Tire air supply device and tire air supply method

Abstract

To provide an air supply device for a tire and an air supply method for a tire which shorten a time for filling a tire with air.SOLUTION: There is provided an air supply device for a tire where a compressor 2, an air tank 3, an electromagnetic valve 6, a first pressure sensor 8, and a tire chuck 4 are sequentially connected to each other by a hose, wherein opening / closing of the electromagnetic valve 6 is controlled by a control board 11, the control board 11 calculates a required pressurization amount from a current pressure that is a tire pressure before secondary pressurization and a target gas pressure input by a user, sends air to a tire 9 from the air tank 3 by control of opening / closing time of the electromagnetic valve, and performs pressurization by a required amount. After end of the pressurization, the air tank 3 is filled with air by the compressor 2 to a predetermined pressure again.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a tire air supplying device and a tire air supplying method for refilling tires of automobiles, motorcycles, bicycles, etc. with air. [Background technology]

[0002] Conventionally, this type of tire air supply device, particularly for automobiles and motorcycles, has been used at gas stations and the like, with the compressor and air tank installed in separate locations from the viewpoint of factory layout. However, when supplying air from the compressor and air tank to the air supply device, if these are introduced and installed separately, the compressed air supplied to the air supply device becomes unstable due to the compressor's discharge pressure, the capacity of the air tank, and the diameter and length of the pipe from the air tank to the air supply device, and this takes extra time. Furthermore, conventionally, when air is supplied while a solenoid valve connected to the air tank by pipes, hoses, etc. is connected to the tire via a chuck, the difference with the set tire pressure is filled by the supply of air. At this time, even if the tire internal air pressure reaches the set tire pressure, the measured tire internal air pressure does not completely settle until a certain time has elapsed, and it is difficult to predict the value of the air pressure after the air pressure has completely settled. In addition, when this air pressure is not settled and difficult to predict, if the tire internal air pressure exceeds the set tire pressure when the air pressure settles after a certain time has elapsed, a pressure reducing operation or the like is required. Therefore, after the air pressure inside the tire reaches the set tire pressure, it is necessary to wait for the measured air pressure inside the tire to completely settle. Also, even if additional air is supplied, if the air pressure deviates from the set tire pressure, the air inside the tire will be released. In some cases, the amount of air released from the tire may not be appropriate, in which case new pressure must be applied again. This causes the problem of taking extra time.

[0003] For example, Patent Document 1 discloses an air filling device for tires, which fills a tire placed in a tire enclosure with air from a compressor via a pressure reducing valve, and which is characterized by having a manual exhaust valve interposed between the pressure reducing valve and the tire. However, the method of filling tires with air disclosed in Patent Document 1 can result in the tire being filled with excessive air pressure above the set pressure, so the equipment must have a function to release air based on an air release time according to the difference in pressure from the set tire pressure. This causes problems such as the time it takes for the air pressure to settle to a certain extent, and the extra time it takes for re-pressurization and air release.

[0004] For this reason, studies have been conducted on whether it is possible to calculate the amount of air to be supplied into the tire and whether it is possible to accurately calculate the amount of air to be pressurized into the tire. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent Publication No. 2011-152016 Summary of the Invention [Problem to be solved by the invention]

[0006] The present invention has been made taking these points into consideration, and provides a tire air supply device that can complete inflation in a shorter time by identifying the type of tire in advance, calculating the amount of inflation required for the tire, and inflating the tire only by the required amount of inflation, thereby eliminating the need for additional inflation or depressurization and achieving efficient air supply to the tire. [Means for solving the problem]

[0007] Therefore, the tire air supply device of the present invention is a tire air supply device in which a compressor, an air tank, a solenoid valve, and a tire connection part are connected in this order by a hose, and further a first pressure sensor is provided between the solenoid valve and the tire connection part, the tire connection part is connectable to a tire, and the tire air supply device is provided with a control board that controls the solenoid valve, and the first pressure sensor and the solenoid valve are each electrically connected to the control board, The control board is configured to be capable of controlling the compressor to pressurize the air tank to a predetermined air pressure so that the air pressure in the air tank is constant before the secondary pressurization, and the control board is configured to be capable of calculating the required amount of pressurization, which is the difference between the target air pressure and the pressure before pressurization, after the tire connection part is connected to the tire, and further the control board refers to a pressurization table to determine the type of tire, which is divided into large and small tire capacities, and the pressurization time corresponding to the required amount of pressurization, and controls the solenoid valve to open and close when the pressurization time has elapsed.

[0008] Furthermore, the present invention is characterized in that the pressurization table is created so as to be able to determine the pressurization time from the required pressurization amount and one of the tire types by calculating a tire pressurized air amount using a formula, Tire pressurized air amount=Tank capacity×Tank reduced pressure / Atmospheric pressure, from actual measurement data on tank reduced pressure taken in a tire pressurization experiment previously conducted with an air tank of the same type as the air tank pressurized to a predetermined air pressure or an approximation curve of the tank reduced pressure created using the actual measurement data, determining the tire volume from the tire pressurized air amount using a formula, Tire volume=Tire pressurized air amount×Atmospheric pressure / Tire increased pressure, defining a plurality of the tire capacities as a volume range as the tire type, and calculating, for each of the tire types, tire increased pressures at a plurality of arbitrary times calculated using the formula, Tire increased pressure=Tire pressurized air amount×Atmospheric pressure / Tire volume.

[0009] In addition, in the present invention, the control board has a function of storing an acceptance judgment subtraction value table, measuring the internal tire air pressure a predetermined time after the completion of the secondary pressurization, referring to the acceptance judgment subtraction value table, and comparing the value obtained by subtracting the acceptance judgment subtraction value from the internal tire air pressure with a target air pressure to determine whether or not the tire needs to be re-pressurized or deflated.

[0010] A tire air supply method of the present invention includes a tire air supply device including a compressor, an air tank filled to a predetermined pressure, an electromagnetic valve, and a tire connection part, which are connected in sequence by a hose, and further including a first pressure sensor provided between the electromagnetic valve and the tire connection part, and a control board for controlling the electromagnetic valve, the control board storing a tire discrimination table, The method includes the steps of connecting the tire connection part to a tire, measuring the air pressure of the tire, determining the required amount of pressure and performing a secondary pressurization in accordance with the identified type of tire and a target air pressure, which is a value of the air pressure input by the user, and pressurizing the air tank to a predetermined air pressure if the tire is to be subsequently filled.

[0011] Furthermore, the tire air supply method of the present invention is characterized in that, when performing the secondary pressurization, the time for which the solenoid valve, which is closed to supply air from the air tank, is kept open is calculated on the control board by referring to a pressurization table formed so as to be able to calculate the pressurization time from the required amount of pressurization and the type of tire, and the solenoid valve is controlled.

[0012] In addition, the tire air supply method of the present invention uses a tire air supply device in which an pass / fail judgment subtraction value table is stored on the control board, the pass / fail judgment subtraction value table being composed of pass / fail judgment subtraction values ​​corresponding to pressurization times and the identified type of tire, and judges whether or not a target air pressure is reached based on a value obtained by subtracting the pass / fail judgment subtraction value from the tire internal air pressure measured a predetermined time after the process of pressurizing the air tank to a predetermined air pressure is completed, and if the tire internal air pressure has not reached the target air pressure, the tire is re-pressurized, and if it is excessive and exceeds the allowable range, an air release operation is performed. Effect of the Invention

[0013] The present invention provides an air supply device for a tire in which a compressor, an air tank, a solenoid valve, and a tire connection part are connected in sequence by a hose, and further a first pressure sensor is provided between the solenoid valve and the tire connection part, the tire connection part is connectable to a tire, and the device includes a control board for controlling the solenoid valve, wherein the first pressure sensor and the solenoid valve are each electrically connected to the control board, and the control board is configured to be capable of controlling the compressor to pressurize the air tank to a predetermined air pressure so that the air pressure in the air tank is at a constant air pressure before the secondary pressurization, and the control board is configured to be capable of calculating the required pressurization amount, which is the difference between the target air pressure and the pressure before pressurization, after the tire connection part is connected to the tire, and further the control board refers to a pressurization table to determine the type of tire, which is divided into large and small tire capacities, and the pressurization time corresponding to the required pressurization amount, and controls the solenoid valve to open and close when the pressurization time has passed, thereby providing an air supply device for a tire that does not require additional pressurization, achieves efficient air supply to the tire, and enables pressurization to be completed in a shorter time.

[0014] Furthermore, in the present invention, the pressurization table calculates the tire pressurized air volume using the formula, Tire pressurized air volume=Tank capacity×Tank reduced pressure / Atmospheric pressure, from actual measurement data for tank reduced pressure or an approximation curve of tank reduced pressure created using the actual measurement data, which was taken in a tire pressurization experiment conducted in advance with an air tank of the same type as the air tank pressurized to a predetermined air pressure, determines the tire volume from the tire pressurized air volume using the formula, Tire volume=Tire pressurized air volume×Atmospheric pressure / Tire increased pressure, defines a plurality of tire capacities as volume ranges as tire types, and calculates, for each tire type, tire increased pressures at a plurality of arbitrary times calculated using the formula, Tire increased pressure=Tire pressurized air volume×Atmospheric pressure / Tire volume, thereby making it possible to determine the pressurization time from the required pressurization volume and one of the tire types, thereby making it possible to provide a tire air supply device that can complete pressurization in a shorter time.

[0015] In addition, in the present invention, the control board stores an acceptance judgment subtraction value table, and has the function of measuring the internal tire air pressure a predetermined time after the completion of the second pressurization, referring to the acceptance judgment subtraction value table, and comparing the value obtained by subtracting the acceptance judgment subtraction value from the internal tire air pressure with the target air pressure to determine whether or not the tire needs to be re-pressurized or released, thereby making it possible to provide a tire air supply device that can complete pressurization in a shorter time.

[0016] In addition, the tire air supply method of the present invention uses a tire air supply device in which a compressor, an air tank filled to a predetermined pressure, a solenoid valve, and a tire connection part are connected in sequence by a hose, and a first pressure sensor is provided between the solenoid valve and the tire connection part, and a control board for controlling the solenoid valve, and a tire discrimination table is stored on the control board, and is characterized by having the steps of connecting the tire connection part to the tire, measuring the tire air pressure, determining the required amount of pressurization and performing a secondary pressurization according to the identified tire type and the target air pressure which is the air pressure value input by the user, and if the tire is to be subsequently filled, pressurizing the air tank to the predetermined air pressure, thereby providing an air supply method for tires that can complete pressurization in a shorter time.

[0017] Furthermore, the tire air supply method of the present invention is characterized in that, during secondary pressurization, the time for which the solenoid valve, which is closed to supply air from the air tank, is kept open is calculated by referring to a pressurization table formed on a control board that is capable of calculating the pressurization time from the required amount of pressurization and the type of tire, and the solenoid valve is controlled accordingly, thereby providing an air supply method for a tire that can complete pressurization in a shorter time.

[0018] In addition, the tire air supply method of the present invention uses a tire air supply device in which a pass / fail judgment subtraction value table is stored on a control board, the pass / fail judgment subtraction value table being composed of pass / fail judgment subtraction values ​​corresponding to pressurization times and identified tire types, and judges whether the target air pressure has been reached based on a value obtained by subtracting the pass / fail judgment subtraction value from the tire internal air pressure measured a predetermined time after the process of pressurizing the air tank to a predetermined air pressure is completed, and if the tire internal air pressure has not reached the target air pressure, the tire is re-pressurized, and if it is excessive beyond the allowable range, an air release operation is performed, thereby providing a tire air supply device that can perform more accurate pressurization and complete pressurization in a shorter time. [Brief description of the drawings]

[0019] [Figure 1] FIG. 1 is a schematic diagram illustrating a tire air supply device 1 according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a configuration diagram showing how a control board 11 of a tire air supply device 1 according to the present embodiment is electrically connected to and controlled by each unit. [Diagram 3] 1 is a flow chart showing the steps of a tire air supply method of the present invention, divided into Step 1 to Step 5. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] Hereinafter, the details of the embodiment of the present invention will be described with reference to the drawings. First, a tire air supplying device 1 according to the present embodiment will be described. FIG. 1 is a configuration diagram showing an outline of the configuration of the tire air supplying device 1. FIG. 2 is a configuration diagram showing an outline of how each part is electrically connected to a control board 11 that controls the tire air supplying device 1. FIG. 3 is a diagram showing steps of the tire air supplying method of the present invention, divided into Steps 1 to 5.

[0021] First, the tire air supply device 1 according to the present invention will be described in detail with reference to FIG. 1. The tire air supply device 1 shown in FIG. 1 includes a compressor 2, an air tank 3, an electromagnetic valve 6, a first pressure sensor 8, and a tire chuck 4 as a tire connection part, which are connected in this order by a hose for supplying compressed air. First, the compressor 2 is a supply source for supplying compressed air, and supplies compressed air. The air tank 3 is a place for storing compressed air. The control board 11 controls the compressor 2, supplies compressed air from the compressor 2 to the air tank 3, and after the air pressure inside the air tank 3 reaches a predetermined air pressure, supplies compressed air from the air tank 3 to the tire 9. At that time, the amount of compressed air supplied to the tire 9 is controlled by opening and closing the electromagnetic valve. The air tank 3 is refilled with air to a predetermined air pressure after the completion of the secondary pressurization of the tire 9, and is controlled by the control board 11 so that the air tank 3 is always at the predetermined air pressure when the primary pressurization of the tire 9 begins.

[0022] By refilling the air tank 3 to a specified pressure each time it is refilled, the pressure of the air supplied by the air tank 3 is always constant at the start of supply. Therefore, as will be described later, it is possible to distinguish the type of tire by the first pressurization, the first pressurization reduces the same amount of air for all tire types, the second pressurization can be controlled by the number of seconds, and the current pressure subtraction value and pass / fail judgment subtraction value can be expressed by approximation curves and used.

[0023] The first pressure sensor 8 can measure the air pressure of the compressed air, and can obtain the value of the air pressure inside the tire 9 flowing into the tire chuck 4 when the solenoid valve 6 is closed. Since the solenoid valve 6, the first pressure sensor 8, and the tire chuck 4 are connected by a hose, the compressed air in the air tank 3 passes through the tire chuck 4 and is supplied to the tire 9 when the solenoid valve 6 is open. The tire chuck 4 is provided as a tire connection part, and is a tool for connecting to the air supply port of the tire. As the tire connection part, other known tools for connecting to the air supply port of the tire may be used. The air tank 3 is also connected to the second pressure sensor 7, but this does not have to be connected by a hose, and may be directly attached to the air tank.

[0024] Next, referring to FIG. 2, the configuration of the control board 11, the first pressure sensor 8, the second pressure sensor 7, the solenoid valve 6, and the compressor 2 electrically connected to the control board 11 will be described in detail. The control board 11 is also electrically connected to the solenoid valve 6, and can control the opening and closing of the solenoid valve 6. First, the control board 11 is electrically connected to the first pressure sensor 8. The first pressure sensor 8 is connected to the tire chuck 4 via a hose as shown in FIG. 1. Therefore, when the solenoid valve 6 is in a closed state, the air pressure inside the tire 9 can be measured, and the value of the air pressure of the tire 9 measured here is configured to be output to the control board 11. The control board 11 can identify the type of tire being measured as one by classifying the value of the air pressure of the tire 9 by referring to the tire discrimination table and determining which category of the range of air pressure values ​​in the tire discrimination table the measured value of the air pressure of the tire 9 belongs to. In addition, the second pressure sensor 7 can measure the air pressure inside the air tank and output the value to the control board 11, and the control board 11 controls the compressor 2 based on this value. As shown in FIG. 2, the control board 11 is also electrically connected to the compressor 2, and is configured to be able to control the operation of the compressor 2 as well.

[0025] Next, a detailed description will be given of how to use the tire air supply device 1 to appropriately supply air to the tire 9. In order to appropriately supply air to the tire 9 using the tire air supply device 1, it is necessary to determine the necessary pressurization amount. If the necessary pressurization amount is not known and filling is performed while measuring the air pressure inside the tire 9 as in the conventional method, a problem occurs in which the air pressure is measured too high. For example, even if the target air pressure is reached and filling is stopped by closing the solenoid valve, the air pressure continues to rise and then drops sharply. Then, after the air pressure drops sharply, the sudden drop becomes clearly gentle after a predetermined time has elapsed. This is expressed in the present disclosure as the air pressure settling down. Then, after 120 seconds have elapsed from the predetermined time, a phenomenon occurs in which the decrease in air pressure stops. This is expressed in the present disclosure as the air pressure completely settling down. In the conventional filling method, it takes time for the air pressure to completely settle, so the air pressure inside the tire 9 cannot reach the target air pressure unless the air pressure is refilled after waiting for the air pressure to settle to a certain extent. Even if you fill the tire with more air in anticipation of the air pressure settling down completely, the air pressure may exceed the target pressure, and the tire may need to be released. This filling and releasing process may be repeated, so the tire may need to be refilled multiple times. Because of these situations, it took a long time to fill the tire with air.

[0026] In the configuration of the present disclosure, by using the tire discrimination table that performed the first pressurization to identify the type of tire, the tire internal pressure after the air pressure has completely settled can be set to the target air pressure even without refilling. To achieve this, in the present disclosure, the necessary amount of pressurization can be calculated once the type of tire is identified, and only the necessary amount of pressurization is applied.

[0027] Next, the process sequence of the tire air supply device of the present disclosure will be described in detail with reference to FIG. First, the air tank 3 is set to a predetermined pressure by the compressor 2 under the control of the control board 11. In addition, the user inputs the set tire pressure, which is the appropriate value for the air pressure inside the tire, written on the door of the car, etc., using a panel or the like. The input information is output to the control board 11. Then, the tire chuck 4 is connected to the tire 9, and the tire pressure is measured (Step 1). In Step 1, referring to FIG. 1, the solenoid valve 6 is first controlled to be in a closed state. Then, the tire chuck 4 is connected to the tire 9. Then, air passes through the tire chuck 4, and the air pressure up to the solenoid valve 6 via the hose becomes equal to the air pressure inside the tire. This is measured by the first pressure sensor 8 provided between the tire chuck 4 and the solenoid valve 6, and the measured pressure X is output from the first pressure sensor 8 to the control board 11 shown in FIG. 2. This series of steps is performed in tire pressure measurement (Step 1).

[0028] Next, as shown in Fig. 3, a primary pressurization is performed (Step 2). In the primary pressurization process, a primary pressurization operation is performed first. The primary pressurization is a pressurization for a fixed period of time that is a short period of time in order to distinguish the type of tire. In one example of this embodiment, the pressurization is performed for 0.2 seconds, but is not limited to this.

[0029] After the first pressurization, the tire pressure is measured again (Step 3), as will be described in detail later. After a predetermined time has elapsed since the end of the first pressurization, the tire pressure is measured in the same manner as in Step 1, and the value of pressure Y is obtained. In one example of this embodiment, the predetermined time is 2 seconds.

[0030] Next, tire discrimination is performed (Step 4). In the control board 12, the original pressure, which is the tire pressure before the first pressurization measured in Step 1 before the first pressurization, is subtracted from the judgment value, which is the tire pressure after the first pressurization measured in Step 3. This calculates the differential pressure P9. The differential pressure P9 is output as value A, which is a value assigned to each tire type, by referring to the tire discrimination table of Table 9.

[0031] Next, the second pressurization is performed (Step 5). In the second pressurization process, the volume of the tire is determined, and therefore the target air pressure, which is the appropriate value for the air pressure inside the tire input by the user, and the type of tire are already determined, so that the required amount of pressurization, which is the required tire increase pressure, is determined by calculating the difference between the current tire pressure, which is the judgment value after the first pressurization minus the current pressure subtraction value, and the target air pressure. The pressurization time can be calculated from this required amount of pressurization using a pressurization table, as described later, so that the pressurization time, i.e., the opening time of the solenoid valve 6, is controlled to perform pressurization for the required amount of pressurization time.

[0032] The process of filling the tire with air is complete when the secondary pressurization process is complete. However, in the unlikely event that the tire is found to be under- or overfilled due to an accidental removal of the zipper while filling the tire with air, an additional pressurization / depressurization process can be performed as appropriate.

[0033] In this disclosure, the type of tire refers to a classification based on the volume, which is the amount of air inside the tire. For example, tires with large capacity, medium capacity, and small capacity are classified. The type of tire is configured to be a tire that falls within a certain range by determining upper and lower limits of volume. Even if there is a slight difference in volume within a certain range, the same tire type can be considered. In other words, one tire type may have multiple tire products with different capacities. The number of tire types is designed appropriately. However, even if the tire capacity is known, the required air pressure differs depending on the tire size for each vehicle model of the automobile manufacturer. For example, it is possible that tires for sports-type vehicles require a higher air pressure than normal. Therefore, the set tire pressure, which is the target air pressure, is set by the user reading the numerical value written on the vehicle body and inputting it into this device using a panel or the like.

[0034] Even if the target air pressure is known, the required amount of inflation cannot be determined unless the tire volume, in other words the type of tire, is identified. In order to calculate the required amount of inflation, a method of identifying the type of tire is required. The method of identifying the type of tire involves first calculating the differential pressure by subtracting the original tire pressure measured before the first inflation from the tire pressure a predetermined time after the first inflation. Then, the differential pressure is compared with a tire discrimination table to determine which classification in the tire discrimination table the differential pressure belongs to.

[0035] The primary pressurization is a pressurization performed to identify a tire type as one. In one example of this embodiment, the tire is pressurized for 0.2 seconds, and the tire pressure is measured two seconds after that. In other words, after a certain period of pressurization by the primary pressurization, the tire pressure value is measured after a predetermined period of time has elapsed, and this is used as the judgment value. The pressurization time can be any number of seconds as long as it is a certain period of time. However, for an air tank 3 of 10 liters or less, the number of seconds for the primary pressurization is preferably 1 second or less. This is because if the number of seconds for the primary pressurization is 1 second or less, the tire 9 will not be overfilled with air by the primary pressurization. When the first pressurization is performed for 0.2 seconds, the air pressure settles down at about 1.8 seconds after the end of pressurization, and the air pressure becomes clearly more stable after 1.8 seconds. This predetermined time is appropriately determined according to the length of the fixed time of the first pressurization. The experimental results are shown in Tables 1 to 4.

[0036] [Table 1] [Table 2] [Table 3] [Table 4]

[0037] Tables 1 to 4 show graphs for three types of tires, large and small, and tires with a capacity of 21.1 liters, 38.5 liters, and 73.3 liters. In all cases, the air pressure stabilizes after a certain amount of time has passed since the end of the first pressurization. This is quantified in Table 5.

[0038] [Table 5]

[0039] When the air pressure has settled, as shown in Table 5, the order of the tire types' volumes, such as 21.1 liters, 38.5 liters, 73.3 liters, etc., is the same as the order counted from the top of the air pressure graph, and the order is constant and does not change. Using this phenomenon, the tire pressure is measured for each type of tire a predetermined time after the end of the first pressurization, and the pressure value of the measurement is set with a certain width, and this is used as the air pressure range. Then, a tire air pressure range is set for each type of tire, and a tire discrimination table is created.

[0040] Tables 1, 2, and 3 are graphs showing the change in pressure on the vertical axis and time (expressed in milliseconds, ms) on the horizontal axis when the solenoid valve 6 is opened from the air tank 3 for 0.5 seconds, 1 second, and 1.5 seconds, respectively. In addition, Tables 1, 2, and 3 are graphs in which the tire types are divided into a tire with a capacity of 21.1 liters, a tire with a capacity of 38.5 liters, and a tire with a capacity of 73.3 liters. The first pressurization refers to the case where pressurization is performed for 0.5 to 1.5 seconds in Tables 1, 2, and 3. However, this is an example, and the number of seconds can be set appropriately.

[0041] From Tables 1 to 5, it can be seen that the air pressure rises rapidly for all types of tires after the first pressurization, and after 1.8 seconds, the air pressure settles down and the decrease in air pressure becomes gradual. There is a difference in the vertical direction of each tire in the part where the air pressure settles down after 1.8 seconds. However, depending on the tire product, some tires take 2.5 seconds for the air pressure to settle down due to individual differences in the air inlet, etc., so in order to make a tire air supply device compatible with most domestic automobile tires, it is preferable that the time is 2.5 seconds or more. Table 4 shows a graph in which the vertical axis represents the change in pressure inside the tire and the horizontal axis represents time (expressed in milliseconds, ms) as in Tables 1 to 4 when the initial condition is a case where the internal air pressure of the air tank 3 is 800 kilopascals (kPa) and the solenoid valve 6 is opened for 0.2 seconds. In this embodiment, the predetermined air pressure inside the tank is 800 kilopascals, but this is not limited to this, and any air pressure that can pressurize the tire can be suitably used. An enlarged graph of the circled measurement points in Table 4 is shown below in Table 6.

[0042] [Table 6]

[0043] The vertical differences in the graphs for each tire will be further explained with reference to Table 6. Looking at Table 6, after 1600ms, the graph for the tire type with a capacity of 21.1 liters is at the top, followed by the graph for the tire type with a capacity of 38.5 liters, and finally the graph for the tire type with a capacity of 73.3 liters. On the horizontal axis, calculated from the end of the first pressurization for 0.2 seconds, this difference is clearly and stably observed after 1900ms. After 1700ms from the end of the first pressurization, differences in the measured air pressure values ​​for each tire type occur, and these differences in air pressure values ​​are used to distinguish the tires. Specifically, the solenoid valve 6 is opened for 0.2 seconds as the primary pressurization, and then the solenoid valve 6 is closed to pressurize the tire. The air pressure inside the tire is measured 1700 ms from the end of the 0.2 second primary pressurization, or more preferably 1900 ms or later taking into consideration errors, and the type of tire is identified based on which range this value falls within and which tire type's graph in Tables 5 and 6 it is closest to.

[0044] However, since tires have different capacities, it is not possible to simply judge which tire type's graph in Tables 5 and 6 is closest to the value shown. Therefore, after extensive research, the developers discovered that the reduction in tank pressure during the first pressurization is a nearly constant value for all three types of tires. This is shown in Table 7.

[0045] [Table 7]

[0046] This means that the amount of air pressurized into the tire by the first pressurization is almost constant. Therefore, it is expected that the amount of increase in tire air pressure will be determined according to the tire volume.

[0047] Furthermore, it was found that under the same condition that the air tank 3 is at a certain pressure, the differential pressure of the three types of tires before and after the first pressurization also varies depending on the volume of the tire. This is shown in Table 8.

[0048] [Table 8]

[0049] They also found that when the tire capacity is the same, the differential pressure, which is the air pressure inside the tire that increases, rises by a constant value regardless of the tire's original pressure. They then compiled the different differential pressures for these three types of tires into a table as a range of predetermined air pressure values.

[0050] The tire discrimination table is constructed by setting the surrounding values ​​of the differential pressure obtained by subtracting the original pressure of the tire before the first pressurization from the tire air pressure value after a certain time has elapsed, for example 1900 ms, as a predetermined range of air pressure values. In the present invention, by keeping the air tank 3 at a certain pressure, the amount of air pressurized into the tire 9 by pressurization from the air tank 3 is made almost the same, thereby deriving a constant differential pressure.

[0051] For this reason, the tire discrimination table takes an additional margin of 100 ms from the tire type graph for safety, and when the measurement point is set at 2000 ms, the air pressure value at the measurement point is obtained and the original pressure is subtracted from this to calculate the differential pressure. However, due to the need for stable operation, it is most preferable to take an additional margin and set the measurement point at 2500 ms to 3500 ms, but it can also be used suitably by shifting the measurement point to around 1900 ms to 10000 ms.

[0052] The tire is identified by determining which type of tire the differential pressure is close to, based on the differential pressure of each of the three types of tires in Table 8, after a predetermined time has elapsed since the first pressurization, in this embodiment, at 2000 ms. In order to determine which type of differential pressure the tire is close to, a range of values ​​near the differential pressure is tabulated as a range of air pressure values ​​input in advance. An example of 38 types of tires is shown in Table 9.

[0053] [Table 9]

[0054] Specifically, a table like Table 9 is created for the range of air pressure values, and the table is identified. In the case of Table 9, 38 categories are used, but the creation method is the same whether the category is 3 or 38. The base pressure of the tire before the first pressurization is measured. Then, the tire pressure 2000 ms after the first pressurization is measured as the judgment value. Then, the difference between the base pressure and the judgment value can be called the tire rising pressure due to the first pressurization. By identifying this pressure difference, the type of tire is identified. Specifically, it is calculated from the upper approximation curve of Table 12 described later. The upper approximation curve of Table 12 has the judgment value on the vertical axis and the tire capacity on the horizontal axis. This approximation curve can be used to calculate the judgment value for other tires by using the actual measurements of the three types of tires. Then, in order to identify the type of tire, the lower limit and upper limit of the tire capacity are arbitrarily set, and the tire capacity is substituted for X in the approximation curve Y=198.78x^-0.936 of Table 12, and the differential pressure corresponding to Y is calculated. The lower and upper limits of the differential pressure range are calculated to calculate the differential pressure for the lower and upper limits of the tire capacity. The upper and lower limits of the tire capacity are determined and set as the range of air pressure values. The A value is then determined based on which air pressure range the value obtained by subtracting the original pressure from the judgment value falls into. In other words, the tire discrimination table is created in advance by associating one tire type, or A value, with each air pressure value range data.

[0055] Next, we will explain in detail how to create the tire discrimination table. To use the tire discrimination table, you must first calculate the tire volume. This is calculated by the formula 1: Tire Volume = Tank Volume x Tank Decreased Pressure / Tire Increased Pressure.

[0056]

number

[0057] The tire rising pressure is substituted into Equation 1 using a previously measured actual value, and since the tank decreasing pressure is measured and the tank volume is known, the tire volume can be determined by Equation 1. Among the tire products with determined tire volumes, several types of tire products that are within a set air pressure value range can be grouped together as one tire type.

[0058] Next, the tire discrimination table will be described in more detail. The tire discrimination table is a table in which a plurality of ranges of air pressure values ​​are set in order to discriminate the type of tire, and each range of air pressure values ​​is set to correspond to a type of tire. The air pressure ranges constitute the tire discrimination table as ranges of values ​​input in advance, and the tire discrimination table is stored in advance in the control board 11.

[0059] The tire discrimination table will be further explained with reference to Table 9. The tire discrimination table is configured with the contents of Table 9. When the differential pressure P9 is greater than 15.1 kilopascals and equal to or less than 15.8 kilopascals, which is a range of previously inputted air pressure values, the A value indicating the type of tire, that is, the tire size discrimination value A, is determined to be 1. If the A value is 1, the control board 11 controls the opening time of the solenoid valve 6 by referring to the column of A value 1, which indicates the type of tire, according to the amount of tire rising pressure required to reach the target air pressure, that is, the required tire filling amount, which is the difference between the target air pressure and the current pressure, thereby pressurizing the tire. Table 10 shows an example of the pressurization table in this embodiment, in which the opening time is tabulated according to the A value.

[0060] [Table 10]

[0061] For example, if the required tire filling amount P5 is greater than 0 kilopascals and less than or equal to 5 kilopascals, which is within the range of pre-entered air pressure values, then the tire is inflated for 0.1 seconds. The same applies to other cases. The required tire filling amount P5 can be calculated by subtracting the calculated current pressure value from the tire pressure measured after the first inflating to obtain the current tire pressure at that time, and then subtracting the current tire pressure from the target pressure.

[0062] The current pressure subtraction value will be described in detail. With reference to Tables 1 to 3, the tire pressure changes so that it settles suddenly at about 2 seconds after the end of pressurization, but then gradually decreases from 2 seconds to about 120 seconds, at which point it stops decreasing. The air pressure inside the tire after 120 seconds is regarded as the current tire pressure. The decrease in tire pressure from 2 seconds to 120 seconds is measured in advance as an experiment for each type of tire, and quantified to become the current pressure subtraction value. Table 11 shows an example of a current pressure subtraction value table of this embodiment in which the current pressure subtraction value corresponding to the A value is tabulated.

[0063] [Table 11]

[0064] By subtracting this current pressure subtraction value from the tire pressure measured a predetermined time after the first pressurization, the present invention is configured to be able to calculate an accurate current tire pressure at an early timing after the end of pressurization, and therefore to calculate an accurate amount of air to be replenished. The current pressure subtraction value can be derived from an approximation curve derived from actual measurements with tire volume and pressure drop on the axis, and this can be suitably used in the present invention by tabulating it as shown in Table 11. Table 12 shows an approximation curve derived from actual measurements with tire volume and pressure drop on the axis, assuming the number of seconds for the first pressurization to be 0.2 seconds.

[0065] [Table 12]

[0066] The lower approximation curve in Table 12 is an approximation curve created from three actual measurement values, and this approximation curve can be used to calculate the current pressure subtraction value for any tire capacity, making it possible to create a table of current pressure subtraction values ​​in Table 11. When creating the current pressure subtraction value table, an upper and lower tire capacity limit is set for each type of tire that has an A value assigned, and each current pressure subtraction value is calculated using the approximation curve in Table 12, Y=42,715x^-0,847. In this case, Y is the current pressure subtraction value, and x is the tire capacity.

[0067] The same phenomenon also occurs at the end of the second pressurization. In other words, the tire pressure changes to settle suddenly at about 2 seconds after the end of pressurization, with the pressure at 0. Furthermore, the tire pressure gradually decreases from 2 seconds to about 120 seconds, and then stops decreasing. The decrease in tire pressure from 2 seconds to 120 seconds is measured in advance as an experiment for each type of tire, and an approximation curve is created from the measured values, and this is converted into a numerical value to become the pass / fail deduction value.

[0068] The process of creating an approximation curve from measured values ​​to quantify this pass / fail deduction value is detailed below. First, the pressure drop when the second pressurization was performed on a light vehicle tire (tire volume 21.1 liters), a standard vehicle tire (tire volume 38.5 liters), and an RV tire (tire volume 73.3 liters) was measured, and an approximation curve was created. This is shown in Table 13.

[0069] [Table 13]

[0070] Next, using the approximation curve function shown in Table 13, create a table with the drop pressure, that is, the pass / fail judgment subtraction value on the horizontal line and the number of seconds of pressure on the vertical line. This is shown in Table 14.

[0071] [Table 14]

[0072] In Table 14, actual measurements were taken at 0.10s, 0.20s, and 0.40s, and an approximation curve was formed to extract data. Then, from the data in Table 14, a further approximation curve was formed to determine the pressure drop when, for example, the pressurization time was 0.3 seconds. The vertical columns of Table 14 are A values ​​1, 2, and 3, and for each column, the adopted value (average value of the pass judgment subtraction value for the upper and lower limits of tire capacity) is plotted vertically with the pressure drop and the pressurization time horizontally, and the case where A value is 1 is shown in Table 15.

[0073] [Table 15]

[0074] In Table 15, one approximation curve is drawn, but this approximation curve does not pick up the actual measured values ​​well. Also, the part surrounded by the dotted line in Table 15 is the number of seconds of pressurization used in the pressurization table when the A value is 1, and in the case of the tire air supply device 1 according to the present embodiment, data after this point is unnecessary. Therefore, two approximation curves are used, and a graph is created by limiting the actual measured data to the number of seconds of pressurization used in the pressurization table. This is shown in Table 16.

[0075] [Table 16]

[0076] The upper and lower graphs in Table 16 are divided into graphs for which pressure was applied for up to 1 second and graphs for which pressure was applied for more than 1 second. An approximation curve is formed for each, and this approximation curve is able to pick up the actual measured values ​​better than in the case of Table 15. For this reason, even if there are actual measured values ​​that are far apart when using one approximation curve, by using two approximation curves it is possible to create data with less error.

[0077] From the approximate curve of Table 16, a pass judgment subtraction value is calculated and tabulated as a pass judgment subtraction value table. The pass judgment subtraction value table corresponds the A value with the required pressurization amount described in Table 10, and tabulates the pass judgment subtraction value corresponding to the A value at 120 seconds after starting from a predetermined time after the end of the second pressurization, in this embodiment, 2 seconds after the end of the second pressurization. This is shown in Table 17.

[0078]

Table 17

[0079] Table 17 shows the discrimination value A of the tire size horizontally and the pass judgment subtraction value P12 vertically. P5 refers to the required pressurization amount. In other words, the required pressurization amount indicates the amount of air to be filled in the tire during the second pressurization, that is, the difference between the pressure before the start of the second pressurization and the pressure when the pressure has completely stabilized 120 seconds after the end of the second pressurization. When the amount of air P5 filled in the tire is, for example, 0 kPa < P5 ≤ 5 kPa, the pass judgment subtraction value P12 is 4.0 kPa. That is, it indicates that the pressure inside the tire when the pressure has completely stabilized 120 seconds after the end of the second pressurization decreases by 4.0 kPa compared to the time when a predetermined time has elapsed after the end of the second pressurization. In this embodiment, the predetermined time is 2 seconds, but this predetermined time after the end of the second pressurization may be 2 seconds or more. By tabulating in this way, the pass judgment subtraction value can be suitably used in the present invention. Also, in an example of this embodiment, when the required pressurization amount P5 is defined within a range, for example, 0 kPa < P5 ≤ 5 kPa, referring to Table 10 which is a pressurization table, it is determined that the pressurization is performed for 0.1 seconds. When the pressurization time is 0.1 seconds, referring to Table 17, the pass judgment subtraction value is 4.0 kPa. That is, when the pressurization time is determined, the pass judgment subtraction value is also determined accordingly.

[0080] First, when the second pressurization is completed, the tire internal air pressure is measured by the first pressure sensor. The tire internal air pressure value at the end of the second pressurization is determined to be a pass / fail subtraction value to determine whether it is correct or not. If the tire internal air pressure value at the end of the second pressurization minus the pass / fail subtraction value is different from the target tire internal air pressure by more than a certain range, the tire is re-pressurized or the air pressure in the tire is released to reduce the pressure. When it is determined using the pass / fail subtraction value that the air pressure is appropriate at an early timing after the end of pressurization, the pressurization operation of the tire air supply device of the present invention is terminated.

[0081] Next, the secondary pressurization will be described in detail. The secondary pressurization is an operation of pressurizing the tire to the target air pressure. The user of the tire air supply device 1 of the present invention inputs a value written on the door of the car or the like into the tire air supply device 1 using a known input means such as an operation panel, and the control board 11 obtains the target air pressure value. The current pressure is calculated by subtracting the current pressure subtraction value from the judged value, which is the measured air pressure inside the tire measured after a predetermined time has elapsed since the end of the first pressurization. The required pressurization amount (P5) is calculated by subtracting the current pressure value from the target air pressure value. The control board 11 calculates the target pressure-(judgment value-current pressure subtraction value)=required pressurization amount (P5), so that the tire can be pressurized by an accurate amount of air pressure. By pressurizing the tire by an accurate amount of air P5 required to be filled, the tire air supply device 1 of the present invention can reduce the possibility of re-pressurization and depressurization after the end of the secondary pressurization, and the time required to fill the tire with air can be generally reduced.

[0082] In order to accurately fill the tire with the required tire filling amount P5, the amount of air to be pressurized must be accurately controlled. For this reason, in the tire air supply device 1 of the present invention, the amount of air to be pressurized in the tire is controlled by controlling the pressurization time, that is, the opening time of the solenoid valve 6.

[0083] As a result of intensive research, the inventors of the present invention have found that, when the air pressure in the air tank 3 before the solenoid valve 6 is opened is constant, an approximation curve can be created from a graph showing the relationship between the tank pressure reduction and time when air flows out of the air tank 3 to the tire. A table was then created in advance through experiments. This is shown in Table 18.

[0084] [Table 18]

[0085] Then, from this approximation curve, the tank reduced pressure is calculated at any time (in this embodiment, every 0.1 seconds).Then, from the determined tank reduced pressure, the tire pressurized air amount is calculated using the formula: tire pressurized air amount = tank capacity x tank reduced pressure / atmospheric pressure. Below, Equation 2 shows how Boyle's Law formula can be used to derive the equation: Tire pressurized air volume = Tank capacity x Tank reduced pressure / Atmospheric pressure.

[0086]

number

[0087] Next, the tire pressure rise value for any given inflation time can be calculated from the tire pressure rise calculated for any given time using the formula Tire Pressure Rise = Tire Pressure Rise × Atmospheric Pressure / Tire Volume, as shown in Equation 3.

[0088]

number

[0089] The amount of air pressurized in the tire is the same as the amount of air released from the air tank 3. Using the above formula of tire pressure rise = tire air pressure rise x atmospheric pressure / tire volume, a graph was created with the amount of air pressure rise in the tire on the vertical axis and the number of seconds of pressurization on the horizontal axis. The air tank 3 is pressurized to a specified air pressure before the first pressurization. For this reason, the air tank 3 is always at a constant air pressure during the first pressurization and immediately before the second pressurization. Table 19 shows an example in which the capacity of the air tank 3 is 5 liters.

[0090] [Table 19]

[0091] However, if this approximation curve is used, there may be cases where it deviates from the actual measurement value. Therefore, it is preferable to use both the approximation curve and the actual measurement value of the tank reduction pressure at each tire pressurization. When the A value is 1 to 13, when the pressurization time of the second pressurization is 0 to 2 seconds, the tank reduction pressure data (actual measurement value) for a light vehicle (tire capacity 21.1 liters) is used, and when the pressurization time is 2 seconds or more, the tank reduction pressure approximation curve for a light vehicle (tire capacity 21.1 liters) is used. The formula is Y=-0.8972X^2+36.276X+29.014. As another example of this embodiment, the approximation curve is created when the predetermined air pressure of the air tank 3 is 800 kilopascals and the capacity of the air tank 3 is 7.5 liters, as shown in Table 20.

[0092] [Table 20]

[0093] Next, when the A value is 14 to 27, the tank reduction pressure data (actual measurement value) for a standard vehicle (tire capacity 38.5 liters) is used when the number of seconds for the second pressurization is 0 to 2 seconds, and when the number of seconds for pressurization is 2 seconds or more, the tank reduction pressure approximation curve Y=-0.6518X^2+32.802X+28.831 for a standard vehicle is used. As another example of this embodiment, Table 21 shows this approximation curve when the predetermined air pressure of the air tank 3 is 800 kilopascals and the capacity of the air tank 3 is 7.5 liters.

[0094] [Table 21]

[0095] Next, when the A value is 28 to 38, and the number of seconds of the second pressurization is 0 to 2 seconds, the tank reduction pressure approximation curve for a recreational vehicle (tire capacity 73.3 liters) is used. Specifically, Y = -0.9333X^2 + 40.8X + 21.633. When the number of seconds of pressurization is 2 seconds or more, the tank reduction pressure approximation curve for a recreational vehicle Y = -0.7248X^2 + 35.913X + 34.472 is used. As another example of this embodiment, these approximation curves are created when the predetermined air pressure of the air tank 3 is 800 kilopascals and the capacity of the air tank 3 is 7.5 liters, as shown in Table 22.

[0096] [Table 22]

[0097] Next, since the tank reduction pressure when pressurizing the tire at an arbitrary time is known, the formula of tire pressurization air amount = tank volume × tank reduction pressure / atmospheric pressure shown in formula 1 is substituted into the formula of tire rise pressure = tire pressurized air amount × atmospheric pressure / tire volume shown in formula 3, and the following is obtained. In other words, the formula is tire rise pressure = tank volume × tank reduction pressure / atmospheric pressure × atmospheric pressure / tire volume, which is rearranged to obtain the formula tire rise pressure = tank volume × tank reduction pressure / tire volume. When a tank capacity of 7.5 liters is used, the tank reduction pressure is obtained by using the actual measured value or the value according to the tank reduction pressure approximation curve for light vehicles in Table 20, the actual measured value or the tank reduction pressure approximation curve for normal vehicles shown in Table 21, and the tank reduction pressure approximation curve for normal vehicles in Table 22 or the tank reduction pressure approximation curve for RV vehicles, depending on whether 2 seconds have passed or 2 seconds have passed. In this way, the tank reduction pressure is obtained, and since the tank volume and tire volume are already known, the tire increase pressure can be calculated using the formula Tire Increase Pressure = Tank Volume x Tank Decrease Pressure / Tire Volume. Therefore, it is possible to calculate the accurate tire inflation pressure increase value for each number of seconds of inflation for any tire volume.

[0098] In the tire air supply device 1 of the present invention, the required air amount P5, which is the value of the increased pressure required to fill the tire, can be accurately calculated. Therefore, it is possible to supply air to the tire 9 by controlling the solenoid valve 6 so as to supply an accurate amount of tire pressurized air. Also, in the present invention, the value of the tire increased pressure required for the tire 9 to reach the target pressure can be accurately calculated in correspondence with the pressurization time. Tables 23 and 24 show pressurization tables that tabulate the number of seconds of pressurization required to satisfy the required tire increased pressure for each type of tire when the required tire increased pressure is calculated.

[0099] [Table 23] [Table 24]

[0100] Tables 23 and 24 are pressurization tables that allow you to refer to the amount of pressurization required P5, which is a simplified value divided into 5 kPa increments, and the pressurization time required to fill the required amount of pressurization in seconds. In addition, this pressurization table groups tire types, and for example, tires with a capacity of 15.0 liters to 15.69 liters are grouped together in a table as tires of the same type, with the table number A value being set to 1.

[0101] This pressurization table is also stored in the control board 11, and the control board 11 refers to the pressurization table to calculate the pressurization time. That is, first, the control board 11 calculates the current pressure by subtracting the corresponding current pressure subtraction value stored in the control board 11 from the judged value, which is the air pressure inside the tire after the first pressurization, input to the control board 11. Then, the required pressurization amount P5 is calculated by subtracting the current pressure from the target air pressure. Next, the pressurization table stored in the control board 11 is referred to for the portion corresponding to the A value of the tire type determined after the first pressurization and the required pressurization amount P5, which have already been input to the control board 11. The pressurization time is calculated in this way, and the solenoid valve 6 is opened for the calculated pressurization time. The air pressure before the primary pressurization of the air tank 3 can be set arbitrarily in the pressurization method of the present invention, but once it is set, it is kept constant before the primary pressurization of the tire in order to distinguish the tire by the primary pressurization. The amount of air to be pressurized in the tire during the primary pressurization, that is, the amount of air released from the air tank 3, is almost the same regardless of the type of tire. Therefore, even by going through the step of performing the primary pressurization, the air pressure in the air tank 3 before the secondary pressurization is almost constant regardless of the type of tire to be pressurized. Therefore, it is possible to provide a tire air supply device 1 that can pressurize the tire 9 with an accurate amount of pressure and is unlikely to perform re-pressurization or depressurization operations.

[0102] Furthermore, the tire air supply device 1 of the present invention can be more suitably used in tires in which the target air pressure input by the user is approximately 160 kPa to 300 kPa and the tire volume is 15.0 liters to 81.28 liters, but is not limited thereto. EXAMPLES

[0103] Next, an example of conditions of an embodiment of the present invention actually carried out in the tire air supply device 1 will be described. The embodiment had the configuration as disclosed herein, that is, the compressor 2, the air tank 3, the solenoid valve 6, the pressure sensor 8, and the tire chuck 4, which were connected via hoses, and further the control board 11 was capable of controlling the solenoid valve 6, and each part was controlled by the method as in STEPs 1 to 5.

[0104] In Comparative Example 1, a product manufactured by Company M was used. The product was equipped with a control board, a pressure reducing valve, two solenoid valves, and two pressure sensors.

[0105] In Comparative Example 2, a product manufactured by Company O was used. In Comparative Example 2, the tire pressure was first measured, the insufficient amount was inflated, and if the tire was over-inflated, the tire was depressurized. The system was equipped with a control board, multiple integrated solenoid valves, and a pressure sensor.

[0106] A pressurization test was carried out for each of the example and comparative example tires 9. The time required for the tire to be completely filled with air was measured under the following conditions. - Compressor warm-up time excluded (70 seconds) Compressor: Kobelco VS695ADIII-37, starting pressure 0.82MPa, stopping pressure 0.86MPa Tank: SMC AT75C-20DF, capacity 1 cubic meter - 20m piping from tank to laboratory

[0107] The test results of the examples and comparative examples are shown in Table 25.

[0108] [Table 25]

[0109] Referring to Table 25, in the Example, the time from the start of filling to the completion of filling, excluding the compressor preparation operation, was 6.7 seconds. In the Comparative Example, it took 11.4 to 12.3 seconds. The Example was about twice as fast as the Comparative Example. (See Table 10) Since a normal automobile has four tires, it is thought that the difference would be even greater if four tires were filled.

[0110] The present disclosure can be suitably used for filling air into tires of four-wheeled automobiles, as well as for filling air into tires of two-wheeled automobiles, etc. However, the present disclosure is not limited to this, and can be widely used for filling air into tires of any vehicle having tires. [Explanation of symbols]

[0111] 1 Tire air supply device 2. Compressor 3. Air Tank 4 Tire chuck 6. Solenoid valve 7 Second pressure sensor 8. First pressure sensor 9 Tires 11 Control Board

Claims

1. A tire air supply device including a compressor, an air tank, a solenoid valve, and a tire connection part connected in sequence by a hose, a first pressure sensor provided between the solenoid valve and the tire connection part, the tire connection part being connectable to a tire, and a control board for controlling the solenoid valve, wherein the first pressure sensor and the solenoid valve are each electrically connected to the control board, the control board is configured to be capable of controlling the compressor to pressurize the air tank to a predetermined air pressure so that the air pressure in the air tank is constant before the secondary pressurization, the control board is configured to be capable of calculating a required amount of pressurization, which is the difference between a target air pressure and the pressure before pressurization, after the tire connection part is connected to the tire, and further the control board refers to a pressurization table to determine a pressurization time corresponding to the type of tire, which is divided into large and small tire capacities, and a required amount of pressurization, and controls the solenoid valve to open and close when the pressurization time has elapsed.

2. 2. The tire air supply device according to claim 1, wherein the pressurization table is created so as to be able to determine the pressurization time from the required pressurization amount and one of the tire types by calculating a tire pressurized air amount using a formula of Tire pressurized air amount = Tank capacity × Tank reduced pressure / Atmospheric pressure from actual measurement data on tank reduced pressure taken in a tire pressurization experiment previously conducted with an air tank of the same type as the air tank pressurized to a predetermined air pressure or an approximation curve of the tank reduced pressure created using the actual measurement data, determining a tire volume from the tire pressurized air amount using a formula of Tire volume = Tire pressurized air amount × Atmospheric pressure / Tire increased pressure, defining a plurality of the tire capacities as a volume range as the tire type, and calculating, for each of the tire types, a plurality of tire increased pressures at any given time calculated using the formula of Tire increased pressure = Tire pressurized air amount × Atmospheric pressure / Tire volume.

3. 3. The tire air supply device according to claim 1, further comprising a control board having a function of measuring the tire internal air pressure a predetermined time after the completion of the secondary pressurization, referring to the pass / fail judgment subtraction value table, and comparing the result obtained by subtracting the pass / fail judgment subtraction value from the tire internal air pressure with a target air pressure to determine whether or not the tire needs to be re-pressurized or de-aired.

4. A tire air supply device is used, which includes a compressor, an air tank filled to a predetermined pressure, an electromagnetic valve, and a tire connection part, which are connected in sequence by a hose, a first pressure sensor is provided between the electromagnetic valve and the tire connection part, and a control board for controlling the electromagnetic valve, the control board having a tire discrimination table stored therein, connecting the tire connection portion to a tire; measuring the air pressure of the tire; This method of supplying air to a tire comprises a step of determining a required amount of pressurization and performing a secondary pressurization in accordance with the identified type of tire and a target air pressure, which is a value of the air pressure input by a user, and a step of pressurizing the air tank to a predetermined air pressure when subsequently filling the tire.

5. 5. The tire air supply method according to claim 4, wherein the time for which the solenoid valve, which is closed to supply air from the air tank, is kept open during the secondary pressurization is calculated by referring to a pressurization table formed on the control board so that the pressurization time can be calculated from the required amount of pressurization and the type of tire, and the solenoid valve is controlled.

6. 6. The tire air supply method according to claim 4 or 5, characterized in that a tire air supply device is used in which an acceptance judgment subtraction value table is stored on the control board, the acceptance judgment subtraction value table being composed of acceptance judgment subtraction values ​​corresponding to pressurization times and the identified type of tire, and a determination is made as to whether or not a target air pressure has been reached based on a value obtained by subtracting the acceptance judgment subtraction value from the tire internal air pressure measured a predetermined time after the end of the process of pressurizing the air tank to a predetermined air pressure, and if the tire internal air pressure has not reached the target air pressure, the tire is re-pressurized, and if the internal air pressure exceeds an allowable range, an air release operation is performed.

Images