Abstract:
An autonomous valve assembly for the regulation, depressurization and elevation of the pressure in pneumatic equipment that presents a valve body  22  and an air regulator body  4  with a compressed air intake  54  connected to a source of compressed air, whereby the body  4  presents two pressure regulators  45, 46  that regulate the pressure at a desired level and communicate it to an air diverter plunger  6  with reciprocating movement to cyclically divert the compressed air to a pressurization plunger assembly  9 A,  5, 9 B that has a reciprocating movement within a pressure casing  20 A,  20 B, wherein said air pressure regulators  45, 46  are adjusted to regulate the passage of air to a first pressure and a second pressure.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is the U.S. National Stage, pursuant to 35 U.S.C. §371, of International Application No. PCT/IB2011/001086, filed May 20, 2011, designating the United States, the contents of which are incorporated herein by reference. 
     STATE OF THE ART OF THE INVENTION 
     1. Field of the Invention 
     The current invention is related to the field of devices that are used in equipment that works with pneumatic pressure and where there&#39;s a need for regulation, such as the pressurization and depressurization of the pneumatic circuits, more particularly the invention refers to an autonomous valve assembly for the pressurization, depressurization and regulation of the pressure in a pneumatic circuit such as an inflation/disinflation circuit for the tires of a motor vehicle. 
     Although the present invention&#39;s main application will be in a circuit to maintain the pressure in the tires of a vehicle, it is evident that the invention can be applied to any circuit that controls the pressure of fluid in order to trigger different types of working equipment. 
     2. Description of the Prior Art 
     The different systems to maintain, increase, decrease and in general regulate the pressure in fluid circuits, such as pneumatic circuits are very well known in the field of the invention. These systems generally consist of valve assemblies and combinations that receive a pressurized fluid, for example air, and channel it through several valves and plungers that multiply the pressure received by the elevation system. These include, among others, valve bodies with pressure regulators that are connected to a source of pressure, for example a pressurized air tank, and the pressurized air passes through the different valves, causing the cyclical movement of some of the pistons, spool valves, etc. that guide the fluids to other pistons and plungers that pressurize the fluid in order to obtain a greater pressure in the fluid at the outlet of the elevation system than there was at the inlet. 
     Among said valve assemblies is the elevation system described in the Patent EP 1265761 B1 and U.S. Pat. No. 6,269,691, which refer to an automatic inflation system for the tires of motor vehicles. This elevation system consists of a combination of spool valves and retention valves with reciprocating movement whose coordinated movements are complex to be maintained efficiently. In general, the components such as the pistons or spool valves lock up or do not repeat their cycle continuously if their design is not appropriate. 
     The patent application Ser. No. 12/65,761, presented on 17 Mar. 2000, and granted on 7 Aug. 2001 reveals a pressure elevation system for compressed air installations that are used to maintain pressure in the tires of a motor vehicle. This elevation system contains a device with an air inlet that is connected to a source of compressed air of the vehicle, an air regulator which presents said compressed air inlet, a valve body which is connected to said regulator and that receives compressed air from the source and that includes an air-diverting plunger that moves reciprocatingly in order to cyclically divert the compressed air through the ducts to an air compression chamber which contains compressing plunger assembly which has been arranged to move reciprocatingly within the compression chamber and defines external and internal compression chambers, to compress the air provided in said air intake and increase the pressure to a level that is higher than at said intake. This compressing plunger assembly consists of a rod that contains plungers on both ends that move sealedly within said air compression chamber, and said rod is mounted within said valve body which furthermore has inlet valves to channel the compressed air and outlet valves to release the air that has been used to compress the air whose pressure needs to be increased. The valve body also presents valve plungers to cyclically route the air towards said diverter plunger in order to make said diverter plunger move cyclically with reciprocating movement. 
     The above-mentioned elevation system shows several functional faults. For example, this well-known elevation system presents an air compression plunger with a rod that causes the decompression of the escape chamber through an orifice that is connected to the inlet pressure, i.e. with an air inlet orifice between the regulator and the valve body. 
     Furthermore, the decompression of the elevation system&#39;s compression chambers is achieved by means of an orifice that is located in the casings of the diverter plunger to lead the air out into the atmosphere. This causes faults in the cyclical operation of the diverter plunger which eventually lock up. Consequently, this known elevation system incorporates a lever on the casing and pressurization chamber that is used to move the diverter plunger. 
     However, the valve plungers of the known system are moved by the force of the pressurization plungers but return to their previous position. Therefore, if this movement happens very quickly, not enough air enters to move the diverter plunger, as a result of which the plunger stays in the same position and when this happens it is necessary to use the previously mentioned lever. 
     Nonetheless, it is worth mentioning that in the elevation systems of the same kind that are known in the art, the inlet and outlet valves are located on the casings of the pressurization chambers, and the rod of the pressurization plunger assembly presents decompression orifices, which generates the same above-mentioned problem, i.e. the diverter plunger locks up and the equipment stops functioning. 
     In the above-mentioned and other assemblies for the regulation and increase of pressure for the inflation of automotive transport tires, electrical or electronical circuits, electronical contacts, connection cables, etc. to guarantee the power supply of the equipment and to provide the operator or driver of the vehicle with the necessary visual or auditive indications about the correct operation of the regulation elevation equipment. These circuits, obviously, make the installation of this equipment more expensive. 
     Another restriction for the pressure regulation and control equipment for automotive tires and other systems that use fluid pressure is that the equipment is adjusted for a single pressure regulation value. 
     Considering the regulation and pressure elevation systems that are described in the prior art and taking into account their deficiencies, it would be very convenient to have a new elevator-regulator that does not need extra energy for its operation, for example from power supply circuits, that also allows sufficient time to be able to move the valve plungers preventing that they return to the position they were in previously and locking them in their position, and that provides more than one established regulation pressure and is also safe and free of faults. 
     BRIEF DESCRIPTION OF THE INVENTION 
     Therefore, it is a goal of the present invention to provide a valve assembly for the regulation and pressure elevation in pneumatic equipment, as for example in systems or equipment to keep the tires of a vehicle inflated, being an autonomous assembly that does not need extra power supply, for example electrical energy, and it is capable of raising the pressure of the pneumatic system or equipment with at least 75%. 
     It is another objective of the current invention to provide an autonomous valve assembly for the regulation and elevation of the pressure in pneumatic equipment that present a valve body and an air regulator body with an compressed air intake connected to a source of compressed air, whereby the body presents two pressure regulators that regulate the pressure at a desired level and communicate it to an air diverter plunger with reciprocating movement to cyclically divert the compressed air to a pressurization plunger assembly that has a reciprocating movement within a pressure casing wherein said air pressure regulators are adjusted to regulate the passage of air to a first pressure and a second pressure. 
     It is yet another objective of the current invention to provide an autonomous valve assembly for the pressure regulation and elevation in pneumatic equipment, being an assembly of the type that contains an air regulation body with a compressed air inlet connected to a source of compressed air, a valve body that is connected to said regulation body to receive compressed air from it and that includes an air diverter plunger with reciprocating movement to cyclically divert the compressed air through the ducts to a pressurization plunger with a reciprocating movement within a pressure casing, defining internal and external pressurization chambers inside of which the compressed air from said air intake is compressed and the pressure is elevated above the pressure at the point of entry. Said pressurization plunger assembly includes a rod that is mounted slidingly within a duct of said valve body that runs through the valve body connecting said internal pressurization chambers, said rod having, at both ends, two pressurization plungers that slides sealingly within said air pressurization case, said rod being mounted slidingly over said valve body, and said valve body presenting inlet valves to channel the highly compressed air for its later usage and outlet valves to let the compressed air escape, and valve plungers to cyclically direct the air towards said diverter plunger to make said diverter plunger move cyclically with reciprocating movement, where said air regulation body contains a first compressed air regulator that is adjusted to a first pressure and a second compressed air regulator that is adjusted to a second pressure, whereby a selection switch is mounted between said regulators to activate one of them. 
     It is even another objective of the present invention to provide an autonomous valve assembly for the regulation and elevation of the pressure in pneumatic equipment, that presents a valve body and an air regulation body with a compressed air inlet connected to a source of compressed air, wherein the body presents two pressure regulators that regulate the pressure to a desired value and communicate it to an air diverter plunger with reciprocating movement to cyclically divert the compressed air towards a pressurization plunger assembly, said compressed air inlet being connected to a feed orifice that is connected to diversion orifices that are selectively connected to external and internal chambers of said diversion plunger, and said internal chamber of said diversion plunger are alternately connected to an orifice that feeds a power-generating turbine. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For greater clarity and understanding of the objective of the current invention, it has been illustrated in several figures, where the invention has been represented in one of the preferred embodiments, all by way of illustration, wherein: 
         FIG. 1  shows a side-section view of the pressure elevation system in agreement with a preferred embodiment of the invention; 
         FIG. 1A  shows an enlarged detail limited by the circle in  FIG. 1 ; 
         FIG. 1B  shows an enlarged detail limited by the circle in  FIG. 1 ; 
         FIG. 2  shows a side-section view similar to that of  FIG. 1  but with the switch in another position; 
         FIG. 2A  shows an enlarged detail limited by the circle in  FIG. 2 ; 
         FIG. 3  shows a side-section view of the pressure elevation assembly in  FIG. 1 , at the level of the pressure regulators and the selection switch and rotated by 90° with respect to the section in  FIG. 1 ; 
         FIG. 4  shows a perspective cut-away view of one of the pressure regulators; 
         FIG. 5  shows a side-section view of the pressure elevation assembly in  FIG. 3 , at the level of the pressure regulators and the selection switch and rotated by 90° with respect to the section in  FIG. 3 ; 
         FIG. 6  shows a side-section view of the pressurization plunger assembly according to the invention; 
         FIG. 7  shows a side-section view of the pressurization plunger assembly of  FIG. 6  but in another working position; 
         FIG. 7A  shows an enlarged detail limited by the circle in  FIG. 7 ; 
         FIG. 7B  shows an enlarged detail limited by the circle in  FIG. 7 ; 
         FIG. 8  shows a side-section view of the valve body at the level and in the longitudinal field of the pressurization plunger assembly but without said plunger&#39;s components; 
         FIG. 9  shows a side-section of the pressurization plunger assembly of  FIGS. 6 and 7  but in another working position; 
         FIG. 9A  shows an enlarged detail limited by the circle in  FIG. 9 ; 
         FIG. 9B  shows an enlarged detail limited by the circle in  FIG. 9 ; 
         FIG. 10  shows a side-section view similar to that of  FIG. 1  but with the switch in another position; 
         FIG. 10A  shows an enlarged detail limited by the circle in  FIG. 10 ; 
         FIG. 11  shows a side-section view similar to that of  FIG. 10  but with the depressurization knob in another position; 
         FIG. 11A  shows an enlarged detail limited by the circle in  FIG. 11 ; 
         FIG. 12  shows a view from one end of a plunger of the inlet and outlet valves of the pressurization plunger assembly, where the blades for support of the plunger and passage of the fluid can be seen. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring now to the figures we see that the invention consists of an autonomous valve assembly for the pressure regulation and elevation in pneumatic equipment of an automotive vehicle, being an assembly of the type that comprises an air pressure regulation body  4  with a compressed air inlet  54  that is connected to a source of compressed air that has not been illustrated and can be any of the types known in the art. For example, this could be a tank of compressed air as is known in the art. 
       FIG. 1  shows that the compressed air from said tank enters through the orifice or inlet  54  through an input socket  11  threaded onto the valve body or the regulation body  4 . This body  4  presents an orifice  55  that is extended transversally to the orifice  54 , as can be seen more clearly in  FIG. 5 , and that connects the two inlet orifices  57 A and  57 B, which correspond to pressure regulators  45  and  46  respectively. 
     In  FIG. 4  it can be observed that the air that enters orifice  57 A passes through the regulator  45  until it reaches orifice  58 A. It is worth mentioning that these two regulators  45  and  46  are constantly under air pressure, as they are interconnected through orifice  55  which can be located on body  4  of the regulators. Once the compressed air passes through orifice  58 A, it has the pressure to which the regulator has been set, entering once again the body  4  through orifice  59 A, as can be observed in  FIG. 3 . 
     Body  4  also includes a selection switch  53  in order to switch the compressed air from inlet  54  to one of the regulators  45 ,  46 . In accordance with  FIG. 1 , the position of the selection switch  53 , the compressed air that comes from the outlet orifice  59 A or  59 B is only connected to the feed orifice  48 , because in this position the axle or rod of the switch or knob  53  has a switching groove  36 , which allows for both orifices  59 A and  48  to connect, see  FIG. 1B . In other words, in this position of  FIG. 1  only the air pressure which has been regulated through regulator  45 , shall pass through. 
     If we want to feed the assembly with a different air pressure, the selection switch  53  is moved to the position shown in  FIG. 2 , then the pressure that is present in orifice  48  will be the pressure that is found in the regulator  46 . This happens because when the knob is moved in order to change the state, the groove  36  from the knob axle will be in another position where it is retained using a ball  50 . It is worth mentioning that the separation that keeps the orifices  59 A and  59 B with the orifice  48 , is adequately sealed using o&#39;rings or toroidal seals  70 A and  69 A, as can be seen better in  FIG. 2A . 
     Once the pressurized air is moving through orifice  48 , it moves towards a duct or orifice  1  on the valve body  22 . Orifice  1  is connected continuously with orifice  2 , and alternately with diversion orifices  3 A or  3 B, according to the position of the diversion plunger  6 . For example, in  FIG. 1  we can see that orifice  1  is connected to orifice  3 A. 
     The valve body  22  contains the seals  41 A and  41 B that seals the connection between the orifices  3 A or  3 B so these orifices are never connected to each other. Orifices  3 A and  3 B connect the Chambers  8 A and  8 B, and the orifice  2  connects chambers  7 A and  7 B continuously. 
     The valve body  22  also contains seals  43 A and  43 B, which prevent the air that comes from orifice  1  from reaching the chambers  19 A and  19 B that can be observed in  FIG. 1 . 
     In  FIG. 6  it can be observed that the air from orifice  3 A is led through the internal part of casing  20 A, through the schematically illustrated orifice  38 A, continuing to a cover  17 A that is fixed to the casing  20 A, hereby allowing the air to reach chamber  8 A. Once the air enters chamber  8 A, pressure is applied on the surface of a plunger or piston  9 A, allowing for the plunger and all of its assembly to move to the right, as can be observed in  FIG. 6 . The plunger  9 A forms part of the pressurization plunger assembly composed by a rod  5  and a pair of plungers  9 A and  9 B. 
     Orifice  2  distributes the air over the spring-charged ( 15 A and  15 B) inlet plungers  14 A or  14 B that are extended within the valve body  22 , between the internal pressurization chambers  7 A and  7 B. In the case of  FIG. 6 , the air moves plunger  14 B considering that the pressure within chamber  7 A applies pressure on plunger  14 A. The air pressure in chamber  7 A is greater than the pressure that comes in through orifice  2 , moving plunger  14 B and consequently overpowering spring  15 B. Under these conditions, the air will enter chamber  7 B and will be compressed. This compression happens because the volume of the air that is present inside of the chamber  7 A decreases which causes the pressure within this enclosure to increase, reaching up to 75% above the entry pressure. 
     Also in  FIG. 6  it can be observed that the valve body  22  contains two plungers, called escape plungers  14 C and  14 D, which are responsible for letting out the compressed air. This air outlet is achieved as the plunger and its entire assembly  9 A,  5 ,  9 B is moved. In the case of  FIG. 6 , the plunger  14 C has been moved and the plunger  14 D rests on nut  42 D. This is caused by the fact that the pressure that exists within chamber  7 A is greater than the pressure that exists in chamber  7 B. 
     It is important to mention that plungers  14 A,  14 B,  14 C and  14 D present a small lip that allows for adequate sealing against the respective assembly nut  42 C and  42 D, as well as the surface of valve body  22 . The plungers  14 A,  14 B,  14 C and  14 D present blades  52 , which can be observed in  FIG. 12 , in such a way that when the plungers rest against their orifices within the valve body  22 , they let through the air and do not block its exit. 
     Between plungers  9 A and  9 B we find seals  28 A and  28 B, which are located on the surface of rod  5 , that are buffer seals to absorb the impact of the plungers against the valve body  22 . It can also be seen in  FIG. 6  that when chamber  8 B starts reducing its volume, with reference to what has been described before, the air pressure that exists in its interior will move towards an orifice of the cover  17 B which in turn is connected to an orifice  38 B in casing  20 B, hereby causing orifice  38 B to connect with orifice  3 B. 
     In order to follow the circuit, it is convenient to return to  FIG. 1  where it can be observed that orifice  3 B is connected to the inner chamber  19 B associated to the end of plunger  6 , consequently, the air pressure that is found in chamber  8 B will reach inner chamber  19 B. Therefore, to be able to decompress chamber  19 B, as can be seen in  FIG. 1 , the plunger  6  shows a groove  36 B, of a pair of grooves  36 A and  36 B, which allows the air to enter through orifice  37 B, as can be seen in  FIG. 1A . 
     Consequently, as the air pressure inside of chamber  19 B is greater than the atmospheric pressure, the air passes through orifice  68 , which is connected to orifice  60 , from which the air moves towards turbine  44 . The air that comes out of orifices  60  and  68  works on the blades (not illustrated) of turbine  44  and it starts to rotate, hereby generating a small amount of current as the turbine is connected to a generator (not illustrated). In other words, every time the turbine rotates, electrical current is produced (electric pulse) which feeds a led or indicator light, providing visual confirmation that the equipment is functional. It is worth mentioning that this is very important in comparison with known equipment as this piece of equipment is autonomous, i.e. it produces its own electrical energy, without the need for a cable or electronic board to see if the equipment is working. Turbine  44  is not illustrated in retail because it can be anyone of a variety of small compressed air-driven turbines, the same is true for the generator. 
     In  FIG. 7 , the valve body  22  also includes two valve plungers  16 A and  16 B that are outphased by 180 degrees and, with respect to the valve body  22 , are parallel to the plungers  14 A,  14 B,  14 C and  14 D but rotated 90° compared to  FIG. 6 . In agreement with  FIG. 7 , it can be observed that when the lower surface of the plunger  9 A rests on the plunger  16 A and  16 B and the air pressure continues to enter into chambers  8 A and  7 B, plungers  16 A and  16 B are moved. This movement is produced exactly, as valve body  22  and plungers  16 A and  16 B show peripheral grooves that fit respective balls and the plungers are not mounted under a load that returns them to their original position. For the case of plunger  16 A we find ball  30 A which rests on groove  31 A, while on plunger  16 B we can observe ball  30 B that fits in groove  31 B. In  FIG. 7A  we can also observe that seal  40 B blocks the air from entering into the valve body  22 , through orifice  24 B and plunger  16 A, through orifice  25 B. 
     Another important aspect of the invention is that rod  5  presents grooves  27 A and  27 B that allow for the depressurization of chamber  7 A when plunger  9 A comes very close to the surface of valve body  22 , and the pressure in chamber  7 A is greater than that of chamber  7 B. This is caused by the fact that the air passes through the grooves  27 A, as can be seen in  FIG. 7 . This guarantees the changes of state of the plungers  16 A and  16 B, respectively. Finally, an o&#39;ring  26  is placed in order to avoid connection between chambers  7 A and  7 B, as one chamber compresses and the other receives the air that comes from orifice  2 . 
     However, the valve plunger  16 A has a bigger section on the side of the internal chamber  7 B than that on the side of chamber  7 A. The objective of this difference is that when the pressure increases in chamber  7 B, it does not move plunger  16 A. 
     As can also be seen in  FIG. 7B , a seal  33 A is provided which prevents the orifices  24 A and  25 A from connecting as this connection should not be made in agreement with the position of plunger  16 A that is shown in  FIG. 7 . However, in  FIG. 7A , it can be observed that seals  40 B and  34 B prevent the chambers  7 A and  7 B from connecting, but orifices  25 B and  24 B are connected. A section of valve body  22  is represented in  FIG. 8 , where the orifices  24 A,  24 B,  25 A and  25 B can be observed. 
     In  FIG. 9  we can observe that the plungers  16 A and  16 B have been moved from the position illustrated in  FIG. 7 . This movement occurs as a result of the pressure applied by plunger  9 A, thanks to the air pressure that has entered chamber  8 A, as well as chamber  7 B. 
       FIG. 9B  shows that plunger  16 A is not connected to chambers  7 A and  7 B. This is due to the fact that the plunger  16 A is sealed by the valve body  22 , i.e. using the seals  34 A and  40 A. Furthermore, the orifice  25 A is connected to chamber  19 A, as can be seen in  FIG. 1 , where the air is blown towards orifice  60  and continues on towards turbine  44 , as described previously in what happened when the air was located in the internal chamber  19 B. The orifice  25 A is connected to the orifice  24 A and this orifice  24 A in turn is connected to the external chamber  18 A. When observing  FIG. 1 , it can be seen that the depressurization of the external chamber  18 A is possible thanks to the fact that orifices  24 A and  25 A are connected, and where orifice  25 A is connected to chamber  19 A. 
     In  FIG. 9A  it can be observed that, as a result of the movement of plunger  16 B, the air that is located inside chamber  7 A will move to the interior of the valve body  22  and the plunger  16 B, hereby avoiding that in this position the seal  40 B blocks the entry of air and allowing the air to enter freely towards opening  24 B. As a result of the movement of plunger  16 B, the seal  33 B closes off the passage of air that is moving towards orifice  25 B, hereby avoiding any connection between openings  24 B and  25 B. The air that comes in through orifice  24 B moves into chamber  18 B, hereby moving the plunger  6  and closing orifice  3 B and opening orifice  3 A, as can be seen better in  FIG. 1 . 
     Consequently, this way a cycle is completed which from now on will be repeated as described while the states of the different components change. Once the compressed air comes out and overpowers plungers  14 C and  14 D (which, in agreement with  FIG. 6 , corresponds to  14 C), passes through the outlet orifice  13 , where it is connected to pressurization orifice  12 . 
     In agreement with  FIG. 10 , orifice  12  is connected to a second outlet selection switch or knob  21 , which is in the position that allows the air that comes out of orifice  13  to pass through groove  73 , which can be seen in  FIG. 10A , corresponding to switch or knob  21 , and is connected to orifice  64  which is connected to a connector  10  that fits on the tubing that will lead the compressed air to the inflation system or equipment, for example a tire.  FIG. 10A  shows o&#39;rings  71 A and  72 B that seal off in such a way that orifice  13  and orifice  64  remain connected, as can be seen in  FIG. 10 . 
     For example, if the switch or knob  21  is in the position that is shown in  FIG. 11 , it can be said that the state of the switch has changed and it is located on the second groove of the switch on the ball. Therefore, in this position, it can be observed that orifice  64  is connected to the orifice of plunger  42 . As the network pressure is higher than the atmospheric pressure, the pressure overpowers spring  23 , and as a result plunger  42  is moved, causing the air in the tubing to come out into the atmosphere, i.e. depressurization occurs. Finally, the o&#39;ring  44  is used to avoid the entry of dirt into the pneumatic system. 
     Operation of the Valve Assembly in a Tire Pressurization Circuit 
     During operation of the valve assembly of the invention, the air comes from a compressor or tank and comes in through inlet  54  of connector  11 . At the beginning, regulator  46  is supposed to be adjusted for an outlet pressure (after exiting the elevator, it should be 75% less) of 130 psi, and that regulator  45  is set for a pressure of 80 psi (same condition as regulator  46 ). Also, the tire pressure is supposed to be 80 psi, and consequently the switch or knob  53  should be rotated, as illustrated in  FIG. 2 , in such a way that the pressure that enters orifice  48  and continues on to the pressure elevation components, comes from orifice  59 B, i.e. the pressure that has passed through regulator  46 . 
     As the elevator increases the pressure to the network from 80 psi to 130 psi, it is operational and the outlet pressure, proper to the elevator, would alternately pass through orifices  60  and  68 , which cause turbine  44  to rotate, this way generating a proper current feeding a led that indicates the equipment is functioning. This item is very important, as this makes the equipment autonomous, i.e. it does not need any type of additional external current for its operation. 
     When the equipment reaches a pressure of 130 psi, the equipment would no longer need to be operational and the led or indicator light would switch off. Nonetheless, in case one of the tires in the network is punctured or ruptured when the pressure is lowered from 4 to 7 psi [sic], in agreement with the established pressure, then the regulation-elevation assembly of the invention will start functioning again, causing the turbine  44  to start rotating again and the light to switch on, hereby calling the attention of the driver of the vehicles to the existence of a problem in one of the tires or in the network. 
     It can be assumed that the user has a pressure of 130 psi in the tires and needs to bring it to 80 psi. He will need to perform the following stops: 
     First he needs to depressurize the system&#39;s tubing by pulling the switch  21 , as can be seen in  FIG. 11 , in order to release the air from the tubing into the atmosphere through orifice  12  by overpowering plunger  42 . 
     Then, he should return the switch  21  to the position that is shown in  FIG. 10 . Once the switch is returned to this position, he should pull the selection switch or knob  53 , and place it in the position that is shown in  FIG. 1 , hereby allowing the pressure from regulator  45  to enter orifice  48 , and the air that exits the elevator will be at 80 psi, causing the system&#39;s inflation valve to operate, which would work at that pressure. This way, the elevation assembly would work and indicate that it is functioning by generating autonomous current, until the established pressure is obtained, 80 psi in this case. 
     The above is also obtained thanks to the fact that the assembly of the current invention can be combined with a valve known as “Improvement in pressure-controlled three-way valve device”, explained in Patent Application PCT/IB2009/053017, of the same holder as the current, in such a way that the current valve assembly inflates and keeps the pressure after a perforation, the disinflation of the tire pressure also being a possibility. 
     For example, the trailer of a truck tractor has a tank with compressed air which inflates the tires without the need for electric energy. In the event of a perforation of the tire in stationary position, i.e. when the semi is detained, this could continue inflating until the pressure of the tank drops below 80 psi. It could also be visualized by means of a led to show that the equipment is working. 
     Another characteristic of the current valve assembly is that, depending on the perforation of the tire or pneumatic system that the equipment is connected to, the driver will be able to get an idea of the magnitude of the loss or perforation. The bigger the air discharge, the faster the turbine will rotate, which will increase the on/off frequency of the light indicator.