is also provided inside the first air intake channel, and a second waterproof and breathable membrane is also provided on the outside of the integrated circuit of the circuit board. The first and second waterproof and breathable membranes provide dual protection to ensure the stable operation of the tire pressure sensor. Attached Figure Description

[0020] The preferred embodiments will be described below in a clear and easy-to-understand manner, in conjunction with the accompanying drawings, to further explain the above-mentioned characteristics, technical features, advantages and implementation methods of this utility model.

[0021] Figure 1 This is an installation diagram for a tire pressure sensor;

[0022] Figure 2 This is a cross-sectional view of a tire pressure sensor;

[0023] Figure 3 This is a structural diagram of the base;

[0024] Figure 4 This is a structural diagram of the top cover in the first direction;

[0025] Figure 5 This is a structural diagram of the top cover in the second direction;

[0026] Figure 6 This is a cross-sectional view of the base.

[0027] Explanation of icon numbers:

[0028] Housing 1, first direction 101, second direction 102, top cover 11, first air inlet 111, first waterproof and breathable membrane 112, lower housing 12, circuit board 121, second waterproof and breathable membrane 122, base 2, second air inlet 20, first flow divider 21, second flow divider 22, shielding part 23, flow blocking part 24, first flow blocking section 241, second flow blocking section 242, valve nozzle 3, valve core 31, hollow screw 4. Detailed Implementation

[0029] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the specific implementation methods of this utility model will be described below with reference to the accompanying drawings. Obviously, the drawings described below are merely some embodiments of this utility model. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without any creative effort.

[0030] To keep the drawings concise, each figure only schematically shows the parts relevant to the utility model, and these do not represent the actual structure of the product. Furthermore, for ease of understanding, in some figures, only one of the components with the same structure or function is schematically depicted, or only one is labeled. In this document, "one" not only means "only one," but can also mean "more than one."

[0031] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0032] In this document, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0033] Furthermore, in the description of this application, the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance. It should be noted that the above embodiments can be freely combined as needed. The above are merely preferred embodiments of this utility model. It should be pointed out that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this utility model, and these improvements and modifications should also be considered within the protection scope of this utility model.

[0034] refer to Figures 1 to 3 This utility model provides a tire pressure sensor, which is suitable for being fixedly installed on the end of the valve stem 3 located on the inner side of the tire by a hollow screw 4. The tire pressure sensor includes a housing 1 and a base 2. The housing 1 has a first direction 101 and a second direction 102. The first direction 101 is arranged along the tire rotation direction, and the second direction 102 is arranged along the tire axial direction. The top of the housing 1 is also provided with a first air intake channel 111. The base 2 is disposed on the top of the housing 1 and is located above the first air intake channel 111. The base 2 is also provided with a pair of first diverter portions 21 at both ends of the first direction 101. The ends of the two first diverter portions 21 away from the base 2 are located on the first direction 101. The base 2 is also provided with second air intake channels 20 at both ends of the second direction 102 that communicate with the first air intake channel 111.

[0035] In this embodiment, the top of the housing 1 is provided with a first air inlet channel 111, which is located opposite to the back of the tire pressure sensor. This can effectively prevent tire sealant from adhering to the position of the first air inlet channel 111 when tire sealant is injected. Above the first air inlet channel 111, there is also a seat 2. The seat 2 is provided with a first diversion part 21 at both ends of the first direction 101. The first diversion part 21 is adapted to divert the tire sealant rolling along the first direction 101 to both sides of the seat 2, so as to prevent the tire sealant from adhering to the side wall of the seat 2 and entering the second air inlet channel 20 at both ends of the seat 2 in the second direction 102, thereby improving the stability and service life of the tire pressure sensor.

[0036] Specifically, refer to Figure 2 The tire pressure sensor is suitable for fixing to the end of the valve stem 3 located on the inner side of the tire using a hollow screw 4. The end of the valve stem 3 away from the tire pressure sensor has a nut and a wheel bolt. The wheel bolt tightens the outer side of the valve stem 3 and the outer side of the wheel rim. A rubber washer is also provided between the wheel bolt and the outer side of the tire rim. A rubber washer is also provided between the valve stem 3 and the inner side of the tire rim. When the tire leaks air, the valve core 31 in the valve stem 3 can be removed, and then tire sealant can be connected to the valve stem 3. At this time, the hollow screw plays an important role, allowing the tire sealant to flow more smoothly into the tire, reducing the amount of sealant remaining due to corners. This reduces the possibility of the tire sealant solidifying and causing the valve stem 3 to fail, ensuring the normal use of the valve stem 3. Once the tire sealant reaches the tire's interior, it flows along the tire's inner side as the tire rotates. The sealant is evenly distributed on the inner wall of the tire away from the valve stem 3, and polymerizes around the puncture site or at the hole, forming a high-molecular polymer with certain plasticity, elasticity, and strength. To prevent the sealant from entering the tire pressure sensor, the first air inlet 111 is located at the top of the housing 1, and a seat 2 is provided on the outer side of the first air inlet 111.

[0037] The top of the housing 1 is provided with a first air intake channel 111. This first air intake channel 111 is located on the side of the housing 1 closest to the inner wall of the wheel hub, that is, on the back side of the tire pressure sensor mounting position. After the tire sealant enters the tire, it reaches the inner wall of the tire away from the valve stem 3 and is located below the tire pressure sensor. At this time, the tire sealant and the first air intake channel 111 are located at opposite ends of the tire pressure sensor. The position of this first air intake channel 111 can effectively prevent tire sealant from adhering to the position of the first air intake channel 111 when it is injected, thereby preventing the tire pressure sensor from failing due to tire sealant adhesion. The housing 1 also has a first direction 101 arranged along the tire rotation direction and a second direction 102 arranged along the tire axial direction. The first direction 101 is also the length direction of the housing 1, and the second direction 102 is the width direction of the housing 1.

[0038] refer to Figure 3 and Figure 4The seat body 2 is positioned above the first air intake channel 111, with its center located at the center of the first air intake channel 111, meaning the seat body 2 is symmetrically arranged along the first direction 101. The seat body 2 has second air intake channels 20 at both ends in the second direction 102, which connect to the first air intake channel 111 and allow the interior of the housing 1 to communicate with the interior of the tire. The second air intake channels 20 are cleverly positioned at both ends of the seat body 2 in the second direction 102 and perpendicular to the wheel hub's travel direction. In this way, when the wheel hub rotates, the tire sealant comes into contact with both ends of the seat body 2 in the first direction 101, but does not easily come into contact with both ends of the seat body 2 in the second direction 102, effectively preventing tire sealant from entering the second air intake channels 20. Meanwhile, the seat body 2 is provided with a pair of first diversion parts 21 at both ends of the first direction 101. The first diversion parts 21 can divert the tire sealant rotating around the tire to both sides of the seat body 2, so as to prevent the tire sealant from adhering to the side wall of the seat body 2 and entering the second air intake channel 20 at both ends of the seat body 2 in the second direction 102, thereby improving the stability and service life of the tire pressure sensor. The first diverter extends away from the seat 2 along the first direction 101, and its length gradually decreases in the second direction 102. This ensures that the endpoints of the two first diverter sections 21 away from the seat 2 are located on the first direction 101, i.e., the line connecting the endpoints of the two first diverter sections 21 away from each other is located on the first direction 101. The first diverter section 21 can also be understood as a flow-breaking angle, which can cut off the flow of tire sealant and cause it to flow to both sides. At the same time, the first diverter section 21 also gives the tire sealant an inertia away from the seat 2 and allows it to pass through both ends of the seat 2 in the second direction 102, preventing the tire sealant from entering or adhering to the ports of the second air intake channels 20 at both ends of the seat 2 in the second direction 102. The end of the first diverter section 21 away from the seat 2 is the first diverter angle, which is an obtuse angle. When the tire rotates, the obtuse angle of the first diverter section 21 can displace the tire sealant adhering to the surface of the seat 2, thereby ensuring the normal use and performance of the tire pressure sensor. The first shunt angle is 120°-140°.

[0039] Preferably, the cross-section of the seat body 2 is an equilateral hexagon, the first diversion angle is 120°, a pair of vertices of the cross-section of the seat body 2 are located on the first direction 101, and the second air inlet 20 is located in the middle of the two sides of the seat body 2 in the second direction 102. In this embodiment, the diagonal of the cross-section of the seat body 2 is set along the first direction 101, so that the tire sealant passing through the first diversion part 21 can gradually move away from the two sides of the seat body 2 in the second direction 102 by inertia. Moreover, the cross-section of the seat body 2 is an equilateral hexagon, and the ends and bottoms of the first diversion part 21 are obtuse angles, which makes the inertia of the tire sealant moving away from the seat body 2 greater. The second air inlet 20 is located in the middle of the two sides of the seat body 2 in the second direction 102, which greatly reduces the probability of the tire sealant reaching the two sides of the seat body 2 in the second direction 102, and further improves its protective performance.

[0040] Further, refer to Figure 3 and Figure 5 The top of the seat 2 is also provided with a second diversion section 22. The cross-section of the second diversion section 22 gradually decreases towards the side away from the seat 2. The end point of the second diversion section 22 away from the seat 2 is located at the center of the first air intake channel 111.

[0041] In this embodiment, the top of the seat body 2 is also provided with a second diversion section 22. The second diversion section 22 can divert the tire sealant that falls onto the top of the seat body 2 to the surrounding area of ​​the seat body 2, thereby avoiding the tire sealant from causing blockage or other adverse effects on the second air intake channel 20, which could cause the tire pressure sensor to fail.

[0042] Specifically, the second diverter 22 is umbrella-shaped. The end of the second diverter 22 furthest from the seat 2 is located relative to the center of the first air intake channel 111. The end of the second diverter 22 furthest from the seat 2 is the second diverting angle, which is 140°. The large angle design at the top of the second diverter 22 effectively prevents tire sealant or other liquids on the wheel hub from dripping into the second air intake channel 20. The umbrella-shaped second diverter 22 has a stronger diversion effect, which can better divert tire sealant that accidentally drips from above the seat 2, guiding the sealant to fall into the surrounding area of ​​the seat 2, thereby avoiding blockage or other adverse effects of the sealant on the second air intake channel 20, causing the tire pressure sensor to malfunction. Of course, the second diverter 22 can also be conical, petal-shaped, etc., and this application does not further limit it. As long as its cross-section gradually decreases towards the side furthest from the seat 2, it can effectively divert the sealant at the top.

[0043] It is worth noting that, reference Figure 5 To further prevent the tire sealant diverted by the second diverter 22 from reaching the end of the second air intake channel 20, thereby preventing the risk of tire sealant entering the second air intake channel 20, the seat 2 of this application is further provided with a pair of shielding portions 23 at both ends in the second direction 102. The shielding portions 23 extend along the second direction 102 away from the first air intake channel 111 and are positioned above the second air intake channel 20. In this embodiment, the shielding portions 23 are located outside the second air intake channel 20 and are positioned above the second air intake channel 20. The tire sealant diverted by the second diverter 22 can reach a position away from the end of the second air intake channel 20 through this shielding portion 23, in particular guiding tire sealant that accidentally drips from the seat 2 to a range away from the end of the second air intake channel 20. This further reduces the risk of tire sealant reaching and clogging the end of the second air intake channel 20. Preferably, the side of the shielding part 23 away from the second channel is arc-shaped, and the top of the shielding part 23 is connected to the bottom of the second diversion part 22.

[0044] Further, refer to Figure 6The seat 2 is also provided with a flow-blocking part 24 inside the second air intake channel 20. The flow-blocking part 24 is provided on the bottom side wall of the second air intake channel 20. The end of the flow-blocking part 24 near the first air intake channel 111 is higher than the end of the flow-blocking part 24 away from the first air intake channel 111.

[0045] In this embodiment, a flow-blocking part 24 is also provided inside the second air intake channel 20. The end of the flow-blocking part 24 near the first air intake channel 111 is higher than the end of the flow-blocking part 24 away from the first air intake channel 111, which further increases the difficulty for the tire sealant to enter the second air intake channel 20. In particular, in a static state, the flow-blocking part 24 can backflow the tire sealant that has entered the second air intake channel 20, preventing it from entering the first air intake channel 111.

[0046] Specifically, the flow-blocking section 24 is disposed on the bottom sidewall of the second air intake channel 20. The end of the flow-blocking section 24 near the first air intake channel 111 is higher than the end of the flow-blocking section 24 away from the first air intake channel 111. The flow-blocking section 24 is mainly used to prevent tire sealant from entering the first air intake channel 111 when the device is stationary. If the tire sealant enters the second air intake channel 20 when the device is stationary, the tire sealant will flow out of the second air intake channel 20 in the opposite direction along the flow-blocking section 24. More specifically, the flow-blocking section 24 includes a first flow-blocking section 41 and a second flow-blocking section 42. The second flow-blocking section 42 connects the first flow-blocking section 41 and the first air intake channel 111. The first flow-blocking section 41 extends along the second direction 102 towards the side near the top sidewall of the second air intake channel 20, such that the first flow-blocking section 41 is inclined upward at the end of the second flow-blocking section 42 away from the first air intake channel 111. The slope of the first flow-blocking section 41 is 5 degrees, which can prevent tire sealant from entering the first air intake channel 111 when the air intake is stationary, thus ensuring the normal operation of the air intake.

[0047] It is worth noting that the flow-blocking section 24 can also be stepped. The flow-blocking section 24 includes a first flow-blocking section 41, a second flow-blocking section 42, and a third flow-blocking section. The third flow-blocking section is located at one end near the first air intake channel 111. The second flow-blocking section 42 connects the first flow-blocking section 41 and the third flow-blocking section and is relatively vertically arranged. The first flow-blocking section 41 is lower than the third flow-blocking section, making the flow-blocking section 24 act like a barrier, blocking the tire sealant outside the flow-blocking section 24. The difference between this embodiment and the above embodiment is that in the above embodiment, the flow-blocking section 24 is an inclined slope, while in this embodiment, the flow-blocking section 24 is a step. It is worth noting that the shape of the flow-blocking section 24 includes, but is not limited to, a single slope or step. It can also have multiple slopes or steps. This application does not make further limitations here, as long as the end of the flow-blocking section 24 near the first air intake channel 111 is higher than the end of the flow-blocking section 24 away from the first air intake channel 111.

[0048] Further, refer to Figure 2The housing 1 includes an upper cover 11 and a lower cover 12. The upper cover 11 is fixedly installed on the top of the lower cover 12. The top of the upper cover 11 is provided with a first air inlet 111 and a base 2. The upper cover 11 is also provided with a first waterproof and breathable membrane 112 on the first air inlet 111. The housing 1 also has a circuit board 121 inside, and the integrated circuit of the circuit board 121 is provided with a second waterproof and breathable membrane 122 on the outside.

[0049] In this embodiment, a first waterproof and breathable membrane 112 is provided inside the first air intake channel 111, and a second waterproof and breathable membrane 122 is provided outside the integrated circuit of the circuit board 121. The first waterproof and breathable membrane 112 and the second waterproof and breathable membrane 122 provide dual protection to ensure the stable operation of the tire pressure sensor.

[0050] Specifically, the first waterproof and breathable membrane 112 on the upper cover 11 is ultrasonically riveted. After injection molding, the breathable membrane can be directly riveted to the upper cover 11, saving production costs, reducing labor costs, and minimizing material waste compared to traditional adhesive breathable membranes. The circuit board 121 and the lower shell 12 are assembled using pulse hot riveting, which can instantly heat to 180℃, reaching the melting point of the plastic, and then cool to room temperature. This significantly improves upon the problem of excessively high temperatures and scorching at the riveting points, resulting in insecure connections, compared to traditional resistance heating riveting. Furthermore, when not hot riveting, the pulse hot riveting head remains at room temperature, reducing the possibility of worker burns. The upper cover 11 and the lower shell 12 are assembled using laser welding. Compared to traditional potting processes, laser welding is faster, offers greater controllability during production, and has a higher degree of automation. The housing 1 is also provided with mounting holes, which are spaced apart from the first air intake hole 111 along the first direction 101, and the center of the mounting hole and the center of the first air intake hole 111 are both located on the same first direction 101. Preferably, both the mounting hole and the first air intake hole 111 are located at the center of the housing 1 in the second direction 102. A battery is also provided inside the housing 1; the battery and the base 2 are located on both sides of the mounting holes, respectively.

[0051] It should be noted that the above embodiments can be freely combined as needed. The above are merely preferred embodiments of this utility model. It should be pointed out that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this utility model, and these improvements and modifications should also be considered within the protection scope of this utility model.

Claims

1. A tire pressure sensor, wherein the tire pressure sensor is adapted to be fixedly mounted to the end of the valve stem located inside the tire by means of a hollow screw, characterized in that, include: The housing has a first direction and a second direction, the first direction being arranged along the tire rotation direction and the second direction being arranged along the tire axial direction, and the top of the housing is also provided with a first air intake channel; The seat body is disposed on the top of the housing and is positioned above the first air intake channel. The seat body is also provided with a pair of first diversion parts at both ends in the first direction, and the ends of the two first diversion parts away from the seat body are located in the first direction. The base body is further provided with a second air intake channel at both ends in the second direction, which connects to the first air intake channel.

2. A tire pressure sensor according to claim 1, characterized in that, The base is symmetrically arranged along the first direction, and the end of the first diversion part away from the base is the first diversion angle, which is 120°-140°.

3. A tire pressure sensor according to claim 2, characterized in that, The cross-section of the seat is an equilateral hexagon, with a pair of vertices of the cross-section located in the first direction, and the second air intake is located in the middle of the two sides of the seat in the second direction.

4. A tire pressure sensor according to claim 1, characterized in that, The top of the seat is also provided with a second diversion section. The cross-section of the second diversion section gradually decreases towards the side away from the seat. The end point of the second diversion section away from the seat is located relative to the center of the first air intake channel.

5. A tire pressure sensor according to claim 4, characterized in that, The second diverter is umbrella-shaped, and the end of the second diverter away from the base is the second diverter angle, which is 140°.

6. A tire pressure sensor according to claim 1, characterized in that, The seat body is further provided with a pair of shielding parts at both ends in the second direction. The shielding parts extend along the second direction away from the first air intake channel and are positioned above the second air intake channel.

7. A tire pressure sensor according to any one of claims 1-6, characterized in that, The base body is further provided with a flow-blocking part inside the second air intake channel. The flow-blocking part is disposed on the bottom side wall of the second air intake channel, and the end of the flow-blocking part closer to the first air intake channel is higher than the end of the flow-blocking part farther away from the first air intake channel.

8. A tire pressure sensor according to claim 7, characterized in that, The flow-blocking section includes a first flow-blocking section and a second flow-blocking section. The second flow-blocking section connects the first flow-blocking section and the first air intake channel. The first flow-blocking section extends along the second direction towards the side closer to the top sidewall of the second air intake channel, such that the first flow-blocking section is inclined upward at the end of the second flow-blocking section away from the first air intake channel.

9. A tire pressure sensor according to claim 7, characterized in that, The housing includes an upper cover and a lower cover. The upper cover is fixedly installed on the top of the lower cover. The top of the upper cover is provided with the first air inlet channel and the base. The upper cover is also provided with a first waterproof and breathable membrane on the first air inlet channel.

10. A tire pressure sensor according to claim 9, characterized in that, The housing also contains a circuit board, and the integrated circuit on the circuit board is further provided with a second waterproof and breathable membrane on its outer side.

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