Tire pressure monitoring device and vehicle

Abstract

The utility model relates to the technical field of tire pressure monitoring, and discloses a tire pressure monitoring device and a vehicle, the tire pressure monitoring device comprises a sensor body and an inflating valve, the sensor body is provided with a first connecting end and a first positioning part on the first connecting end, and the end part of one side of the inflating valve is provided with a second connecting end rotationally connected with the inflating valve; and a second positioning part is arranged on the second connecting end. The first positioning part and the second positioning part are arranged in a matched mode and movably connected, and the first positioning part or the second positioning part is provided with a guide track extending in the rotation direction of the inflating valve relative to the sensor body and used for guiding and limiting rotation of the inflating valve. Therefore, the relative angle between the inflating valve and the sensor body can be flexibly adjusted. According to the device, the mounting angle can be flexibly adjusted according to the mounting requirements of hubs of different vehicle types, the universality, the adaptability and the mounting convenience are improved, and good stability and structural reliability are achieved.

Description

Technical Field

[0001] This application relates to the field of tire pressure monitoring technology, and further to a tire pressure monitoring device and vehicle. Background Technology

[0002] Existing tire pressure monitoring systems typically use a fixed connection between the sensor and the valve stem, lacking angle adjustment functionality. To accommodate the different wheel rim opening angles of various vehicle models, the sensor body needs to be custom-shaped, or a valve stem structure with different angles needs to be used. This approach not only increases manufacturing and inventory costs but also reduces assembly versatility, making it difficult to meet the compatibility requirements of multiple vehicle models. Utility Model Content

[0003] To address the aforementioned technical problems, the purpose of this application is to provide a tire pressure monitoring device and vehicle that can solve the problems in the prior art and enable the tire pressure monitoring device to have better installation flexibility and universal adaptability.

[0004] To achieve the above objectives, this application provides a tire pressure monitoring device, comprising:

[0005] The sensor body has a first connection end, and a first positioning part is provided on the first connection end;

[0006] The valve stem has a second connecting end on one side, which is rotatably connected to the first connecting end, so that the relative angle between the valve stem and the sensor body can be adjusted to fit the wheel hubs of different vehicle models.

[0007] The second connecting end is provided with a second positioning part, which is configured to cooperate with the first positioning part and form a movable connection. The first positioning part or the second positioning part is provided with a guide trajectory, which is configured along the rotation direction of the valve nozzle relative to the sensor body, and is used to guide the rotation of the valve nozzle.

[0008] In some embodiments, the first connecting end is further provided with a first rotating part, and the second connecting end is further provided with a second rotating part. The first rotating part and the second rotating part are connected in cooperation to realize the relative rotation of the valve and the sensor body.

[0009] The relative distance between the first rotating part and the center of the sensor body is less than the relative distance between the first positioning part and the center of the sensor body.

[0010] In some embodiments, the first connection end includes two parallel and spaced-apart connecting ears, and the second connection end is sandwiched between the two connecting ears;

[0011] The first rotating part is configured as a first rotating hole, and the second rotating part is configured as a second rotating hole. Each of the connecting ears is provided with the first rotating hole, and the second rotating hole penetrates the second connecting end in the thickness direction. The first rotating part and the second rotating part are connected by a positioning pin, and the positioning pin passes through both the first rotating part and the second rotating part.

[0012] In some embodiments, the positioning pin includes two inserting ends and a support section. The two inserting ends are respectively located at both ends of the positioning pin, and the support section is disposed between the two inserting ends in the length direction of the positioning pin. When the first connecting end and the second connecting end are rotatably connected, the support section is sleeved in the second rotating hole, and the two inserting ends are respectively movably inserted into the first rotating holes on the two connecting ears.

[0013] The radial dimension of the support section is larger than that of the first rotating hole, which is used to prevent the positioning pin from coming out of the first rotating hole.

[0014] In some embodiments, when the first connecting end and the second connecting end are rotatably connected, the two ends of the support segment respectively abut against the two connecting lugs to restrict the axial movement of the positioning pin;

[0015] And / or, the support section has an internal elastic structure, the free end of which is connected to the two embedded ends respectively, so that the embedded ends can retract inward when compressed and naturally expand outward when not compressed, in order to assist in the assembly of the positioning pin.

[0016] In some embodiments, the first positioning part is a positioning groove, which forms an arc-shaped guide trajectory; the second positioning part is wholly or partially embedded in the positioning groove, so that when the valve stem rotates relative to the sensor body, the second positioning part can move along the positioning groove.

[0017] In some embodiments, the positioning groove extends through the first connecting end in the thickness direction, and the second positioning part includes an assembly hole and a bolt assembly. The assembly hole extends through the second connecting end in the thickness direction; the bolt assembly passes through both the assembly hole and the positioning groove, and is used to lock and fasten the first connecting end and the second connecting end by means of the bolt assembly when the relative angle between the valve and the sensor body is adjusted to a preset angle.

[0018] In some embodiments, the valve stem includes a main body and a fixing nut. One end of the main body is provided with an external thread for engaging with the fixing nut, so that after the main body passes through a pre-set mounting hole on the hub, the fixing nut fixes the main body to the hub. The other end of the main body is provided with a second connecting end.

[0019] In some embodiments, the sensor body has a mounting surface and a detection surface. The mounting surface is fixedly connected to the wheel hub by a fixing structure, and the detection surface is arranged facing the internal cavity of the tire to realize real-time monitoring of the air pressure inside the cavity.

[0020] Another aspect of this application also provides a vehicle including at least one of the aforementioned tire pressure monitoring devices.

[0021] Compared with the prior art, the tire pressure monitoring device and vehicle provided in this application have at least the following advantages:

[0022] By rotating the sensor body and the valve stem, the relative angle between them is adjustable, allowing for flexible adjustment of the installation angle according to the wheel hub design of different vehicle models, thus improving the versatility and adaptability of the tire pressure monitoring device. A first positioning part and a second positioning part are respectively provided at the first and second connecting ends, with a guide track on one side, achieving effective limiting and guidance during rotation, helping to ensure the stability of the valve stem adjustment angle. Attached Figure Description

[0023] The preferred embodiments will now be described 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 application.

[0024] Figure 1 This is an exploded structural diagram of a tire pressure monitoring device in one embodiment of this application;

[0025] Figure 2 This is a schematic diagram of the overall structure of the tire pressure monitoring device in one embodiment of this application;

[0026] Figure 3 This is a schematic diagram of the sensor body in one embodiment of this application;

[0027] Figure 4 This is a cross-sectional view of a portion of the structure in one embodiment of this application;

[0028] Figure 5 This is a schematic diagram of the tire pressure monitoring device in one embodiment of this application.

[0029] Explanation of icon numbers:

[0030] Sensor body 1; first connecting end 11; first positioning part 110; first rotating part 111; connecting ear 120; mounting surface 13; detection surface 14; valve 2; second connecting end 21; second positioning part 210; assembly hole 2100; bolt assembly 2101; positioning bolt 21011; positioning nut 21012; second rotating part 211; main body 22; fixing nut 23; positioning pin 30; embedded end 301; support section 302; elastic structure 303. Detailed Implementation

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the specific implementation methods of this application will be described below with reference to the accompanying drawings. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without creative effort.

[0032] To keep the drawings concise, each drawing only schematically shows the parts relevant to the application; these do not represent the actual structure of the product. Furthermore, for ease of understanding, in some drawings, only one of components with the same structure or function is schematically shown, or only one is labeled. In this document, "one" can mean not only "only one" but also "more than one."

[0033] 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.

[0034] 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 communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0035] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0036] Furthermore, in the description of this application, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0037] Existing tire pressure monitoring systems typically employ an integrated sensor design with the valve stem. The sensor is mounted via the valve stem at a pre-defined opening in the wheel hub. To ensure the sensor does not protrude above the wheel hub's safety surface after installation and to prevent interference or damage, the sensor housing structure must be specifically designed and customized based on factors such as the wheel hub opening angle and rim curvature for different vehicle models. Due to the variations in wheel hub structures across different models, current technologies often require matching different sensor shapes or valve stem angles to each type of wheel hub. This results in diverse sensor body specifications, high mold costs, and complex manufacturing and assembly management.

[0038] Furthermore, existing tire pressure sensors and valve stems are mostly integrated or fixed by rigid components, and their installation angle is determined during the design phase, making it impossible to flexibly adjust according to actual installation needs. This structure lacks adjustability, limiting the universality of tire pressure sensors across different vehicle models and increasing the complexity of selection and maintenance for OEMs and the aftermarket.

[0039] In one embodiment, refer to the appendix to the specification. Figure 1 This application describes a tire pressure monitoring device that can solve the problems in the prior art and can effectively adapt to different vehicle models or wheel specifications.

[0040] Reference manual attached Figure 1 and Figure 2The tire pressure monitoring device provided in this application includes a sensor body 1 and a valve stem 2. The sensor body 1 has a first connecting end 11, on which a first positioning part 110 is provided. A second connecting end 21 is provided on one side of the valve stem 2, and the second connecting end 21 is rotatably connected to the first connecting end 11, so that the valve stem 2 and the sensor body 1 can rotate relative to each other around the connecting axis, thereby realizing the adjustment of the relative angle.

[0041] Understandably, the setup in this embodiment allows the tire pressure monitoring device to be flexibly adjusted at the installation angle according to the differences in wheel hub structure of different vehicle models, improving the device's versatility and adaptability, and avoiding installation difficulties or interference problems caused by fixed angle limitations.

[0042] Furthermore, to achieve relative positioning and guidance during the adjustment process, a second positioning part 210 is also provided on the second connecting end 21. The second positioning part 210 is configured to cooperate with the first positioning part 110, forming a movable connection between them. A guide trajectory is provided on the first positioning part 110 or the second positioning part 210. The guide trajectory is set along the rotation direction of the valve stem 2 relative to the sensor body 1, which is used to limit and guide the rotation path of the valve stem 2 during the adjustment process, so that the rotation adjustment process has a certain degree of stability and controllability.

[0043] The tire pressure monitoring device in this embodiment can overcome the limitations of the prior art where the sensor body 1 and the valve stem 2 are fixedly connected and the angle is not adjustable. It can flexibly adapt to the structural differences such as the mounting hole depth and angle of different wheel hubs by adjusting the relative angle between the valve stem 2 and the sensor body 1, thereby improving the installation convenience and structural compatibility of the device.

[0044] Meanwhile, the mating design between the first positioning part 110 and the second positioning part 210 not only ensures positioning during assembly, but also effectively controls the rotation direction and angle range of the valve stem 2 through the setting of the guide trajectory, avoiding excessive rotation or offset, and improving the controllability of the adjustment process and the stability of the structure. In specific implementations, the first positioning part 110 and the second positioning part 210 can adopt the form of mating grooves and protrusions, slots and limit pins, etc.

[0045] Optionally, a rotational damping structure or similar limiting structure can be provided at the connection between the first connecting end 11 and the second connecting end 21 to achieve stable positioning after angle adjustment and avoid loosening or displacement under vehicle vibration.

[0046] In one embodiment, based on the above embodiment, the first connecting end 11 is further provided with a first rotating part 111, and the second connecting end 21 is further provided with a second rotating part 211. The first rotating part 111 and the second rotating part 211 are connected in cooperation to realize the relative rotation between the valve 2 and the sensor body 1.

[0047] In this configuration, the relative distance between the first rotating part 111 and the center of the sensor body 1 is less than the relative distance between the first positioning part 110 and the center of the sensor body 1. In other words, the first rotating part 111 is positioned closer to the central region of the sensor body 1, while the first positioning part 110 is located further outward. This structural layout brings the rotation center point closer to the device's center of gravity, contributing to greater stability during rotation and allowing for angle adjustment within a smaller structural range, effectively saving installation space and improving compactness.

[0048] In specific implementations, the first rotating part 111 and the second rotating part 211 can be connected relative to each other through various structural forms to achieve a stable and reliable rotational fit. Preferably, the first rotating part 111 and the second rotating part 211 are connected by a connector, which can be a pin, stud, sleeve, or other structure. The connector passes through the corresponding connection hole, enabling relative rotation between the valve 2 and the sensor body 1 while providing good connection strength.

[0049] Optionally, the first rotating part 111 and the second rotating part 211 can also directly construct a rotational fit relationship through their own structures. For example, the first rotating part 111 can be set as a cylindrical protrusion, and the second rotating part 211 can be set as a matching cylindrical recess. When the two are nested and fitted together, they form a screw-in connection, thereby realizing the rotational function. In this way, the rotational connection can be realized without relying on additional connecting parts. The structure is simple, the assembly is convenient, and it is suitable for miniaturized and integrated design scenarios.

[0050] In one embodiment, such as Figure 3 As shown, the first connecting end 11 includes two parallel and spaced connecting ears 120, which extend from the end of the sensor body 1 and are arranged symmetrically. The second connecting end 21 is located at one end of the valve stem 2 and is inserted between the two connecting ears 120, that is, the second connecting end 21 of the valve stem 2 is embedded in the gap between the two connecting ears 120.

[0051] The reference manual is attached. Figures 1 to 4The first rotating part 111 is configured with a first rotating hole, and each connecting lug 120 has a first rotating hole; the second rotating part 211 is configured with a second rotating hole, which penetrates the second connecting end 21 along the thickness direction, thereby achieving axial alignment with the two first rotating holes. During connection and assembly, the locating pin 30 passes through the two first rotating holes and the intermediate second rotating hole to achieve a rotational connection between the three components.

[0052] Through the above structural design, a reliable mechanical connection is formed between the sensor body 1 and the valve stem 2, and a stable rotational fit is achieved through the locating pin 30. The angle of the valve stem 2 relative to the sensor body 1 can be adjusted according to the wheel hub installation requirements, thereby improving the adaptability of the tire pressure monitoring device to different vehicle wheel hubs.

[0053] Furthermore, in one embodiment, based on the above, the positioning pin 30 includes two embedding ends 301 and a support segment 302. The two embedding ends 301 are respectively disposed at both ends of the positioning pin 30, and the support segment 302 is located between the two embedding ends 301 in the length direction of the positioning pin 30.

[0054] The configuration of this embodiment optimizes the rotational connection structure between the first connecting end 11 and the second connecting end 21, enabling the connecting component to maintain rotational function while having stable axial positioning capability, and effectively preventing the connecting parts from loosening or misaligning.

[0055] In the actual connection process, the support section 302 is sleeved in the second rotating hole of the second connecting end 21, while the two embedded ends 301 are respectively movably embedded in the first rotating holes provided on the two connecting ears 120, thereby realizing the rotatable connection between the first connecting end 11 and the second connecting end 21, so that the valve 2 can be rotated and adjusted relative to the sensor body 1 within a certain angle range, thereby adapting to the installation angle requirements of different wheel hubs.

[0056] Based on the above, to prevent the locating pin 30 from axially displacing or accidentally dislodging during use, the radial dimension of the support section 302 is set to be larger than the diameter of the first rotating hole. After the locating pin 30 is installed, the support section 302 is completely accommodated in the second rotating hole. Although the insert ends 301 on both sides can be moved into the first rotating hole, the locating pin 30 cannot slide out in any direction as a whole because the size of the support section 302 is larger than the first rotating hole, thus achieving a reliable limiting and fixing function.

[0057] Through the above structural design, while realizing the adjustable angle connection between the valve 2 and the sensor body 1, the reliability and safety of the connection are improved, avoiding the sensor failure problem caused by loosening, misalignment or slippage of the connection part in the traditional structure.

[0058] In practice, the locating pin 30 can be made of metal to provide higher structural strength and wear resistance; the support section 302 and the insert end 301 can be integrally formed, or they can be connected by pressing, welding, or threaded locking. In addition, a slight gap can be maintained between the first and second rotating holes in their mating dimensions to ensure good rotational flexibility during multiple adjustments.

[0059] In one embodiment, based on the settings of the above embodiments, as shown in the appendix... Figure 4 When the first connecting end 11 and the second connecting end 21 are in a rotatable connection state, the two ends of the support section 302 directly abut against the inner surfaces of the two connecting ears 120.

[0060] Specifically, the distance between the two ends of the support section 302 is basically equal to the distance between the two connecting ears 120, so that when it is fitted into the second rotating hole of the second connecting end 21, its two ends are in contact with the inner surfaces of the two oppositely arranged connecting ears 120 respectively. When the positioning pin 30 attempts to move along the axial direction, the contact surfaces between the two ends of the support section 302 and the connecting ears 120 will play an effective limiting role.

[0061] Understandably, the above design improves the assembly stability of the locating pin 30 in the rotating connection state, and also avoids displacement of the locating pin 30 due to external force or vibration, thereby improving the reliability and durability of the tire pressure monitoring device in actual operation.

[0062] In specific implementation, the two ends of the support section 302 can be further designed to form surface contact or line contact with the inner side of the connecting ear 120; at the same time, buffer material can be provided on its end face to further improve its impact resistance.

[0063] Additionally, in one embodiment, such as Figure 4 As shown, the support section 302 of the positioning pin 30 is provided with an elastic structure 303. The free ends of the elastic structure 303 are respectively connected to the embedded ends 301 at both ends of the positioning pin 30, so that the two embedded ends 301 can retract towards the support section 302 when pressed, and can naturally pop out to the original position when not pressed, thereby realizing automatic reset, so as to realize the quick insertion and stable limiting of the positioning pin 30, which helps to improve the assembly efficiency and service life of the whole machine.

[0064] Specifically, the elastic structure 303 can be an elastic element located within the support section 302, such as a compression spring, a wave spring, or an integrally molded elastic strip. During assembly, the positioning pin 30 is first inserted into the second rotating hole, and then the second connecting end 21 with the positioning pin 30 is aligned with the connecting ear 120. During this process, the operator can simultaneously press the two inserting ends 301 with external force, causing them to retract axially inward, so that the overall structural length of the positioning pin 30 is equal to or less than the distance between the two connecting ears 120, thereby locking the positioning pin 30 between the two connecting ears 120. When the positioning pin 30 is aligned with the first rotating hole, the restriction on the inserting end 301 is released, and under the action of the elastic structure 303, the inserting end 301 automatically pops out and enters the two first rotating holes, thereby achieving rapid insertion and positioning.

[0065] In addition, it is understandable that the elastic structure 303 remains in working condition after the positioning pin 30 is installed, and always provides elastic support to the two installation ends 301, further enhancing the installation stability and effectively absorbing the gap micro-movement caused by vibration or impact.

[0066] In one embodiment, such as Figure 3 As shown, the first positioning part 110 is configured as a positioning groove, which extends in an arc shape along the rotation direction of the valve stem 2 relative to the sensor body 1, thereby forming an arc-shaped guide trajectory. The guide trajectory is an arc-shaped channel within a limited range, and its arc shape can be designed by adjusting the rotation angle range according to actual needs. For example, it can be set as an arc-shaped groove with a center angle of 45°, 50° or larger, to adapt to the opening angle and installation space requirements of various types of wheel hubs.

[0067] Furthermore, the second positioning part 210 is wholly or partially embedded in the positioning groove. For example, the second positioning part 210 may be a protruding structure protruding from the surface of the second connecting end 21, or a pin, columnar protrusion, or similar positioning component. During the adjustment and rotation of the valve stem 2 relative to the sensor body 1, the second positioning part 210 can guide the movement along the arc-shaped trajectory defined by the positioning groove, thereby effectively constraining the movement path of the valve stem 2 throughout the adjustment process.

[0068] By designing the above structure, the relative rotation of the valve stem 2 and the sensor body 1 is controlled and guided while maintaining a rotatable connection, thus avoiding structural instability or deviation in rotation direction that may result from free rotation. Especially during actual installation, when the operator adjusts the angle of the valve stem 2 according to the wheel hub structure of different vehicle models, the second positioning part 210 remains confined within the positioning groove, ensuring smooth adjustment, stable angle, and effectively preventing skewness or jamming.

[0069] In practical applications, the depth and width of the positioning groove can be adapted to the size and form of the second positioning part 210 to further improve the guiding accuracy and service life.

[0070] Additionally, in conjunction with the embodiments described above, positioning grooves can be provided on the two connecting ears 120 respectively. The two positioning grooves can be arranged opposite each other or back to back. Specifically, the positioning grooves can be formed on the opposite inner surfaces of the two connecting ears 120 facing the second connecting end 21. In this case, the two positioning grooves together form a set of parallel guide tracks. Thus, during the rotation of the valve stem 2, the second positioning part 210 can be set as two symmetrically arranged protrusions, respectively located on both sides of the second connecting end 21, corresponding to the positioning grooves on the two connecting ears 120. This ensures that the valve stem 2 can move in a controlled manner along the set tracks on both sides during rotation, thereby preventing swaying or jamming caused by unilateral force or loose fit, and improving the balance and stability of the guide.

[0071] On the other hand, the positioning grooves can also be opened on the outer surfaces of the two connecting ears 120, in which case they are set back to back to adapt to different spatial arrangements and strength requirements.

[0072] Of course, the positioning groove can be configured as a through-hole or non-through-hole structure according to design requirements. A through-hole positioning groove extends from one side of the connecting ear 120 to the other, forming a complete through-hole structure. Its advantages include simple processing, smooth guidance, and less dust accumulation. A non-through-hole positioning groove, on the other hand, is a blind groove structure located within a local depth range of the connecting ear 120. This helps to enhance the overall rigidity of the connecting ear 120 and avoids a decrease in structural strength due to excessively large openings. In actual design, the choice can be made flexibly based on factors such as the usage intensity of the device, manufacturing process, and the rotation range of the valve 2.

[0073] In one embodiment, based on the above, the positioning groove penetrates the first connecting end 11 in the thickness direction, and the second positioning part 210 includes a mounting hole 2100 and a bolt assembly 2101. The mounting hole 2100 penetrates the second connecting end 21 in the thickness direction, and the bolt assembly 2101 passes through both the mounting hole 2100 and the positioning groove. Thus, when the relative angle between the valve 2 and the sensor body 1 is adjusted to a preset angle, the first connecting end 11 and the second connecting end 21 can be locked and tightened by operating the bolt assembly 2101.

[0074] For details, please refer to the instruction manual appendix. Figure 4 and Figure 5The bolt assembly 2101 generally includes a positioning bolt 21011 and a positioning nut 21012. The positioning bolt passes through the corresponding holes on the second connecting end 21 and the first connecting end 11 from one side, and the positioning nut 21012 is threadedly engaged with the positioning bolt 21011 on the other side. If necessary, auxiliary components such as washers can also be provided to enhance the fastening force or prevent wear on the surface of the components.

[0075] With this structure, when the relative angle between the valve 2 and the sensor body 1 is adjusted to the preset angle, the operator can tighten the positioning bolt 21011 and the positioning nut 21012 to lock the first connecting end 11 and the second connecting end 21, preventing the angle from shifting or loosening, and ensuring that the posture after installation meets the usage requirements.

[0076] On the other hand, the rotational damping can also be controlled by adjusting the tightening force of the bolt assembly 2101. That is, when it is not completely locked, the bolt assembly 2101 provides a certain frictional resistance, so that the valve 2 can be slowly rotated to adjust the angle under the action of manual external force, without swinging freely. After reaching the target angle, the final locking can be achieved by continuing to tighten the positioning bolt 21011 and the positioning nut 21012.

[0077] During this process, the part of the positioning bolt 21011 exposed on the outside of the second connecting end 21 functions as a guide post. Its outer peripheral surface and the inner wall of the positioning groove form a sliding fit relationship. Therefore, when the valve 2 is rotated and adjusted, the guide part of the positioning bolt 21011 slides along the arc-shaped guide trajectory in the positioning groove, thereby driving the valve 2 to perform controllable angle adjustment relative to the sensor body 1.

[0078] Based on the above embodiments, the valve stem 2 includes a main body 22 and a fixing nut 23, wherein the main body 22 is used to achieve installation and fixation with the wheel hub, and the fixing nut 23 is used to lock and position.

[0079] Specifically, one end of the main body 22 is provided with an external thread, which is used to form a threaded connection with the fixing nut 23. During installation, the main body 22 passes through the preset mounting hole on the wheel hub, and then the fixing nut 23 is tightened to make the fixing nut 23 and the external thread of the main body 22 securely connected, thereby firmly installing the valve 2 on the wheel hub hole.

[0080] The other end of the main body 22 is provided with the second connection end 21 mentioned above, which is used to connect with the sensor body 1 in the tire pressure monitoring device. The second connection end 21 has been described in detail above, so it will not be repeated here.

[0081] Furthermore, such as Figure 1 and Figure 3As shown, the sensor body 1 has a mounting surface 13 and a detection surface 14. The mounting surface 13 is used to fix the sensor body 1 to the wheel hub. The sensor body 1 is usually fixedly installed on the inner surface of the wheel hub by screws, bolts, clips or other mechanical fixing structures to ensure that it can always maintain a stable installation state during vehicle operation without displacement or loosening.

[0082] The detection surface 14 is located on the opposite side of the mounting surface 13, facing the internal cavity of the tire. This ensures that the pressure detection unit, temperature detection unit, and other functional modules inside the sensor body 1 are in full contact with and can sense the internal gas environment of the tire in real time, thereby accurately monitoring the tire pressure. When a pressure drop, leakage, or abnormal temperature occurs in the tire cavity, the sensor can respond quickly and transmit relevant signals to the vehicle's main control unit or alarm system to remind the driver to take timely action.

[0083] In practical implementation, the mounting surface 13 can be set as a planar structure that fits with the wheel hub mounting surface 13, or it can be adapted to the curvature of the inner wall of the wheel hub, such as being set as a curved surface or having a slot structure; the detection surface 14 can be provided with a micro ventilation hole, dust cover or waterproof structure, to ensure measurement accuracy while having a certain environmental protection performance, and to adapt to the use needs under various complex working conditions.

[0084] In one embodiment, according to another aspect of this application, this application further provides a vehicle including at least one tire pressure monitoring device as described in the above embodiments, which can ensure its compatibility with the corresponding vehicle wheel hub through the adjustable angle structure between the valve stem 2 and the sensor body 1 within the device. Furthermore, the cooperative design of the first positioning part 110 and the second positioning part 210 also ensures that the valve stem 2 has a certain degree of stability and reliability during adjustment.

[0085] It should be understood that the vehicle proposed in this embodiment is equipped with at least one of the aforementioned tire pressure monitoring devices, but multiple devices can also be installed as needed, each corresponding to one of the wheels. Typically, a conventional four-wheeled vehicle can be equipped with four tire pressure monitoring devices, each used to monitor the tire pressure information of each wheel to ensure the safety of vehicle operation.

[0086] It should be noted that the above embodiments can be freely combined as needed. The above are merely preferred embodiments of this application. It should be pointed out that for those skilled in the art, several improvements and modifications can be made without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A tire pressure monitoring device, characterized by, include: The sensor body has a first connection end, and a first positioning part is provided on the first connection end; The valve stem has a second connecting end on one side, which is rotatably connected to the first connecting end, so that the relative angle between the valve stem and the sensor body can be adjusted to fit the wheel hubs of different vehicle models. The second connecting end is provided with a second positioning part, which is configured to cooperate with the first positioning part and form a movable connection. The first positioning part or the second positioning part is provided with a guide trajectory, which is configured along the rotation direction of the valve nozzle relative to the sensor body, and is used to guide the rotation of the valve nozzle.

2. The tire pressure monitoring device according to claim 1, characterized in that, The first connecting end is further provided with a first rotating part, and the second connecting end is further provided with a second rotating part. The first rotating part and the second rotating part are connected in cooperation to realize the relative rotation of the valve and the sensor body. The relative distance between the first rotating part and the center of the sensor body is less than the relative distance between the first positioning part and the center of the sensor body.

3. The tire pressure monitoring device according to claim 2, characterized in that, The first connection end includes two parallel and spaced-apart connecting ears, and the second connection end is sandwiched between the two connecting ears; The first rotating part is configured as a first rotating hole, and the second rotating part is configured as a second rotating hole. Each of the connecting ears is provided with the first rotating hole, and the second rotating hole penetrates the second connecting end in the thickness direction. The first rotating part and the second rotating part are connected by a positioning pin, and the positioning pin passes through both the first rotating part and the second rotating part.

4. The tire pressure monitoring device according to claim 3, characterized in that, The positioning pin includes two inserting ends and a support section. The two inserting ends are respectively located at both ends of the positioning pin. The support section is disposed between the two inserting ends in the length direction of the positioning pin. When the first connecting end and the second connecting end are rotatably connected, the support section is sleeved in the second rotating hole, and the two inserting ends are respectively movably inserted into the first rotating holes on the two connecting ears. The radial dimension of the support section is larger than that of the first rotating hole, which is used to prevent the positioning pin from coming out of the first rotating hole.

5. The tire pressure monitoring device according to claim 4, characterized in that, When the first connecting end and the second connecting end are rotatably connected, the two ends of the support section respectively abut against the two connecting ears to restrict the axial movement of the positioning pin; And / or, The support section has an internal elastic structure, the free end of which is connected to the two embedded ends respectively, so that the embedded ends can retract inward when pressed and naturally expand outward when not pressed, in order to assist in the assembly of the positioning pin.

6. The tire pressure monitoring device according to any one of claims 1-5, characterized in that, The first positioning part is a positioning groove, which forms an arc-shaped guide trajectory; the second positioning part is fully or partially embedded in the positioning groove, so that when the valve stem rotates relative to the sensor body, the second positioning part can move along the positioning groove.

7. The tire pressure monitoring device according to claim 6, characterized in that, The positioning groove extends through the first connecting end in the thickness direction. The second positioning part includes an assembly hole and a bolt assembly. The assembly hole extends through the second connecting end in the thickness direction. The bolt assembly passes through both the assembly hole and the positioning groove to lock and fasten the first connecting end and the second connecting end by means of the bolt assembly when the relative angle between the valve and the sensor body is adjusted to a preset angle.

8. The tire pressure monitoring device according to any one of claims 1-5 and 7, characterized in that, The valve stem includes a main body and a fixing nut. One end of the main body is provided with an external thread for engaging with the fixing nut, so that after the main body passes through a pre-set mounting hole on the wheel hub, the fixing nut fixes the main body to the wheel hub. The other end of the main body is provided with a second connecting end.

9. The tire pressure monitoring device according to claim 8, characterized in that, The sensor body has a mounting surface and a detection surface. The mounting surface is fixedly connected to the wheel hub through a fixing structure, and the detection surface is set towards the internal cavity of the tire to realize real-time monitoring of the air pressure inside the cavity.

10. A vehicle characterized by comprising: include: At least one tire pressure monitoring device according to any one of claims 1-9.

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