• 专利附录
  • 专利说明
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    • 专利摘要:
    SWIVEL AIR CONNECTION WITH CENTRAL VALVE FOR TIRE INFLATION SYSTEM. The present invention relates to a rotating air connection for an automatic tire inflation system that has an air pressure source, wherein the rotating air connection comprises a stationary portion and a rotatable portion mounted on the stationary portion, being that the rotating air connection has a central channel with a unidirectional check valve arranged in the central channel in order to allow a fluid to flow from the air pressure source in one direction through the central channel, but not in the opposite direction in the direction of source of air pressure.
    公开号:BR112012033114B1
    申请号:R112012033114-0
    申请日:2011-06-21
    公开日:2021-02-09
    发明作者:Mark Kevin Hennig
    申请人:Equalaire Systems, Inc；
    IPC主号:
    专利说明:

    CROSS REFERENCE AT RELATED PATENT APPLICATION
    [0001] This patent application claims priority for the provisional patent application in US 61 / 356,947, entitled "Rotary Air Connection with Valve for Tire Inflation System", filed on June 21, 2010, which is incorporated into this document in its integrity as a reference. FIELD
    [0002] The present invention relates in general to automatic vehicle tire inflation systems. BACKGROUND
    [0003] Automatic tire inflation systems can be used to control vehicle tire pressure by adding or releasing air from vehicle tires. Automatic tire inflation systems can deliver pressurized air from a pressurized air source to vehicle tires to preserve tire pressure at a desired pressure level if the tires are both stationary and running. Automatic tire inflation systems can use a variety of regulators, air ducts and rotating air connections to supply pressurized air to the tires. Automatic tire inflation systems can also use one or more valves to control the direction, speed and volume of airflow. There is a need for a valve arrangement to better control an air flow. SUMMARY
    [0004] In one embodiment, a rotating air connection for an automatic tire inflation system, the automatic tire inflation system having an air pressure source, and the rotating air connection can comprise a stationary portion that has a first channel in it; a swivel portion mounted swivel to the stationary portion, the swivel portion that has a second channel therein in fluid communication with the first channel, the first channel and the second channel together forming a central channel; and a one-way check valve arranged in the central channel so as to allow fluid to flow from the air pressure source in one direction through the central channel, but not in the opposite direction towards the air pressure source. The unidirectional check valve can be arranged in one of the first channel of the stationary portion and the second channel of the rotating portion.
    [0005] In one embodiment, the stationary portion may comprise a stator and the rotating portion may comprise a T-body, and the stator and T-body may be in fluid communication through a rotating tube, and the first stator channel , the tube and the second channel of the T-body together can form the central channel. A unidirectional check valve can be arranged in one of the first channel of the stator, the tube and the second channel of the T-body.
    [0006] In another embodiment, the stationary portion may comprise a column, and the rotating portion may comprise a plug, the first channel of the column and the second channel of the plug together may form the central channel. A unidirectional check valve can be arranged in one of the first channel of the column and the second channel of the plug.
    [0007] In yet another embodiment, the stationary portion may comprise a column, and the rotating portion may comprise a housing that has a graphite element disposed therein, the graphite element being pushed against the column to form a gasket. face, and the first channel of the column and the second channel of the graphite element together can form the central channel. A one-way check valve can be arranged in one of the first channel of the column and the second channel of the graphite element.
    [0008] In another embodiment, the stationary portion may comprise a stator and the rotating portion may comprise a tube that has a T-body, and the first stator channel and the second channel of the tube and T-body together can form the channel central. A unidirectional check valve can be arranged in one of the first channel of the stator and the second channel of the tube and T-body. BRIEF DESCRIPTION OF THE DRAWINGS
    [0009] Figure 1 illustrates a modality of a vehicle that has an automatic tire inflation system.
    [00010] Figure 2 illustrates the automatic tire inflation system in figure 1 in more detail.
    [00011] Figures 3A and 3B illustrate modalities of hollow and solid shaft chucks.
    [00012] Figures 4A and 4B illustrate a modality of a steering axis.
    [00013] Figure 5 illustrates a modality of a rotary air connection that has a central valve.
    [00014] Figure 6 illustrates another modality of a rotary air connection that has a central valve.
    [00015] Figure 7 illustrates yet another modality of a rotary air connection that has a central valve.
    [00016] Figure 8 illustrates another modality of a rotary air connection that has a central valve.
    [00017] Figure 9 illustrates another modality of a rotary air connection that has a central valve.
    [00018] Figure 10 illustrates the rotating air connection of figure 9 in more detail.
    [00019] Figure 11 illustrates the T-body of figure 9 in more detail. DETAILED DESCRIPTION
    [00020] As can be seen in figure 1, a vehicle 100 may comprise a truck 102 and a trailer 104. Truck 102 may include one or more drive axles 106 as part of the vehicle's powertrain. Truck 102 may include further a steering axle (not shown in detail) which has pivoting mandrels that can provide steering capacity for the vehicle 100. Trailer 104 may include one or more fixed axles (not shown). Each axle can have one or more wheels 108 mounted on it. A pneumatic tire 110 can be fitted to each wheel 108.
    [00021] Vehicle 100 can be equipped with an automatic tire inflation system (as shown in figure 2) that uses pressurized air from the vehicle's air brake system or some other source of pressurized air to preserve tires at a desired air pressure. The automatic tire inflation system can be used to control an air pressure in one or more of the tires 110 mounted to the steering axles (not shown), drive 106 and trailer (not shown). The automatic tire inflation system may include one or more air hoses 112 in fluid communication with each tire 110 to communicate air from the air pressure source to one or more of the tires 110 and thereafter.
    [00022] Figure 2 illustrates in more detail multiple modalities of an automatic tire inflation system for trailer tires. A trailer 200 may include two axles 202 and 204. Some trailers may have double tires 206 and 208 mounted on each end of the axles, as can be seen with respect to axle 202. Other trailers may have a wide base tire 210 mounted on each end of the axles, as can be seen in relation to axis 204. The automatic tire inflation system can generally include a pressure regulator 214 and one or more rotating air or rotary joints 216 and 218 mounted at or near the axle ends of them as described in more detail below. Pressure regulator 214 can receive pressurized air from an air pressure source 220 through a conduit 212. Air pressure source 220 can comprise, for example, a vehicle air brake system air supply, or a lift or booster pump. The pressure regulator 214 can control or reduce the air pressure from the air pressure source 220 to a level of air pressure suitable for inflating the tires 206, 208, 210, such as 0.76 MPa (110 psi). Pressurized air can flow from pressure regulator 214 through a conduit 222 to axles 202 and 204.
    [00023] Axes 202 and 204 can be fully or partially solid or hollow, and can be configured in a variety of ways. For illustrative purposes only, axes 202 and 204 are hollow. For example, in some embodiments, an axis may comprise a solid beam that has a mandrel attached to each end (not shown). The shaft chucks can be configured to allow mounting of wheel housings on which a hub can be mounted in a rotating manner (not shown), in other embodiments, an axle may comprise a hollow tube that has a chuck attached to each end . The chucks can be hollow, which results in a hollow shaft that is open at each end, as can be seen in the embodiment of figure 3A. Alternatively, the mandrels can be totally or partially solid, which results in a hollow shaft that is closed at each end, as can be seen in the embodiment of figure 3B.
    [00024] As can be seen in a cross-sectional view of the embodiment of figure 3A, a hollow mandrel 300 can be attached to a hollow tube (not shown) to form a hollow shaft. A wheel end assembly can be mounted on the hollow mandrel 300. The wheel end assembly can include wheel bearings 302 and 304 and a hub 306 mounted on wheel bearings 302 and 304 to allow hub 306 to rotate over the mandrel 300. Wheel bearings 302 and 304 can be retained in hollow chuck 300 by one or more chuck nuts 308, which can be separated by a washer 310. Hub 306 can have tapped screw holes 312 to allow for a plug (not shown) to be mounted to hub 306 in order to protect wheel bearings 302 and 304 from contamination. A bearing seal 314 can also be provided against the inner wheel bearing 302 to seal the inner side of the contamination wheel end assembly. The open end 316 can be sealed to allow the hollow shaft 300 to maintain pressurized air and to support air ducts or rotating air connections (or components thereof), for example, with a plug or cover described in one of the documents US Patent No. 5,584,949, 5,769,979, 6,131,631, 6,394,556, and 6,938,658. The open end 316 can also be provided with a plug or cover that can serve more to support air ducts or rotating air connections (or components thereof) than to seal the hollow shaft 300 to maintain pressurized air, such as a plug or cap described in one of US Patent Nos. 6,325,124 and 7,273,082.
    [00025] As can be seen in a cross-sectional view of the embodiment of figure 3B, a closed or solid end mandrel 350 can be attached to a hollow tube (not shown) to form a hollow shaft. A wheel end assembly can be mounted to the solid chuck 350. The wheel end assembly can include wheel bearings 352 and 354 and a hub 356 mounted on the wheel bearings 352 and 354 to allow the hub 356 to rotate over the chuck 350. Wheel bearings 352 and 354 can be retained in solid chuck 350 by one or more chuck nuts 358, which can be separated by a 360 washer. Hub 356 may have tapped screw holes 362 to allow for a plug (not shown) to be mounted to hub 356 in order to protect wheel bearings 352 and 354 from contamination. A bearing seal 364 can also be provided against the inner wheel bearing 352 to seal the inner side of the contamination wheel end assembly. In this embodiment, the solid mandrel 350 has a closed end 366 that seals the hollow shaft.
    [00026] Returning to the modalities of figure 2, the axes 202 and 204 can be hollow sealed axes. In one embodiment, shaft 204 can be hollow and can be sealed to serve as a conduit for pressurized air. Air duct 222 can be connected to shaft 204 in a sealed manner to allow pressurized air to flow from pressure regulator 214 to shaft 204. Pressurized air can flow through shaft 204 to a rotary air connection 216 mounted at the end of chuck or close to it as described in more detail below. An air hose 224 can be connected to the rotary air connection 216 for the valve stem (not shown) of the wheel 209 to which the tire 210 is mounted, thus allowing pressurized air to flow into and from the tire 210. .
    [00027] In some embodiments, air duct 222 may be connected to a T-body 226 in a sealed manner to allow pressurized air to flow to both axis 204 and axis 202. An air duct 228 may allow pressurized air flowing from the T-body 226 to a conduit 230 disposed on axis 202. Axis 202 can carry an air conduit 230 to communicate pressurized air to a rotary air connection 218, as described in US 6,325,124 documents and 7,273,082. Air hoses 232 can connect the rotating air connection 218 to the valve stems of the wheels 211 to which tires 206 and 208 are mounted, thus allowing pressurized air to flow into and from tires 206 and 208. In other embodiments, if axis 202 is solid, then a channel can be drilled on axis 202 to allow positioning of all or part of conduits 230 within axis 202.
    [00028] As noted above, automatic tire inflation systems can also be used for steering axles. Now, with reference to figures 4A and 4B, a wheel end assembly can be mounted to a steering axle mandrel 400. The wheel end assembly can include wheel bearings 402 and 404, and a hub (not shown) mounted on the wheel bearings 402 and 404 to allow the hub to rotate on the chuck 400. The wheel bearings 402 and 404 can be retained on the steering axle chuck 400 by one or more chuck nuts 408, which can be seated against a washer 406. A cotter pin 410 can be inserted into the steering axle chuck 400 to ensure that the chuck nut 408 does not loosen in the steering axle chuck 400. A bearing seal 412 can also be provided against the inner wheel bearing. 402 to seal contamination wheel bearings 402 and 404. In this embodiment, the mandrel 400 can be solid. In some embodiments, as can be seen in the embodiment of figure 4B, a channel 452 can be drilled in the mandrel 450 along the tire turning geometric axis. An air duct can go from an automatic tire inflation system pressure regulator through channel 452 to a rotating air connection (not shown) that can be mounted at or near the steering axle chuck 400. In other embodiments, channel 452 can be sealed at each end to serve as a pressurized air duct much like the sealed hollow shaft 204 discussed above.
    [00029] Similarly, automatic tire inflation systems can be used for drive shafts (not shown), and air ducts or channels can be provided on the drive shafts to allow air flow from a 214 pressure regulator to a rotary air connection, for example, as described in US Patent Nos. 5,377,736 and 7,690,412. In yet other embodiments, again in relation to figure 2, air ducts (not shown) can go from the pressure regulator 214 along the outside of the vehicle trailer 200, and connect to the rotating air connections 216 and 218 Thus, an automatic tire inflation system can be adapted to work with a variety of axles, whether solid or hollow, sealed or unsealed, or fixed, for driving or steering.
    [00030] Swiveling air connections can be provided in a variety of configurations. Figure 5 illustrates an embodiment of a swiveling air connection or swivel joint 500, such as that described in U.S. Patent Document No. 6,698,482. As can be seen in Figure 5, a hollow shaft 502 can be sealed at one end with a plug 504 that has a seal 506, such as that described in US Patent Document No. 6,131,631, if shaft 502 is intended for be used as a pressurized air duct. In other embodiments, a non-sealing plug (not shown) can be positioned on axis 502 to allow mounting of a rotating air connection 500 along the central geometric axis of axis 502. In modalities where axis 502 will not serve as a pressurized air duct, an air duct (not shown) can be positioned on axis 502 to provide pressurized air for a rotary air connection 500. In still other embodiments, axis 502 can be a drive shaft, a steering shaft (such as that in figure 4), or a solid shaft (such as that in figure 3B) that has a channel adapted to receive a rotating air connection 500.
    [00031] In the embodiment of figure 5, the rotating air connection 500 can comprise a stator 508, a rotating tube 510 and a rotating T-body 512. Stator 508 can be mounted on plug 504, such as by threaded fastening 514. If the shaft 502 is to be used as a pressurized air duct, then a stator 508 can be sealingly mounted on plug 504. In other embodiments, stator 508 can be mounted directly on a channel provided on an axis such as one of direction. The stator 508 can comprise a stationary portion of the rotary air connection 500. The stator 508 can further comprise a channel 516 on which the rotating tube 510 can be positioned, and a first seal 518, such as an O-ring or shoulder seal , it can surround the channel 516 and sealingly engage a first end 520 of the rotating tube 510. The first seal 518 can allow the rotating tube 510 to rotate and perform an axial translation in relation to the stator 508, and still substantially prevent a pressurized air passing between the stator 508 and the rotating tube 510 in the space inside the plug 528. In some embodiments, the stator 508 may further comprise a protective tube 522 and a filter 524 that can substantially prevent fragments from within the axis 502 of contaminate the rotary air connection 500. Thus, pressurized air on the axis 502 can flow through the axis 502, through the filter 524 and the protective tube 522, and to the rotating tube 5 10. In modalities in which the shaft 502 is not sealed, an air duct (not shown) can be positioned on shaft 502 and sealingly connected to stator 508 without using a protective tube 522 or filter 524.
    [00032] A second end 526 of the swivel tube 510 can be positioned on the T-body 512. The T-body 512 can be mounted on the cap 528, which can rotate with a vehicle tire (not shown). Thus, the T-body 512 can rotate with the plug 528. The T-body 512 can further comprise a channel 530 in which a second end 526 of a rotating tube 510 can be arranged, and a second seal 532, such as a ring O-ring or shoulder seal, can wrap around the central channel 530 and sealingly engage the second end 526 of the swivel tube 510. One or both of the T-body 512 and the tube 510 can comprise a swivel portion of the swivel air connection 500 The second seal 532 can allow the rotating tube 510 to rotate and translate axially with respect to the T 512 body, and still substantially prevent pressurized air from passing between the T 512 body and the rotating tube 510 in space inside the cap 528. The second end 526 of the swivel tube 510 can be held in the T-body 512 by a cap 534, and can lean against a bearing 536. Channel 530 can be in fluid communication with a T-channel 538, to which one or more mangrove air vents (not shown) can be connected to communicate air to and from vehicle tires. The T-channel 538 can be oriented substantially perpendicularly or at some other angle suitable to the central channel 530. Thus, a pressurized air can flow from the axis 502 through the rotating tube 510, and from the rotating tube 510 through the channel 530 to the T-channel 538. The swivel tube 510 can be rigid or flexible, or comprise one or more rigid or flexible components to accommodate wheel misalignment (not shown) and axle 502 with respect to the wheel's rotational axis and the geometric axis center of the axis 502. One or more of the T-body channel 530, the tube 510 and the stator channel 516 can form a central channel at the swivel joint 500.
    [00033] The swiveling air connection 500 can be improved by placing a unidirectional check valve 540 in channel 530 in order to allow air to flow from axle 502 through T-channel 538 to vehicle tires, but not from tires vehicle back through check valve 540 on axle 502. If a tire is underinflated, for example, it has a lower air pressure than the air supplied by the air pressure source of the automatic tire inflation system, air can flow from shaft 502, to the rotary air connection 500, through check valve 540 and out of the T-channel 538 for vehicle tires until the tire pressure increases substantially to the pressure allowed by the flow regulator pressure. As the tire pressure reaches the air source pressure, the 540 non-return valve can close and remain closed until the tire pressure drops again so that air pressure instability opens the 540 non-return valve. if the axle 502 becomes depressurized or the rotary air connection 500 fails to receive pressurized air, valve 540 will close or remain closed to prevent air in the vehicle tires (not shown) to flow back through the rotary air connection 500 and resulting in deflated tires. In other embodiments, the check valve 540 can be positioned in the stator channel 516, in the rotating tube 510 or in the protective tube 522. Thus, the rotating air connection 500 can comprise a check valve 540 arranged in a variety of positions in a central channel of the rotating air connection 500, either in the T-body 512, stator 508 or in the rotating tube 10, or in the protective tube 522.
    [00034] In some embodiments, the T 512 body may have an air hose (not shown) connected to each end 538A and 538B of the T-channel 538 in order to allow fluid communication of the 500 swivel air connection with the tires vehicle (not shown). Alternatively, for truck trailers that have a single wide tire in place of double tires, as shown in figure 2, a single air hose can be used to connect the single wide tire to one end of the channel 538A or 538B T 538. In such a case, the other ends of the 538A or 538B of the T-channel 538 can be sealed, such as with a plug, or a pressure relief valve (not shown) can be sealingly connected to said other end , or a wired or wireless tire pressure monitoring sensor known to those skilled in the art (not shown) can be sealingly connected to said other end, or an analog or digital tire pressure indicator (not shown) can sealingly connected to said other end. Alternatively, for single wide tire applications, the T-channel 538 can be provided with only one end 538A or 538B. In other embodiments, such as that illustrated in figure 6, for dual tire applications that require air hoses (not shown) to be attached to the 638A and 638B ends of the 638 T-channel, a port 639 can be provided in a body in T 612 in fluid communication with the T 638 channel in such a way as to seal a pressure relief valve (not shown), wireless tire pressure and / or temperature monitoring sensor (not shown), or indicator analog or digital tire pressure sensor (not shown) for port 639. For example, a tire pressure and / or temperature monitoring sensor may include a wireless tire sensor from the SmarTire® / tire pressure monitoring system SmartWave® (TPMS) made by Bendix Commercial Vehicle Systems. Port 639, T-channel 638 and T-channel ends 638A and 638B can be oriented in a number of suitable ways, for example, in order to balance the mass of various fixings, or to accommodate a variety of shapes and sizes of fixing and hose.
    [00035] With reference now to figure 6, which may include elements of the modalities of figure 5, the check valve 640 (as with the check valve described elsewhere in this document) can be a normally one-way valve, such as a Schrader valve commonly found on tire valve stems, or some other suitable one-way valve. The check valve 640 can allow air to flow in one direction, and can be provided with a manual or electronic mechanism in some embodiments to fully open valve 640 and allow air to flow in two directions. Thus, when the automatic tire inflation system is deactivated, or if the regulator fails or some damage occurs to air lines that supply air to the 602 shaft or the 600 swivel air connection, then the vehicle tires will not deflate. Similarly, if one or more tires become over-pressurized, as can occur when a side of a truck is exposed to the sun, excess tire pressure may not result in airflow back to axis 602 and increase pressure tire to tires on the other end of the 602 axle.
    [00036] Figure 7 illustrates another modality of a swiveling air connection 700 that has a one-way valve 732. In figure 7, the swiveling air connection or swivel joint 700 can be integrated into a plug 702, as described in the order. US2009 / 0283190, and may comprise a column 704 having a channel 734, and a rotating plug 702 over column 704. Column 704 may comprise a stationary portion of the rotating air connection 700, and plug 702 can comprise a rotating portion thereof. In the embodiment of figure 7, a hollow shaft 706 can have a plug 708 fitted by pressure in the shaft hole 710. An air duct 712 can be positioned in the shaft hole 710 and perhaps sealingly connected to a first end 714 of the column. 704 by means of an air duct connector 716. In the embodiment of figure 7, the column 704 can be screwed to the air duct connector 716 to allow removal of the rotating air connection 700 from the air duct 712. A second end 718 of the column 704 can be arranged in a channel 720 of the plug 702 and can be swiveled in the channel 720 using bearings 722. The bearings 722 and the column 704 can be retained in the plug 702 using pressure rings , locknut, friction adjustment or some other means known in the art. A seal 724, such as an O-ring or shoulder seal, can wrap around channel 720 and sealingly engage the second end 718 of column 704. Cap 702 can be mounted to a hub 726, for example, by one or more screws 733. Hub 726 can be mounted on bearings 728 on shaft 706 for turning on it. The bearings 728 can allow the plug 702 to rotate on the column 704 as the hub 726 rotates on the axis 706. In other embodiments, the column 704 can be of any suitable shape and does not need to have the shape depicted in figure 7. One or more among channel 734, channel 720, air duct connection 716 and air duct can form a central channel of the swivel joint 700.
    [00037] One or more T 730 channels can be provided in the buffer in fluid communication with channel 720. The T 730 channel can be oriented substantially perpendicularly or at any suitable angle to the central channel 720. An air hose ( not shown) can connect the T-channel to a vehicle tire (not shown). Thus, a pressurized air can flow through the air duct 712, through the rotating air connection 700, and to the tires through the T-channel 730.
    [00038] The swiveling air connection 700 can be improved by placing a one-way check valve 732 in channel 734 of column 704 in order to allow air to flow from the air duct 712 through the T-channel 730 for vehicle tires (not shown), but not back from vehicle tires via check valve 732 in channel 734, if a tire is underinflated, that is, it has a lower air pressure than the air supplied by the pressure source of air from the automatic tire inflation system, air can flow from the air duct 712, to the rotary air connection 700, through the check valve 732 and out of the T-channel 720 to the vehicle tires until the pressure increase substantially to the pressure allowed by the pressure regulator. As the tire pressure reaches the air source pressure, the check valve 732 can close and remain closed until the tire pressure drops sufficiently until the air instability opens the check valve 732. However, if the duct air pressure 712 becomes depressurized or if the rotary air connection 700 fails to receive pressurized air, the check valve 732 will close or remain closed to prevent air in the vehicle tires from flowing back through the rotary air connection 700 and resulting in deflated tires. In other embodiments, the check valve 732 can be positioned on the air conduit connector 716 or air conduit 712. In still other embodiments, the valve 732 can be positioned on channel 720 adjacent to the T-channel 730. Thus, the connection Pivoting air 700 can comprise a valve arranged in a variety of positions in a central channel of the pivoting air connection 700, either in column channel 734 or in channel 720 of plug 702 or elsewhere in the center channel.
    [00039] Figure 8 illustrates another modality of a rotary air connection that has a one-way valve. In figure 8, the swiveling air connection or swivel joint 800 may comprise a column 802 and a graphic element 826 arranged in a swiveling housing 804 on the column 802, such as that described in the document of U.S.6.105.645. The column 802 may comprise a stationary portion of the rotary air connection 800. In the embodiment of figure 8, a hollow shaft 806 may have a plug 808 that seals the shaft hole 810. An air duct 812 can be positioned in the shaft hole 810 and can extend through plug 808, which can have an adjustment 808a to secure air duct 812 along the central geometric axis of axis 806. Air duct 812 can sealingly connect to a first end 814 of the column 802 via an air duct connector 816. Column 802 may have a channel 820 in fluid communication with air duct 812. A second end 818 of column 802 may be arranged in housing 804. The second end 818 of the column 802 can be pivotally mounted on housing 804 using bearings 822. Housing 804 can be mounted on a plug 824 for pivoting with it.
    [00040] Housing 804 may contain a graphite element 826 which can be propelled by a spring 828 against the second end 818 of column 802 to form a face seal 830. One or both of housing 804 and graphic element 826 may comprise a pivoting portion of the pivoting air connection 800. The graphite element 826 may have a channel 832 in fluid communication with the central channel 820 of column 802. A T-channel 834 can be provided in housing 804 in fluid communication with the channel 832 of graphite element 826. T-channel 834 can be oriented substantially perpendicularly or at an angle suitable to channel 832 of graphite element 826. One or more air hoses (not shown) can connect the T-channel 834 one or more vehicle tires (not shown). Thus, a pressurized air can flow through the air duct 812, through the rotating air connection 800, and to the tires via the T-channel 834. Channel 832, channel 820 and air duct 812 can comprise a central duct channel. swiveling air connection 800.
    [00041] The swiveling air connection 800 can be improved by positioning a one-way check valve 836 in channel 820 of column 802 in order to allow air to flow from the air duct 812 through the T-channel 834 to vehicle tires , but not back from vehicle tires via a valve 836 in channel 820. If a tire is underinflated, that is, it has a lower air pressure than the air supplied by the air pressure source of the automatic inflation system. tire inflation, air can flow from air duct 812, to the rotary air connection 800, through valve 836 and out of the T-channel 834 to vehicle tires until the tire pressure substantially increases to the pressure allowed by the pressure regulator. As the tire pressure reaches the air source pressure, valve 836 can close and remain closed until the tire pressure drops again. However, if air duct 812 becomes depressurized or the rotary air connection 800 fails to receive pressurized air, valve 836 will close or remain closed to prevent air in vehicle tires from flowing back through the air connection. swivel 800 and resulting in deflated tires. In other embodiments, valve 836 can be positioned in a sleeve (not shown) in the central orifice 832 of the graphite element 826 or in the air duct 812. Thus, the rotating air connection 800 may comprise a check valve arranged in a variety of positions in a central channel of the swiveling air connection 800, either in column 802 or in a rotatable housing 804 or elsewhere in the central channel.
    [00042] Figure 9 illustrates yet another modality of a rotary air connection that has a valve. In the embodiment of figure 9, a rotating air connection 950 comprises a stator 952 and a tube 954. Stator 952 can comprise a stationary portion of the rotating air connection 950, and tube 954 can comprise a rotating portion thereof. An air duct 956 can be arranged on a hollow shaft 958, and can be sealingly connected to stator 952. Stator 952 can be mounted on a plug 959 that is pressure-adjusted on shaft 958. Stator 952 can be mounted plug 959 using three screws 960. Alternatively, stator 952 can be adjusted by pressing directly on shaft 958. Tube 954 may comprise a T-body 962. Tube 954 may include a flexible portion 964 to accommodate a mounting the 962 T-body off-center in a 966 plug mounted on a hub (not shown). Tube 954 may include a fit 968 adapted for removable attachment of flexible portion 964 of tube 954 to the T-body 962. A first air hose 970 and a second air hose 972 can connect the T-body 962 to the valve stems wheel (not shown) in order to allow fluid air communication from an air duct 956 through the swiveling air connection 950 to air hoses 970 and 972 in order to inflate vehicle tires (not shown). Air hoses 970 and 972 can be removably attached to the T-body 962 by hose nuts 974 and 976.
    [00043] Figure 10 further illustrates the 950 rotary air connection of figure 9 in more detail. As can be seen in the form of figure 10, stator 952 can include a base 178 and a cover 180 that can be held together with screws 960 (shown in figure 9) that can be inserted through screw holes 182. Base 178 can comprise a burr 184 that can be inserted into air duct 956 (shown in figure 9) to create a sealed connection between stator 950 and air duct 956. An O-ring 186 or other suitable seal can be arranged between the base 178 and cap 180 to substantially prevent pressurized air from leaking between base 178 and cap 180. Tube 954 can be swiveled to stator 952 on bearings 188. Thus, in relation to figures 9 and 10, the bearings 188 allow tube 954 to rotate relative to stator 182 as the hub (not shown) rotates. An O-ring 183 or other seal may surround tube 954 to provide a sealed connection between tube 954 and stator 952.
    [00044] The 950 rotary air connection can be improved by placing a one-way check valve 190 on tube 954 in order to allow air to flow from air conduit 956 through the rotary air connection 950 to air hoses 970 and 972 and so for vehicle tires, but not back from vehicle tires via a valve 190 for 956 air duct. If a tire is underinflated, that is, it has a lower air pressure than air supplied by the air pressure source of the automatic tire inflation system, air can flow from the 956 air duct to the 950 rotary air connection through valve 190 and through the 970 and 972 air hoses for vehicle tires until the tire pressure increases substantially to the pressure allowed by the pressure regulator. As the tire pressure reaches the air source pressure, valve 190 may close and remain closed until the tire pressure drops again. However, if air duct 956 becomes depressurized or the rotary air connection 950 fails to receive pressurized air, valve 190 will close or remain closed to prevent air in vehicle tires from flowing back through the air connection. rotating 950 and resulting in deflated tires, in other embodiments, valve 190 can be positioned on stator 952, such as burr 184, or air duct 956 to prevent air from flowing back towards the air pressure source .
    [00045] Figure 11 illustrates the T-body 962 of a tube 954 of figure 9 in more detail. As can be seen in the embodiment of figure 11, the T-body 962 can comprise a channel 250 that allows fluid communication from stator 952 through tube 954 to a T-channel 252. A T-nut 253 can allow removable fixation of the T-body 962 to fit 968 (shown in figure 9) of a flexible portion 964 of tube 954. The T-channel 252 can be oriented substantially perpendicularly or at an angle suitable to the central channel 250. Air hoses 970 and 972 (shown in figure 9) can connect the T 252 channel to vehicle tires. Thus, a pressurized air can flow through the air duct 956, through the rotating air connection 950, and to the tires through the T-channel 252.
    [00046] In alternative embodiments, the 950 swivel air connection can be improved by placing a unidirectional check valve 256 in channel 250 of the T-body 962 in order to allow air to flow from the air duct 956 through the air connection swivel 950 for air hoses 970 and 972 and so for vehicle tires (not shown), but not back from vehicle tires via a valve 256 for air duct 956. One or more of the body channel at T 250, the pipe 954, the stator 952 and the air duct can form a central channel of the rotary air connection 950. Thus, the rotary air connection 950 can comprise a valve arranged in a variety of positions in a central channel of the 950 rotary air connection, either on the rotating tube 954 or on the stator 952.
    [00047] Providing a check valve in a central channel of the swivel joint for an automatic tire inflation system can provide a way to prevent vehicle tire deflation if an air pressure fails upstream of the swivel joint. Placing a check valve in a central channel can substantially reduce material and manufacturing costs compared to placing check valves in air hoses downstream of the swivel joint. In addition, a use of a check valve as described in this document may prevent overpressurization of one or more tires from adversely affecting tires that are not overinflated.
    [00048] Although the present invention and its advantages have been described in detail, it should be understood that various changes, substitutions and changes can be made to the present document without departing from the invention as defined by the appended claims. In addition, the scope of this application application is not intended to be limited to the particular modalities of the process, machine, manufacture, composition, or subject, means, methods and steps described in the specification. How an individual will readily appreciate from the description, processes, machines, manufacturing, subject compositions, means, methods, or steps, presently existing or to be developed in the future that perform substantially the same function or achieve substantially the same result as the corresponding modalities described in this document can be used. Consequently, the appended claims are intended to include such processes, machines, manufacturing, subject compositions, means, methods or steps in its scope.
    权利要求:
    Claims (11)
    [0001]
    1. Revolving air connection (500, 600, 700, 800, 950) capable of substantially continuously sealed sealed fluid communication with an air pressure source (220) and capable of receiving continuously from the air pressure source (220 ) pressurized air at a substantially constant predetermined air pressure to inflate a pneumatic tire (206, 208, 210), the rotating air connection (500, 600, 700, 800, 950) having a rotation axis, for a system automatic tire inflation system, in which the automatic tire inflation system has an air pressure source, the rotating air connection characterized by the fact that: a stationary portion (508, 704) has a first channel (516, 734) formed therein on the axis of rotation; a pivoting portion (510, 512, 702) pivotally coupled to the stationary portion (508, 704) and in continuous sealing contact with the stationary portion (508, 704) on a sealing interface (518, 532, 724), the girtory portion having a second channel (510, 530, 716, 720) formed therein on the axis of rotation and in substantially sealed fluid communication with the first channel (516, 734), the first channel (516, 734) and the second channel (510, 530, 716, 720) together form a central channel (530, 720) on the axis of rotation through which pressurized air to inflate a pneumatic tire (206, 208, 210) can flow; and normally closed unidirectional check valve (540, 640, 732, 836) arranged in the central channel (530, 720) along the axis of rotation, in order to allow pressurized air to flow from the air pressure source ( 220) in one direction through the central channel (530, 720) towards a pneumatic tire (206, 208, 210), but not in the direction opposite to the air pressure source (220), the normally closed check valve ( 540, 640, 732, 836) being directly pneumatically actuated by pressurized air at the substantially constant predetermined air pressure of the pressure source (220) while the rotating air connection is in substantially continuously sealed fluid communication pressurized with the air pressure source , the normally closed check valve (540, 640, 732, 836) being configured to open when the air pressure in the pneumatic tire (206, 208, 210) is less than the substantially constant predetermined air pressure and close when the air pressure n the pneumatic tire (206, 208, 210) is substantially equal to the substantially constant predetermined air pressure.
    [0002]
    2. Revolving air connection (500, 700), according to claim 1, characterized by the fact that the normally closed check valve (540, 732) is arranged in one of the first channel (516, 734) of the portion stationary (508, 704) and the second channel (510, 530, 716, 720) of the rotating portion (510, 512, 702).
    [0003]
    Rotary air connection (500) according to claim 1, characterized in that the stationary portion (508) comprises a stator (508) having the first channel (516) in it, and the rotating portion (510 , 512) comprises a T-body (512) having the second channel (530) in it, the stator (508) and the T-body (512) in fluid communication through a rotating tube and the first stator channel (508) ), the tube and the second channel of the T-body (512) together form the central channel (530).
    [0004]
    4. Revolving air connection (500) according to claim 3, characterized by the fact that the normally closed check valve (540, 732) is arranged in one of the first channel (516) of the stator (508), the tube and the second channel (530) of the T-body (512).
    [0005]
    Rotating air connection (700) according to claim 1, characterized in that the stationary portion (704) comprises a column (704) having the first channel (734) in it, and the rotating portion comprises a buffer (702) having the second channel (720) in it, and the first channel (734) of the column (702) and the second channel (720) of the buffer (702) together form the central channel.
    [0006]
    6. Revolving air connection (700) according to claim 5, characterized by the fact that the normally closed check valve (732) is arranged in one of the first channel (734) of the column (704) and the second channel (720) of the buffer (702).
    [0007]
    Rotating air connection (800) according to claim 1, characterized in that the stationary portion comprises a column (802) having the first channel in it, and the rotating portion (804, 826) comprises a housing having a graphite element (826) disposed therein, the graphite element (826) having the second channel (832) in it and being pushed against the column (802) to form a face seal (830), and the first column channel (802) and the second channel of the graphite element (826) together form the central channel (820, 832).
    [0008]
    8. Revolving air connection (800) according to claim 7, characterized by the fact that the normally closed check valve (836) is arranged in one of the first channel (820) of the column (802) and the second channel (832) of the graphite element (826).
    [0009]
    Rotating air connection (500) according to claim 1, characterized in that the stationary portion (508) comprises a stator (508) having the first channel (516) in it and the rotating portion (510, 512) comprises a tube (510) having a T-body (512) together forming the second channel (530) in it, and the first channel (516) of the stator (508) and the second channel (530) of the tube (510 ) and T-body (512) together form the central channel (516, 530).
    [0010]
    10. Revolving air connection (500) according to claim 9, characterized by the fact that the normally closed check valve (540, 732) is arranged in one of the first channel (516) of the stator (508) and the second channel (530) of the tube (510) and T-body (512).
    [0011]
    11. Revolving air connection according to claim 1, characterized in that the normally closed unidirectional check valve (540, 732) comprises an automobile tire valve.
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    同族专利:
    公开号 | 公开日
    EP2582977A4|2017-05-03|
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    EP2582977A2|2013-04-24|
    BR112012033114A2|2016-11-22|
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    AU2011271099A1|2013-01-10|
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-11-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-11-24| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-02-09| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 21/06/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US35694710P| true| 2010-06-21|2010-06-21|
    US61/356,947|2010-06-21|
    PCT/US2011/041305|WO2011163274A2|2010-06-21|2011-06-21|Rotary air connection with central valve for tire inflation system|
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