DE202020101527U1 - Vehicle wheel rotating union, vehicle wheel assembly and self-propelled work machine - Google Patents

Abstract

Wheel load-free vehicle wheel rotating union (11) with a) a first rotating union part (15) which has a first channel (25), b) a second rotating union part (18) which can be rotated relative to the first rotating union part (15) and which has a second channel (26) , c) a transition area (27) formed between the rotary leadthrough parts (15, 18), which ca) pneumatically connects the first channel (25) to the second channel (26) andcb) is sealed with a sealing effect via sealing units (45, 46) , d) a sealing action control chamber (33; 34), into which a sealing control channel (75; 76) opens, via which the sealing action control chamber (33; 34) can be acted upon with a sealing control pressure anddb) die is closed by the sealing unit (45, 46) in the manner of a displaceable piston, the sealing action of the sealing unit (45, 46) being variable as a function of the sealing control pressure in the sealing action control chamber (33; 34), dadurc h characterized in that e) the sealing action control chamber (33; 34) is closed except for the connection to the seal control channel (75; 76) so that it does not flow through.

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to a vehicle wheel rotating union, which is used in particular in a self-propelled working machine, which can be a tractor, a harvesting vehicle or the like. At least one pneumatic signal, in particular a pneumatic supply pressure and / or a pneumatic control pressure, is transmitted between two parts rotated relative to one another by means of the vehicle wheel rotating union. These parts are, for example, a non-rotating vehicle wheel carrier and a rotating vehicle wheel, while a control pressure to be transmitted can be a control pressure for a tire pressure control valve held on the vehicle wheel (for example a ventilation valve for the tire of the vehicle wheel) and a supply pressure can be a pressure for filling the tire of the vehicle wheel (in particular under the control of the tire pressure control valve controlled by the control pressure). The vehicle wheel rotating union has a first rotating union part which can be designed as a stator and can be fastened or supported on the vehicle wheel carrier and a second rotating union part which can also be referred to as a rotor and which is connected to the vehicle wheel relative to the vehicle wheel carrier or the stator is twisted. The two rotating parts are rotatably supported against each other via a bearing.

Furthermore, the invention relates to a vehicle wheel assembly with such a vehicle wheel rotating union and a self-propelled work machine with at least one such vehicle wheel assembly.

STATE OF THE ART

The publication DE 10 2018 101 411 A1 discloses a non-generic rotating union, which is formed by a wheel bearing of the vehicle wheel, which supports the wheel load, and which is used to pass a supply pressure to a tire. The wheel bearing has an outer ring with an outlet bore opening into the tires of the vehicle wheel and an inner ring with an inlet bore which can be connected to a compressed air source in order to fill the tire. A sealing unit is non-rotatably connected to the stationary inner ring. The sealing unit has a seal holder which has an inlet channel. The supply pressure can pass through the inlet bore of the inner ring into the inlet channel of the seal holder, whereby a seal between the seal holder and the inner ring takes place via an O-ring. The inlet channel opens into a pressure chamber. The pressure chamber is ring-shaped and open in the direction of the outer ring. In the manner of an annular piston, the pressure chamber on the side facing the outer ring is closed by a retaining ring which carries a wear-resistant, non-elastic support ring and an elastic sealing ring in the axial direction of the rotary feedthrough. When the pressure chamber is pressurized, the retaining ring with the support ring and the sealing ring is pressed against the outer ring. As a result of the sealing of the seal holder against the outer ring and the sealing of the seal holder via the O-ring against the inner ring, a first seal is thus provided between the outer ring and the inner ring. A second seal is provided by a corresponding additional sealing unit. A transition cross-section is formed between the space between the seal holders of the two sealing units and the exit bore of the outer ring and is sealed on both sides in the axial direction by the seals by the sealing units. Cross bores of the seal holder connect the respective pressure chamber with the intermediate space and thus with the transition area. If the two inlet bores of the inner ring assigned to the sealing units are pressurized with the supply pressure, this leads to the fact that, under sealing by the sealing units, fluid from the inlet bore of the inner ring to the inlet channel of the seal holder into the pressure chamber and from there via the transverse bore, the space between the seal holders and can reach the transition area to the exit bore of the outer ring and thus to the tire. The contact pressure of the sealing rings and the support rings depends on the size of the supply pressure that is applied to the inlet bore of the inner ring. The transverse bore extending from the pressure chamber can be designed as a throttle, so that a dynamic pressure results in the pressure chamber. By dimensioning the throttle, the dynamic pressure and thus also the contact pressure of the support ring and the sealing ring can be specified in the design. If there is wear on the support ring and the sealing ring, the wear is automatically adjusted by moving the retaining ring further outwards in accordance with the degree of wear due to the pressure acting on it. This movement is caused by an elastic expansion of the retaining ring due to the pressure in the pressure chamber. The support ring does not guarantee a complete seal. If the support ring is arranged upstream of the sealing ring in the direction of the transition area, more and more compressed air can flow past the support ring with increasing duration of the pressurization, whereby a pressure space between the support ring and the sealing ring is increasingly pressurized. The Increasing pressure increase in this pressure chamber leads to an increasing pressure force on the retaining ring, which acts in the opposite way to the pressurization of the retaining ring by the pressure chamber. The gradual pressure compensation explained by the overflow of the support ring can thus lead to an increasing reduction in the contact pressure of the support ring and the sealing ring on the outer ring, which can also reduce wear. Not in DE 10 2018 101 411 A1 discloses how the retaining ring is sealed off from the seal holder.

OBJECT OF THE INVENTION

• - der Bauraumverhältnisse und des Bauaufwands und/oder
• - des Verschleißes und/oder
• - der Dichtwirkung und/oder
• - der Reibung bei der relativen Verdrehung der Drehdurchführungsteile und/oder
• - der Ermöglichung einer Schmierung eines Lagers der Fahrzeugrad-Drehdurchführung und der Vermeidung eines Eintritts von Schmiermittel in den pneumatischen Kreis

verbessert ist.The invention has for its object to propose a vehicle wheel rotating union, in particular with regard

• - The space and construction costs and / or
• - wear and / or
• - The sealing effect and / or
• - The friction in the relative rotation of the rotary union parts and / or
• - The possibility of lubricating a bearing of the vehicle wheel rotating union and preventing lubricant from entering the pneumatic circuit

is improved.

• - eine entsprechend verbesserte Fahrzeugrad-Baugruppe und
• - eine entsprechend verbesserte selbstfahrende Arbeitsmaschine vorzuschlagen.

Furthermore, the invention is based on the object

• - A correspondingly improved vehicle wheel assembly and
• - To propose a correspondingly improved self-propelled work machine.

SOLUTION

The object of the invention is achieved according to the invention with the features of the independent protection claims. Further preferred refinements according to the invention can be found in the dependent protection claims.

DESCRIPTION OF THE INVENTION

The invention relates to a wheel load-free vehicle wheel rotating union. This is understood to mean a vehicle wheel rotating union which (in contrast to the prior art mentioned at the beginning DE 10 2018 101 411 A1 ) is not formed with the roller bearings, via which the wheel load of the vehicle wheel is supported. Rather, the wheel load-free vehicle wheel rotating union serves only or primarily to connect and connect pneumatic lines and to transmit a pneumatic control pressure and / or supply pressure between the rotating union parts that are moved relative to one another.

The vehicle wheel rotating union according to the invention has two rotating union parts, each of which has a channel. Here, the rotary leadthrough parts are designed, for example, as an outer ring and inner ring, which are rotatably supported directly against one another via a bearing, it being possible for the inner ring and the outer ring to specify the outer geometry of the vehicle wheel rotary leadthrough. The first rotary feed-through part can be designed as a stator, to which in particular lines from the vehicle wheel carrier are connected, while the second rotary feed-through part is fastened directly or indirectly to the vehicle wheel, in particular a rim (for example in the region of the rim bed or a rim body or rim flange) can.

The vehicle wheel rotating union according to the invention has a transition area which is formed between the two rotating union parts. The transition area connects (preferably independently of the relative angle of rotation of the rotary union parts) the first channel of the first rotary union part to the second channel of the second rotary union part. In order to avoid (excessive) leakage of the working medium during this transfer, the transition area is sealed off by sealing units which provide a (complete, extensive or partial) sealing effect.

In the context of the invention, sealing units are not used which bring about the sealing effect exclusively by means of a pretension. Rather, the vehicle wheel rotating union has a sealing action control chamber. The sealing action control chamber can, for example, be formed directly and in one piece by a rotary lead-through part, in particular a stator designed as an inner ring. A sealing control channel opens into the sealing action control chamber. A sealing control pressure can be applied to the sealing effect control chamber via the sealing control channel. The sealing unit closes the sealing action control chamber in the manner of a displaceable piston, it being possible for a plurality of such pistons to be arranged distributed in the circumferential direction from a plurality of sealing action control chambers or the sealing action control chamber is designed to be continuous in the circumferential direction and the sealing unit forms a type of annular piston. Here, the direction of displacement of the piston is in the direction of a surface normal of the sealing surface with which the sealing unit interacts, or at an acute angle oriented towards the surface normal. The consequence of this is that the pressure of the sealing unit against the associated sealing surface can be changed by changing the pressurization of the sealing action control chamber with the sealing control pressure. Depending on the sealing control pressure, the sealing effect caused by the sealing units, the friction of the sealing unit on the sealing surface and the wear caused thereby can be influenced.

• - dem Steuerdruck eines an dem Fahrzeugrad gehaltenen Reifendruckregelventils (insbesondere Be- und Entlüftungsventils) entsprechen oder von diesem abhängen,
• - dem Versorgungsdruck eines derartigen Reifendruckregelventils entsprechen oder von diesem abhängigen oder
• - ein von dem Steuerdruck und Versorgungsdruck unabhängiger Dichtung-Steuerdruck sein.

In the context of the invention, the seal control pressure, for example.

• correspond to or depend on the control pressure of a tire pressure control valve (in particular aeration and ventilation valve) held on the vehicle wheel,
• - correspond to the supply pressure of such a tire pressure control valve or depend on it or
• - be a seal control pressure that is independent of the control pressure and supply pressure.

For a first solution to the problem on which the invention is based, the sealing action control chamber is closed except for the connection to the sealing control channel (and as a result of the piston-like sealing by the sealing unit), so that, as a result of the pressurization of the sealing control channel with the sealing Control pressure, the pressure conditions in the sealing effect control chamber can be changed. With increasing or decreasing the sealing control pressure, a small volume flow from the sealing control channel can additionally enter the sealing action control chamber or can exit from it in the opposite direction, also with a movement of the piston-like sealing unit connected therewith. However, there is no flow through the sealing action control chamber, so that the sealing action control chamber is designed as a kind of “dead chamber”.

There are various options for the design of the sealing unit. It is possible, for example, that the sealing unit has a piston-like guide body, on which at least one sealing element is held, which then comes into operative connection with the associated sealing surface. It is possible that (basically according to the embodiment DE 10 2018 101 411 A1 ) several sealing elements of the sealing unit are arranged side by side in the axial direction. In this case, the sealing elements can perform the same or different functions. If several sealing elements are arranged axially next to one another in this way, they can form a successive and reinforcing seal. It is also possible for one sealing element to have greater elasticity in order to provide the actual sealing function, while the other sealing element can have less or no elasticity and can be designed as a type of wear ring.

For a second solution to the problem on which the invention is based (whose features can be used alternatively or cumulatively to the features according to the first solution), sealing elements of the sealing units are not arranged axially next to one another, as is the case according to the prior art mentioned at the beginning. Rather, for this solution, the sealing unit has a first sealing element and a second sealing element. A sealing element (preferably the first sealing element) is arranged radially on the inside of the other sealing element (preferably the second sealing element). The two sealing elements are pressed together radially. For this configuration, the two sealing elements can ensure different functions. Alternatively or cumulatively, it is possible for one sealing element to be designed specifically for the interaction or contact with the first rotating union part and for the other sealing element to be specifically designed for the interaction or contact with the second rotating union part, with the result that targeted adaptation and optimization is possible.

For an embodiment of the invention, the first sealing element is used for sealing on the cylindrical sealing surface of a rotary lead-through part, in particular of the rotor. This sealing element is thus pressed against the cylindrical sealing surface in the radial direction. On the other hand, the second sealing element ensures a seal with respect to the sealing action control chamber, which is formed in the other rotary lead-through part (in particular the stator). Here, the second sealing element can ensure a sealing effect of the “piston” in the guide recess of the rotary leadthrough part (in particular stator), so that this sealing element must ensure a piston-like displacement relative to the rotary leadthrough part on the one hand and on the other hand a seal transverse to the direction of movement of this sealing element, that is to say transverse to the Degree of freedom of the "piston" must guarantee. By using the two sealing elements and the functional division of the effect thereof, the two sealing elements can be designed specifically for the assigned functions. For this proposal, the first sealing element and the second sealing element are pressed against one another in the radial direction when the sealing action control chamber is acted upon by the sealing control pressure in order to ensure a seal. In this case, the first sealing element on the side facing the cylindrical sealing surface can form a first sealing surface which bears on the sealing surface of the second rotary lead-through part, while the first sealing element forms a second sealing surface on the opposite side, on which the second sealing element comes into contact. The second sealing element can have a corresponding sealing surface for contact with the first sealing element and at least one further additional sealing surface, in the area in which the “piston” is sealed off from the first rotary leadthrough part. The two sealing elements are thus arranged in series in the flow of force from the sealing action control chamber via the second sealing element to the first sealing element and from there to the cylindrical sealing surface. In other words, the sealing force generated by the sealing control pressure in the sealing effect control chamber is used to press the second sealing element against the first sealing element, to bring about a sealing effect between them, and to press the first sealing element against the cylindrical sealing surface, in order to likewise achieve a sealing effect here bring about.

For a preferred embodiment, the sealing control pressure in the sealing action control chamber acts on the sealing unit in the radial direction, which means that the sealing unit has a degree of freedom oriented in the radial direction in the manner of a displaceable piston. This creates a sealing force that also acts in the radial direction. The sealing unit then presses the sealing unit against a cylindrical sealing surface of a rotary lead-through part, in particular the rotor.

• - geradlinig sein kann,
• - im Bereich der axialen Ränder eine Phase aufweisen kann,
• - einen kurvenförmigen Verlauf aufweisen kann oder
• - konvex ausgebildet sein kann.

The two aforementioned sealing elements can be designed in any way within the scope of the invention. It is possible that the first sealing element is an inherently rigid sliding ring. The outer circumferential surface of the slide ring is adapted to the contact with the cylindrical sealing surface, so that it is, for example, in a semi-longitudinal section

• - can be straightforward,
• can have a phase in the region of the axial edges,
• - can have a curved course or
• - Can be convex.

On the other hand, the inner surface of the slide ring is adapted to the contact with the second sealing element, so that the inner surface can likewise have a rectilinear semi-longitudinal section or can be of any curved shape or can be concave.

The second sealing element can be designed as a flexible and / or elastic sealing ring. The sealing ring is preferably produced in an injection molding process or by means of compression molding. The sealing ring can be made of an elastic plastic, rubber, perfluorinated rubber (FFKM or FFPM), polyethylene (PE) or polytetrafluoroethylene (PTFE), to name just a few examples which do not limit the invention. The sealing ring can have any cross-section, for example it can be designed as an O-ring (including the embodiments which are standardized in ISO 3601), as a round ring, as a zero ring, quad ring or X-ring, to give some examples which do not restrict the invention call.

If an inherently rigid slide ring is used as the first sealing element, this must nevertheless be elastically expanded radially depending on the pressurization with the seal control pressure and it must be possible that the diameter automatically decreases elastically when the seal control pressure is reduced. If the inherently rigid slide ring is designed to be closed in the circumferential direction, the radial widening may require large acting forces which have to be brought about by the seal control pressure.

The design of the slide ring with its own rigidity can be used to ensure that the seal ring is applied with an elastic deformation, for example an expansion thereof, when the seal control pressure is applied. As a result of this expansion of the slide ring, the sealing unit can be brought into contact with the sealing surface, with which the sealing effect can be actively generated. It is also possible that an existing sealing effect is actively reinforced due to the widening of the slide ring. If the sealing control pressure is then reduced or eliminated, the pressing force of the sealing unit against the sealing surface should be reduced or the sealing unit should even be moved completely away from the sealing surface, so that there is no longer any frictional contact between the sealing unit and the sealing surface. This restoring movement, which is associated with a reduction in the diameter of the sliding ring, can be brought about as a result of the elasticity of the inherently rigid sliding ring: if the expanding force acting on the sliding ring from the sealing control pressure is eliminated, the elasticity of the inherently rigid sliding ring provides a restoring force, which leads to the reduction of the diameter and the reduction of the sealing effect or the complete elimination of the contact between the slide ring and the sealing surface.

For a proposal of the invention, the inherently rigid slide ring is equipped with a slot which enables the diameter to be changed simply as a result of the sealing control pressure. In this case, the sections of the slide ring are subjected to bending as a result of the force generated by the sealing control pressure such that the curvature of the slide ring and thus the diameter of the slide ring change. With the change of The slot of the slide ring can then open or close in diameter.

It is possible that the slot is sealed by an additional sealing element between the end faces delimiting the slot. This additional sealing element can be, for example, elastomeric material injected into the slot or a further sealing element is arranged upstream and / or downstream of the slot in the axial direction. However, it is also possible that the reduction in the sealing effect in the area of the slot is reduced to an acceptable level by the slot not being formed in a straight line. It is possible that the slot is curved, reciprocating, meandering, labyrinthine or with steps. Depending on the design of the slot with regard to the shape and / or the slot width, the throttling effect can be predetermined, with which the impairment of the sealing effect in the area of the slot can then also be influenced. Under certain circumstances, however, a certain flow through the slot, that is to say a limited impairment of the sealing effect, is also desired within the scope of the invention, since a certain flow through the contact surface between the inherently rigid sliding ring and the sealing surface can be generated in a targeted manner, this flow then also serving for this purpose can, apart from the inherently rigid sealing ring, flow through existing gaps between the two rotary leadthrough parts, with which they can be cleaned of particles and / or the entry of particles can be avoided.

For a proposal of the invention, the rigidity of the sealing unit and in particular of the sliding ring is dimensioned such that the radius of the sealing unit or of the sliding ring can be increased elastically with an increase in the sealing control pressure acting in the sealing action control chamber. As a result of this enlargement, the sealing unit or the sliding ring is pressed against the sealing surface with an increasing contact pressure, with which the sealing effect and the sealing force can be specifically increased. Alternatively or cumulatively, the radius of the sealing unit or the sliding ring can be elastically reduced with a reduction in the sealing control pressure acting in the sealing action control chamber. In this way, the sealing effect and the sealing force between the sealing unit or the sliding ring and the sealing surface can be reduced.

For a possible configuration of the vehicle wheel rotating union, the sealing action control chamber and the transition area are pneumatically connected to one another. To give just one example, which does not restrict the invention, a seal control channel leading to the sealing action control chamber and the channel leading to the transition area can be connected via a branch to the same channel or connection of the rotary union part. In this case, for example, the same pressure can be present in the sealing action control chamber and the transition area. But it is also possible that by means of a pressure reducer arranged in one of the channels mentioned, due to a throttling effect u. Ä. Despite the connection to the same connection or the same channel in the sealing effect control chamber on the one hand and the transition area on the other hand, different pressures act. The previously explained pneumatic connection of the sealing action control chamber and the transition area can ensure in a simple manner that a sealing control pressure is only generated in the sealing action control chamber and thus also a generation or increase of the contact pressure of the sealing unit against the sealing surface (and thus a Friction and wear occur when the transition area is also pneumatically actuated, which automatically creates the sealing effect when this is necessary, since a working medium is also to be transferred via the transition area.

For another embodiment of the invention, the seal control chamber on the one hand and the transition area on the other hand are pneumatically separated from one another in the rotary feed-through part. It is possible that the sealing action control chamber is connected to a seal control connection via separate pneumatic channels, while the transition area is connected via channels to another connection of the same rotary union part (in particular a supply input connection or a control input connection). This configuration makes it possible for the seal control pressure on the one hand and the pressure in the transition area on the other hand to be specifiable independently of one another. The height of the sealing control pressure can thus also be specified separately, with which the required sealing effect can then be guaranteed in order to transmit the pressure in the transition area without excessive leaks.

It is possible that the vehicle wheel rotating union has permanent lubrication of the bearing, via which the rotating union parts are directly supported against each other. If it is necessary that the bearing is lubricated according to the schedule, the vehicle wheel rotary feedthrough can have a lubricant connection for a proposal of the invention. This lubricant connection is then connected to the bearing, via which the rotary feed-through parts are rotatably mounted with respect to one another. Here, the bearing can also be connected to the sealing units via an intermediate space between the rotary feedthrough parts. It must be avoided that lubricants are added to the sealing units first channel, the transition area and / or the second channel, that is, the branch of the working medium. This can be accomplished by pressurizing both the sealing effect control chamber and the transition area when the sealing action control chamber and the transition area are pneumatically connected. However, it is also possible that when the sealing effect control chamber and the transition area are pneumatically separated, the channels and the transition area are not pressurized and only the sealing effect control chamber is acted upon by the sealing control pressure. In the latter case, u. The level of the seal control pressure may also be specifically selected so that lubricant leakage is reliably excluded.

A further solution to the object on which the invention is based is represented by a vehicle wheel assembly. This has a vehicle wheel carrier, for example an axle body, a vehicle wheel holder and the like. Ä., on which a vehicle wheel is rotatably held. The vehicle wheel has a tire. The vehicle wheel assembly according to the invention also has a tire inflation device which is intended to ensure that the tire has a predetermined pressure. It is quite possible that different pressures in the tire can also be set by means of the tire inflation device. For example, a higher pressure in the tire can be set for driving the vehicle on the road than for driving the vehicle on a field soil. The tire inflation device used in the context of the invention has a supply line for a first variant. The supply line starts from the vehicle wheel carrier and is connected to a supply input connection of the rotary feed-through part designed as a stator. The supply line provides a supply pressure via which the tire can be ventilated, that is, filled or increased. Here, the supply pressure can be provided permanently or depending on the position of a supply valve, which can be held on the vehicle wheel carrier, for example. For another variant, the tire inflation device has a control line which is connected to a control input connection of the vehicle wheel rotating union. The control line also starts from the vehicle wheel carrier. Aeration, locking and / or deflating of the tire can be controlled via the control line, the control pressure in the control line preferably being used to control a tire pressure control valve (in particular a ventilation valve) which is arranged downstream of the vehicle wheel rotating union and with which Vehicle wheel rotates. The tire inflation device preferably has both a supply line and a control line, the control pressure in the control line then also being able to control whether the pressure in the supply line is supplied to the tire, the supply line is shut off and / or the tire is deflated he follows.

For this proposal of the invention, the tire inflation device has a vehicle wheel rotating union, as has been described above. A transmission of the supply pressure and / or the control pressure can then take place via the vehicle wheel rotary leadthrough, in which the supply line or the control line is connected to the first channel, the transition area and the second channel.

In particular, for this configuration, the vehicle wheel is held on the vehicle wheel carrier via a wheel bearing. The vehicle wheel rotary leadthrough can then be connected in parallel to the flow of force from the vehicle wheel via the wheel bearing to the vehicle wheel carrier, wherein the vehicle wheel rotary leadthrough can be spaced apart and formed separately from the wheel bearing. It is possible, for example, that the second rotary feed-through part is attached to the vehicle wheel so that it rotates with the vehicle wheel and is designed as a rotor. On the other hand, the first rotary feed-through part is connected to the vehicle wheel carrier via the connected lines and via a torque support, with which it is designed as a stator. In this case, the rotating union is subjected to minimal forces, but provides the required degree of freedom of rotation and the pneumatic transmission. By means of the torque support, the force for preventing the rotation of the first rotary feed-through part can be absorbed in such a way that this force does not stress the connected lines.

Another solution to the problem on which the invention is based is a self-propelled work machine in which a vehicle wheel assembly of the type explained above is used. It is possible here that a vehicle wheel assembly of the type explained above is used on several or all of the vehicle wheels of the self-propelled working machine. The self-propelled work machine is an agricultural machine, tractor, harvester and. trained.

• Zunächst erfolgt eine Beaufschlagung eines Steuer-Eingangsanschlusses, insbesondere des als Stator ausgebildeten Drehdurchführungsteils, mit einem Steuerdruck. Alternativ kann ein Versorgungs-Eingangsanschluss des als Stator ausgebildeten Drehdurchführungsteils mit einem Versorgungsdruck beaufschlagt werden. Infolge dieser Beaufschlagung erfolgt auch eine Beaufschlagung einer Dichtwirkungs-Steuerkammer mit einem Dichtungs-Steuerdruck. Hierbei kann der Dichtungs-Steuerdruck dem Steuerdruck an dem Steueranschluss oder dem Versorgungsdruck an dem Versorgungsanschluss entsprechen. Möglich ist aber auch, dass der Dichtungs-Steuerdruck separat über einen weiteren Dichtungs-Steueranschluss bereitgestellt wird. Auf diese Weise wird dann eine Dichtkraft erzeugt, mittels welcher eine Dichtwirkung mindestens einer Dichteinheit herbeigeführt wird oder eine bereits vorhandene Dichtwirkung erhöht wird. Ist hingegen eine Dichtwirkung der Dichteinheit überhaupt nicht mehr erforderlich oder kann diese reduziert werden, wird in einem weiteren Verfahrensschritt der Dichtungs-Steuerdruck in der Dichtwirkungs-Steuerkammer reduziert. Dies hat eine Reduzierung der Dichtkraft und damit eine Reduzierung der Dichtwirkung mindestens einer Dichteinheit zur Folge. Somit kann die Dichtwirkung reduziert oder vollständig beseitigt werden, wenn mittels der Fahrzeugrad-Drehdurchführung im Bereich des Übertragungskanals kein Versorgungsdruck oder Steuerdruck übertragen werden soll. Hierdurch kann die Reibung und kann der Verschleiß der Dichteinheit der Fahrzeugrad-Drehdurchführung reduziert werden.

A vehicle wheel rotating union according to the invention can be operated, for example, in the following way:

• First of all, a control pressure is applied to a control input connection, in particular the rotary feed-through part designed as a stator. Alternatively, a supply input connection of the rotary feed-through part designed as a stator can be supplied with a supply pressure. As a result of this application, a sealing control pressure is also applied to a sealing action control chamber. Here, the sealing control pressure can correspond to the control pressure at the control connection or the supply pressure at the supply connection. However, it is also possible for the seal control pressure to be provided separately via a further seal control connection. In this way, a sealing force is then generated, by means of which a sealing effect is brought about at least one sealing unit or an already existing sealing effect is increased. If, on the other hand, a sealing effect of the sealing unit is no longer required or can be reduced, the sealing control pressure in the sealing effect control chamber is reduced in a further method step. This results in a reduction of the sealing force and thus a reduction in the sealing effect of at least one sealing unit. The sealing effect can thus be reduced or completely eliminated if no supply pressure or control pressure is to be transmitted in the region of the transmission channel by means of the vehicle wheel rotating union. As a result, the friction and the wear of the sealing unit of the vehicle wheel rotating union can be reduced.

It is optionally possible that a lubricant connection with a lubricant for a bearing of the vehicle wheel rotating union and a seal control connection are acted upon at the same time with a seal control pressure. As a result of this simultaneous action, when the bearing is lubricated via the lubricant connection, it can be avoided that the lubricant passes into the transition area. Under certain circumstances, the sealing control pressure during such lubrication of the bearing can also be selected to be higher than is the case if no lubrication takes place, but a supply pressure or a control pressure is to be transmitted via the vehicle wheel rotating union.

Advantageous further developments of the invention result from the protective claims, the description and the drawings.

The advantages of features and of combinations of several features mentioned in the description are only examples and can have an alternative or cumulative effect without the advantages necessarily having to be achieved by embodiments according to the invention.

The following applies with regard to the disclosure content - not the scope - of the original application documents and the patent: Further features can be found in the drawings - in particular the geometries shown and the relative dimensions of several components to one another, as well as their relative arrangement and operative connection. The combination of features of different embodiments of the invention or of features of different protection claims is also possible in a departure from the selected back-relationships of the protection claims and is hereby suggested. This also applies to those features which are shown in separate drawings or mentioned in the description.

These features can also be combined with features of different protection claims. Likewise, features listed in the protection claims can be omitted for further embodiments of the invention, but this does not apply to the independent protection claims of the granted patent.

The number of features mentioned in the protection claims and in the description are to be understood in such a way that exactly this number or a greater number than the number mentioned is present without the explicit use of the adverb “at least” being required. If, for example, an element is mentioned, it is to be understood that there is exactly one element, two elements or more elements. These characteristics can be supplemented by other characteristics or the only characteristics that make up the respective product.

The reference symbols contained in the protection claims do not represent any restriction of the scope of the objects protected by the protection claims. They only serve the purpose of making the protection claims easier to understand.

Figure list

• 1 zeigt schematisch eine Reifenfülleinrichtung 1 mit einer Fahrzeugrad-Drehdurchführung.
• 2 zeigt in einem Längshalbschnitt eine Ausführungsform einer Fahrzeugrad-Drehdurchführung.
• 3 und 4 zeigen eine weitere Ausführungsform einer Fahrzeugrad-Drehdurchführung, wobei 3 einen Halblängsschnitt für einen Umfangswinkel zeigt, in welchem ein Steuer-Eingangsanschluss angeordnet ist, während 4 einen Halblängsschnitt für einen Umfangswinkel zeigt, in welchem ein Dichtungs-Steueranschluss angeordnet ist.
• 5 zeigt schematisch eine weitere Ausgestaltung einer Reifenfülleinrichtung mit einer Fahrzeugrad-Drehdurchführung, die beispielsweise gemäß 3 und 4 ausgebildet sein kann.
• 6 zeigt in einem Halblängsschnitt eine Fahrzeugrad-Drehdurchführung 11, die grundsätzlich entsprechend dem Ausführungsbeispiel in 3 und 4 ausgebildet sein kann, aber ergänzend einen Schmiermittelkreislauf aufweist.
• 7 und 8 zeigen eine Fahrzeugrad-Drehdurchführung in einer räumlichen Vorderansicht und Rückansicht.
• 9 zeigt ein Teilumfangssegment eines ersten Drehdurchführungsteils einer Fahrzeugrad-Drehdurchführung mit Dichteinheiten, einem Kanal und Wälzkörpern eines Lagers zur Lagerung der Drehdurchführungsteile.
• 10 zeigt schematisch eine Fahrzeugrad-Baugruppe in einem Längsschnitt.
• 11 zeigt die Fahrzeugrad-Baugruppe gemäß 10 in einer Vorderansicht.
• 12 zeigt einen Teilquerschnitt der Fahrzeugrad-Baugruppe gemäß 10 und 11 bei Schnittführung durch den Fahrzeugradträger und Blickrichtung von hinten.
• 13 zeigt einen Teillängsschnitt durch die Fahrzeugrad-Baugruppe gemäß 10 bis 12, wobei hier die Schnittführung um 90° verdreht ist gegenüber der Schnittführung in 10 und die Fahrzeugrad-Drehdurchführung nicht geschnitten dargestellt ist.

The invention is further explained and described below with reference to preferred exemplary embodiments illustrated in the figures.

• 1 shows schematically a tire inflation device 1 with a vehicle wheel rotating union.
• 2nd shows in a longitudinal half section an embodiment of a vehicle wheel rotating union.
• 3rd and 4th show a further embodiment of a vehicle wheel rotating union, wherein 3rd shows a half longitudinal section for a circumferential angle, in which a control input connection is arranged, while 4th shows a semi-longitudinal section for a circumferential angle, in which a seal control connection is arranged.
• 5 schematically shows a further embodiment of a tire inflation device with a vehicle wheel rotating union, which, for example, according to 3rd and 4th can be trained.
• 6 shows a semi-longitudinal section of a vehicle wheel rotating union 11 which basically correspond to the embodiment in 3rd and 4th can be formed, but additionally has a lubricant circuit.
• 7 and 8th show a vehicle wheel rotating union in a spatial front view and rear view.
• 9 shows a partial peripheral segment of a first rotating union part of a vehicle wheel rotating union with sealing units, a channel and rolling elements of a bearing for mounting the rotating union parts.
• 10th schematically shows a vehicle wheel assembly in a longitudinal section.
• 11 shows the vehicle wheel assembly according to 10th in a front view.
• 12th shows a partial cross section of the vehicle wheel assembly according to 10th and 11 when cutting through the vehicle wheel carrier and looking from behind.
• 13 shows a partial longitudinal section through the vehicle wheel assembly according to 10th to 12th , where the cut is rotated by 90 ° compared to the cut in 10th and the vehicle wheel rotating union is not shown in section.

FIGURE DESCRIPTION

1 shows schematically a pneumatic tire inflation device 1 for a vehicle wheel 2nd with a tire 3rd , its filling by means of the tire inflation device 1 is controlled or regulated. For this purpose the vehicle wheel has 2nd via a pressure sensor 4th that the pressure in the tire 3rd detected. The measurement signal of the pressure sensor 4th is preferably transmitted wirelessly to a control unit, not shown here. With the vehicle wheel 2nd rotates a tire pressure control valve 5 which on the vehicle wheel 2nd is fixed and rotates with it. The tire pressure control valve 5 has a pneumatic tire pressure control connection 6 , a tire pressure vent connection 7 and tire pressure supply connection 8th . The tire pressure supply connection 8th is via a tire pressure supply line 9 with a supply output connector 10th a vehicle wheel rotating union 11 connected. The tire pressure control connection is corresponding 6 via a tire pressure control line 12th with a control output connector 13 the vehicle wheel rotating union 11 connected. In the tire pressure supply line 9 is a check valve 14 arranged, which is a flow from the supply outlet port 10th the vehicle wheel rotating union 11 towards the tire pressure supply connection 8th allows, but blocks an opposite flow.

The vehicle wheel rotating union 11 has a first rotating union part 15 which as a stator 16 is trained. Opposite the first rotating union part 15 is one as a rotor 17th trained second rotary union part 18th by means of a warehouse 19th rotatably mounted. The supply output connector 10th and the control output connector 13 are on the second rotary union part 18th intended. In contrast, the first rotary feed-through part has 15 via a supply input connection 20th and a control input port 21 . The vehicle wheel rotating union 11 enables a completely or largely sealed transmission of the supply pressure at the supply inlet connection 20th to the supply output connector 10th as well as the control pressure at the control input connection 21 to the control output connector 13 despite the rotary relative movement between the rotating parts 15 , 18th .

The specification of the pressure at the supply inlet connection 20th (and thus at the tire pressure supply connection 8th of the tire pressure control valve 5 ) takes place via a supply valve 22 . The control pressure is specified in a corresponding manner at the control input connection 21 (and thus at the control connection 6 of the tire pressure control valve 5 ) via a control valve 23 .

For the illustrated embodiment, the supply valve 22 and the control valve 23 designed as electrically controlled or electro-pneumatically pilot operated 3/2-way valves, each with a ventilation position in which a supply pressure or a control pressure is generated, and a ventilation position in which the supply input connection 20th or the control input connection 21 is vented.

The control of the supply valve 22 and the control valve 23 takes place via a control unit, which is preferably the control unit to which the measurement signal of the pressure sensor is also sent 4th is transmitted.

• - der Bereitstellung eines eingangsseitigen Drucks für das Versorgungsventil 22 und das Steuerventil 23 mit einem Hochdruck-Kreis und einem Niederdruck-Kreis unter Verwendung einer Druckerhöhungseinrichtung wie einer Pumpe oder eines Druckboosters,
• - des Einsatzes von Druckbehältern in einem Hochdruckpfad und/oder einem Niederdruckpfad,
• - der Überbrückung der Druckerhöhungseinrichtung über eine Bypassleitung,
• - einer Druckluftversorgung mehrere Reifen über eine Reifendruckregeleinrichtung u. ä. wird auf die nicht vorveröffentlichte europäische Patentanmeldung EP 19 170 638.1 der Anmelderin verwiesen, deren diesbezügliche Offenbarung zum Gegenstand der vorliegenden Anmeldung gemacht wird.

With regard to further information and configurations of the tire inflation device 1 , especially regarding

• - the provision of an inlet-side pressure for the supply valve 22 and the control valve 23 with a high pressure circuit and a low pressure circuit using a pressure increasing device such as a pump or a pressure booster,
• the use of pressure vessels in a high pressure path and / or a low pressure path,
• - bridging the pressure increasing device via a bypass line,
• - A compressed air supply several tires via a tire pressure control device u. Ä. is on the unpublished European patent application EP 19 170 638.1 referred to the applicant, the disclosure of which is made the subject of the present application.

• Soll der Reifen 3 befüllt werden oder der Druck in dem Reifen 3 erhöht werden, wird das Versorgungsventil 22 in die Belüftungsstellung gesteuert, während das Steuerventil 23 ohne elektrische Beaufschlagung infolge der Wirkung der Feder in der Entlüftungsstellung bleibt. Der von dem Versorgungsventil 22 ausgesteuerte Versorgungsdruck wird über die Fahrzeugrad-Drehdurchführung 11 und über das in diese Richtung öffnende Rückschlagventil 14 an den Reifendruck-Versorgungsanschluss 8 des Reifendruckregelventils 5 übertragen. Ohne in der Reifendruck-Steuerleitung 12 anliegenden Steuerdruck befindet sich das Reifendruckregelventil 5 infolge der Feder desselben in der Belüftungsstellung, so dass über das Reifendruckregelventil 5 die Druckluft zu dem Reifen 3 gelangen kann.

Operation of the tire inflator 1 according to 1 is preferably as follows:

• Should the tire 3rd be filled or the pressure in the tire 3rd will be increased, the supply valve 22 controlled in the ventilation position while the control valve 23 remains in the vent position without electrical loading due to the action of the spring. The one from the supply valve 22 controlled supply pressure is via the vehicle wheel rotating union 11 and via the check valve opening in this direction 14 to the tire pressure supply connection 8th of the tire pressure control valve 5 transfer. Without in the tire pressure control line 12th The tire pressure control valve is located at the control pressure 5 due to the spring of the same in the ventilation position, so that via the tire pressure control valve 5 the compressed air to the tire 3rd can reach.

Is the desired pressure in the tire 3rd the supply valve is reached or if the pressure is to be maintained 22 transferred to the ventilation position while the control valve 23 the vent position 23 occupies or maintains. Because the tire pressure control line 12th is not under pressure, the tire pressure control valve takes 5 the ventilation position on or remains in this.

As a result, the pressure in the tire 3rd at the outlet of the check valve 14 is present during the input of the check valve 14 is depressurized because the supply valve 22 is in the vent position. The check valve 14 locks the tire 3rd so that its pressure remains unchanged. The advantage of this is that the vehicle wheel rotating union 11 is not pressurized in this condition, which has the consequence that the sealing units 45 , 46 , 52 , 53 , through which the rotating parts 15 , 18th are sealed against each other, are not subjected to these pressures, which reduces friction and wear.

Should the pressure in the tire 3rd will be reduced, the supply valve 22 transferred to or remains in the vent position while the control valve 23 is transferred to the ventilation position or remains in it. As a result, the tire pressure control line 12th the tire pressure control connection 6 is pressurized so that the tire pressure control valve 5 is switched into the vent position. In the venting position of the tire pressure control valve 5 becomes the tire 3rd then vented.

While 1 the vehicle wheel rotating union 1 shows highly schematized is in 2nd a possible embodiment of a vehicle wheel rotating union 11 shown in a semi-longitudinal section and in greater constructive detail.

The vehicle wheel rotating union 11 is formed overall like a ring, the contour of the ring in the half-length section shown being determined by the outer contours of the rotary lead-through parts 15 , 18th . Here is the second rotating union part for assembly reasons 18th formed in two parts. A support of the second rotary feed-through part that enables rotation 18th on the first rotating union part 15 is through a central bearing 19th allows, being on the rolling elements 24th of the camp 19th on the one hand, the outer surface of the rotating union part 15 as well as the two parts of the rotating union part 18th are supported with their inner surfaces or their mutually facing end regions. The warehouse preferably has 19th via a bearing cage for the rolling elements 24th .

2nd shows the vehicle wheel rotating union 11 in the area of the semi-longitudinal section, which shows the transfer of the supply pressure. For this purpose, the rotating union has 15 over a first channel 25th . The second rotary union part 18th has a second channel 26 . In the transition area from the first channel 25th of the first rotating union part 15 to the second channel 26 of the second rotating union part 18th is a transition area 27 educated. The first channel 25th goes from the supply input port 20th out. The second channel 26 leads to the supply output connection 10th .

For the exemplary embodiment shown, the first channel has 25th via an axial bore 28 by the supply input connector 20th goes out and is designed as a blind hole, and one from the axial bore 28 outgoing tap hole 29 that up to the outer surface of the rotating union 15 leads.

The second channel 26 starts from a circumferential groove running in the circumferential direction 30th over into a connection section 61 with an enlarged cross-section over which the supply output connection 10th provided.

From the axial bore 28 (or the tap hole 29 ) branches on both sides of the tap hole 29 one branch line channel each 31 , 32 from. The branch line channel 31 , 32 leads to a sealing effect control chamber 33 , 34 , which can only extend in at least a partial circumferential area, but preferably extends over the entire circumference and is designed as a circumferential groove. The branch line channels 31 , 32 thus form sealing control channels 75 , 76 . The sealing effect control chambers 33 , 34 and the associated seal control channels 75 , 76 are in the axial direction on both sides of the tap hole 29 and the transition area 27 arranged. In the sealing effect control chambers 33 , 34 is a sealing element 35 , 36 arranged. The sealing elements 35 , 36 are so biased into the sealing control chambers 33 , 34 used that this by means of axial sealing surfaces 37 , 38 (in the 2nd only for the sealing element 36 are shown) on the delimiting walls of the sealing action control chambers 33 , 34 be pressed. The sealing elements 35 , 36 form a kind of (ring) piston in the sealing effect control chambers 33 , 34 so that this by pressurizing the sealing control chambers 33 , 34 can be loaded like a piston in the radial direction and are displaceable or deformable in this direction.

Between the sealing elements 35 , 36 and cylindrical sealing surfaces 39 , 40 , the inner surfaces of the second rotating part 18th are sealing elements 41 , 42 trapped and (at least when supply pressure is present at the supply inlet connection 20th ) tense. When supply pressure is present at the supply inlet connection 20th and thus in the sealing effect control chambers 33 , 34 become the sealing elements 35 , 36 radially outwards against the sealing elements 41 , 42 pressed, which is between the sealing elements 35 , 41 respectively. 36 , 42 Sealing surfaces 43 , 44 form.

The pairs of sealing elements 35 , 41 respectively. 36 , 42 form sealing units 45 , 46 . The sealing units 45 , 46 extend like a ring in the circumferential direction around the axis of rotation of the vehicle wheel rotating union 11 . The sealing elements 35 , 36 are preferably as O-rings 47 , 48 educated. In contrast, the sealing elements 41 , 42 as inherently stiff slide rings 49 , 50 or wear rings.

Supply compressed air can be supplied from the supply input port through the first channel 25th , the transition area 27 , the second channel 26 to the supply output connector 10th arrive, despite the relative rotation of the rotary union 18th opposite the rotary union part 15 through the sealing units 45 , 46 a seal is guaranteed.

In the semi-longitudinal section according to 2nd is also a circumferential groove 51 with assigned sealing units 52 , 53 can be seen here axially on the other side of the bearing 19th are arranged. The circumferential groove 51 is on in 2nd not shown in a circumferentially offset partial longitudinal section connected to the control output connection 13 via a corresponding second channel of the rotating union part 18th , while in this circumferentially offset longitudinal longitudinal section, a first channel of the rotary feed-through part 15 with the control input connector 21 connected is. In this way, using the vehicle wheel rotating union 11 the control pressure is also transmitted.

This configuration of the vehicle wheel rotating union 11 is in 1 represented symbolically with the sealing units 45 , 46 , 52 , 53 , the branch line channels 31 , 32 as well as the sealing units 52 , 53 assigned branch line channels 54 , 55 .

In 3rd and 4th is the vehicle wheel rotating union for a modified embodiment 11 shown with semi-longitudinal sections generated in different circumferential angles. In the semi-longitudinal section according to 3rd it can be seen that (basically as before for 2nd explained) a first channel 56 in the form of a blind hole-shaped axial bore 57 by the control input connector 21 goes out, and a tap hole 58 is formed. There is a transmission over a transition area 59 to the second channel 60 with the circumferential groove 51 is formed and (in a half longitudinal section, not shown here) via a connecting section 61 with the control output connector 13 connected is. It can be seen in 3rd also the sealing via the two sealing units 52 , 53 . Here, the sealing units 52 , 53 associated sealing effect control chambers 62 , 63 but not with the pressure at the control input port 21 acted upon. Rather, the semi-longitudinal section that is in 4th is shown, an additional seal control connection 64 with assigned axial bore 65 and branching therefrom to the sealing action control chambers 62 , 63 leading branch line channels 54 , 55 available. Via a seal control valve 68 can be a seal control pressure for the Seal control connection 64 and thus for the application of the sealing effect control chambers 62 , 63 are generated so that the sealing force of the sealing units 52 , 53 regardless of the transferred control pressure at the control input port 21 is present, can be specified.

In 5 is basically a tire inflation system 1 according to 1 shown. However, the seal control pressure does not correspond to the pressure that is to be transferred via the cross-section and that in 1 through the supply valve 22 and the control valve 23 is specified. Rather, here is an additional seal control valve 68 available. The seal control valve 68 is controlled electronically or electro-pneumatically and is designed as a 3/2-way valve with a ventilation position and a ventilation position. The one from the seal control valve 68 Actuated pressure in this case is a seal control connection 64 fed. From the seal control port 64 the sealing control pressure then reaches the sealing action control chambers of the sealing units 45 , 46 , 52 , 53 . Thus, the control of the sealing effect and the contact pressure of the sealing units 45 , 46 , 52 , 53 independent of the control of the supply valve 22 and the control valve 23 respectively.

6 shows the optional equipment of the rotating union 15 with a lubricant connection 70 . From the lubricant connection 70 can use a lubricant through an axial bore 71 and a radial tap hole 72 to the camp 19th reach. It is optionally possible that from the tap hole 72 axial tap holes in both axial directions 73 , 74 branch off. About the stitch holes 73 , 74 the lubricant can also add additional running or bearing surfaces or gaps between the rotating parts 15 , 18th be fed. Such a lubricant supply is preferably found in accordance with 6 Use together with a tire inflation device 1 according to 5 , in which the generation of a seal control pressure separately via a seal control valve 68 he follows. Lubrication of the vehicle wheel rotating union should then be carried out 11 by acting on the lubricant connection 70 with the lubricant, pressure can be applied to the seal control pressure via the seal control valve during lubrication 68 take place, with an overflow of lubricant via the sealing units 45 , 46 , 52 , 53 to the transition area 27 can be avoided.

7 and 8th show the vehicle wheel rotating union 11 in a spatial front and rear view. The partial rings can be seen here 77 , 78 of the rotating union part 18th and the rotary union part 15 , the supply output connector 10th , the control output connector 13 and connections 79 of the first rotating union part 15 , which is, for example, a supply input connection 20th , a control input connector 21 and / or a seal control connection 64 can act. It is possible for the connections on the output side to be on the lateral surface of the second rotating union part 18th are provided. Alternatively or cumulatively, an axial end face of the second rotary feed-through part can also be used 18th connections 80 be provided, this at least one connection 80 for example a supply output connection 10th and / or a control output connector 13 can be. Furthermore, on the first rotary feed-through part 15 a mounting section 81 , in particular a mounting hole, may be provided.

9 shows in a spatial intention a partial circumferential section of the rotary union part 15 with the rolling elements 24th of the camp 19th and the pairs of sealing units 52 , 53 such as 45 , 46 . Here is the tap hole 29 of the first channel 25th for the transmission of the supply pressure in the circumferential section shown, while the tap hole 58 of the first channel 25th for the control pressure, which is between the sealing units 52 , 53 is not arranged in the circumferential section shown.

It can be seen in 9 that the sealing units 45 , 46 , 52 , 53 , namely as slide rings 49 , 50 trained sealing elements 41 , 42 , one slot each 69 exhibit. The slots are for the illustrated embodiment 69 not straight, but rather they are stair-shaped, with transverse surfaces 82 have a first distance or rest directly against one another while allowing sliding movement, during end faces 83 , 84 whose surface normals are oriented in the circumferential direction have a second distance that is greater than the first distance. This second distance depends on the elastic expansion of the slide rings 49 , 50 . By the spacing of the transverse surfaces 82 and the end faces 83 , 84 a throttling effect can be specified for the transfer of compressed air. Through the slot 69 can leakage flow the sealing units 45 , 46 , 52 , 53 happen, which may be desired to a (guide) gap 85 between the rotary union parts 15 , 18th is formed to flow through. This flow through the gap 85 can help remove particles from the gap 85 discharge into the environment and entry of particles or contaminants into the gap 85 to avoid. Here, the gap 85 also be designed as a kind of labyrinth gap.

10th shows a longitudinal section of a vehicle wheel assembly 86 . The vehicle wheel Assembly 86 has a vehicle wheel carrier 87 . On the vehicle wheel carrier 87 is about a wheel bearing not shown in detail 88 the vehicle wheel 2nd stored so that over the wheel bearing 88 the wheel load of the vehicle wheel 2nd is supported. The vehicle wheel 2nd has a rim 89 . On the vehicle wheel carrier 87 are the supply valve 22 , the control valve 23 and the seal control valve 68 held, one of which is a supply line 90 a control line 91 and a seal control line 92 going out. The supply line 90 is connected to the supply input connector 20th the vehicle wheel rotating union 11 . The control line 91 is connected to the control input connector 21 the vehicle wheel rotating union 11 . The seal control line 92 is connected to the seal control connection 64 the vehicle wheel rotating union 11 .

The second rotary union part 18th is attached to the rim 89 . On the other hand, the first rotating union part is supported 15 via a torque arm 93 on the vehicle wheel carrier 87 from. Here is the vehicle wheel carrier 87 opposite end area of the torque arm 93 on the attachment section 81 of the first rotating union part 15 attached.

For the embodiment which in 10th is shown, are those on the axial end face of the second rotary union part 18th arranged connections 80 the vehicle wheel rotating union 11 used. From this extends (through appropriate holes and connections of the rim 89 ) the tire pressure supply line 9 and the tire pressure control line 12th to the tire pressure control valve 5 whose output connection is the rim well 94 the rim 89 interspersed and directly into the interior of the tire 3rd flows.

It can be seen in 10th also the pressure sensor 4th that the pressure in the tire 3rd and wirelessly measures the pressure to the control unit, which is the supply valve 22 , the control valve 23 and the seal control valve 68 controls, transmits.

11 shows a front view of the vehicle wheel assembly 86 according to 10th .

According to the detail section 12th can be seen that the torque arm 93 in the fastening area on the vehicle wheel rotating union 11 is fork-shaped, the fork 95 a connector 96 for connecting the supply line 90 and / or the control line 91 and / or the seal control line 92 to the assigned input connections of the vehicle wheel rotating union 11 encompasses in both circumferential directions and in this way on the connector 96 is supported.

In the partial longitudinal section of the vehicle wheel assembly 86 according to 13 which according to the longitudinal section 10th is offset by 90 ° in the circumferential direction, it can be seen that the supply valve 22 , the control valve 23 and the seal control valve 68 Part of a valve unit 97 can be, wherein it is also possible that the control of the sealing control pressure, the control pressure and the supply pressure is carried out by a single valve body taking several different positions.

Reference list

1

Tire inflator

2nd

Vehicle wheel

3rd

tires

4th

Pressure sensor

5

Tire pressure control valve

6

Tire pressure control connection

7

Tire pressure vent connection

8th

Tire pressure supply connection

9

Tire pressure supply line

10th

Supply output connection

11

Vehicle wheel rotating union

12th

Tire pressure control line

13

Control output connector

14

check valve

15

first rotary union part

16

stator

17th

rotor

18th

second rotating union part

19th

warehouse

20th

Supply input connection

21

Control input connector

22

Supply valve

23

Control valve

24th

Rolling elements

25th

first channel

26

second channel

27

Transition area

28

Axial bore

29

Tap hole

30th

Circumferential groove

31

Branch line channel

32

Branch line channel

33

Sealing effect control chamber

34

Sealing effect control chamber

35

Sealing element

36

Sealing element

37

Sealing surface

38

Sealing surface

39

Sealing surface

40

Sealing surface

41

Sealing element

42

Sealing element

43

Sealing surface

44

Sealing surface

45

Sealing units

46

Sealing units

47

O-ring

48

O-ring

49

Slide rings

50

Slide rings

51

Circumferential groove

52

Sealing unit

53

Sealing unit

54

Branch line channel

55

Branch line channel

56

first channel

57

Axial bore

58

Tap hole

59

Transition area

60

second channel

61

Connection section

62

Sealing effect control chamber

63

Sealing effect control chamber

64

Seal control connection

65

Axial bore

68

Seal control valve

69

slot

70

Lubricant connection

71

Axial bore

72

Tap hole

73

Tap hole

74

Tap hole

75

Seal control channel

76

Seal control channel

77

Partial ring

78

Partial ring

79

connections

80

connection

81

Fastening section

82

Transverse surfaces

83

Face

84

Face

85

gap

86

Vehicle wheel assembly

87

Vehicle wheel carrier

88

Wheel bearings

89

rim

90

supply line

91

Control line

92

Seal control line

93

Torque arm

94

Rim well

95

fork

96

Connector

97

Valve unit

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for better information for the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102018101411 A1 [0003, 0007, 0013]
• EP 19170638 [0046]

Claims (14)

Wheel-load-free vehicle wheel rotating union (11) with a) a first rotating union part (15) which has a first channel (25), b) a second rotating union part (18) which can be rotated relative to the first rotating union part (15) and which has a second channel (26 ), c) a transition area (27) formed between the rotary feedthrough parts (15, 18), which ca) pneumatically connects the first channel (25) to the second channel (26) and cb) via a sealing unit (45, 46) Sealing action is sealed, d) a sealing action control chamber (33; 34), since) into which a seal control channel (75; 76) opens, via which the sealing action control chamber (33; 34) can be acted upon with a sealing control pressure and db) which is closed by the sealing unit (45, 46) in the manner of a displaceable piston, the sealing action of the sealing unit (45, 46) being variable as a function of the sealing control pressure in the sealing action control chamber (33; 34) , characterized in that e) the sealing action control chamber (33; 34) is closed except for the connection to the seal control channel (75; 76) so that it does not flow through. Wheel-load-free vehicle wheel rotating union (11) with a) a first rotating union part (15) which has a first channel (25), b) a second rotating union part (18) which can be rotated relative to the first rotating union part (15) and which has a second channel (26 ), c) a transition area (27) formed between the rotary feedthrough parts (15, 18), which ca) pneumatically connects the first channel (25) to the second channel (26) and cb) via a sealing unit (45, 46) Sealing action is sealed, d) a sealing action control chamber (33; 34), since) into which a seal control channel (75; 76) opens, via which the sealing action control chamber (33; 34) can be acted upon with a sealing control pressure and db) which is closed by the sealing unit (45, 46) in the manner of a displaceable piston, the sealing action of the sealing unit (45, 46) being variable as a function of the sealing control pressure in the sealing action control chamber (33; 34) , in particular vehicle wheel rotating union (11) according to Claim 1 , characterized in that e) at least one sealing unit (45, 46) has a first sealing element (41; 42) and a second sealing element (35; 36), one sealing element (35; 36) lying radially on the inside of the other sealing element (41 ; 42) is arranged and the sealing elements (35, 41; 36, 42) are pressed radially against one another. Vehicle wheel rotating union (11) after Claim 2 , characterized in that a) the first sealing element (41; 42) ensures the seal on the cylindrical sealing surface (39; 40) of a rotary feed-through part (18) and b) the second sealing element (35; 36) provides a seal with respect to the sealing action control chamber (33; 34), which is formed in the other rotary lead-through part (15), c) wherein the first sealing element (41; 42) and the second sealing element (35; 36) when the sealing action control chamber (33; 34) is acted upon with the seal control pressure in the radial direction to ensure a seal. Vehicle wheel rotary joint (11) according to one of the preceding claims, characterized in that the sealing control pressure in the sealing action control chamber (33; 34) acts upon the sealing unit (45, 46) in the radial direction with a sealing force and the sealing unit (45, 46) presses against a cylindrical sealing surface (39, 40) of a rotary feed-through part (18). Vehicle wheel rotating union (11) according to one of the Claims 2 to 4th , characterized in that a) the first sealing element (41; 42) is an inherently rigid sliding ring (49; 50) and / or b) the second sealing element (35; 36) is an elastic sealing ring or O-ring (47; 48) . Vehicle wheel rotating union (11) after Claim 5 , characterized in that the inherently rigid slide ring (49; 50) has a slot. Vehicle wheel rotating union (11) after Claim 6 , characterized in that the slot is not rectilinear. Vehicle wheel rotary joint (11) according to one of the preceding claims, characterized in that the rigidity of the sealing unit (45, 46) or of the sliding ring (49; 50) is dimensioned such that a) the radius of the sealing unit (45, 46) or of the sliding ring (49; 50) can be increased elastically with an increase in the sealing control pressure acting in the sealing action control chamber (33; 34), whereby the sealing unit (45, 46) or the sliding ring (49; 50) with an increasing one Contact force can be pressed against the sealing surface (39; 40), and / or b) the radius of the sealing unit (45, 46) or of the sliding ring (49; 50) with a reduction in that acting in the sealing action control chamber (33; 34) Sealing control pressure can be reduced elastically, whereby the sealing force between the sealing unit (45, 46) or the slide ring (49; 50) and the sealing surface (39; 40) is reduced. Vehicle wheel rotary joint (11) according to one of the preceding claims, characterized in that the sealing action control chamber (33; 34) and the transition area (27) are pneumatically connected to one another, so that the sealing control pressure and the pressure in the transition area (27) are interdependent. Vehicle wheel rotary joint (11) according to one of the preceding claims, characterized in that the sealing action control chamber (33; 34) and the transition area (27) are pneumatically separated from one another, so that the sealing control pressure and the pressure in the transition area (27) can be specified independently of one another. Vehicle wheel rotating union (11) after Claim 10 , characterized in that a) there is a control input connection (21) or a supply input connection (20) which is connected to the first channel (25) and via the transition area (27) to the second channel (26), and b) there is a sealing control connection (64) which is connected to the sealing action control chamber (33; 34). Vehicle wheel rotary feedthrough (11) according to one of the preceding claims, characterized in that a lubricant connection (70) is provided which is connected to a bearing (19) via which the rotary feedthrough parts (15, 18) are rotatably mounted relative to one another. Vehicle wheel assembly (86) with a) a vehicle wheel carrier (87), b) a vehicle wheel (2) rotating relative to the vehicle wheel carrier (87) with a tire (3), and c) a tire inflation device (1), which ca) has a supply line (90) which starts from the vehicle wheel carrier (87) and provides a supply pressure via which the tire (3) can be ventilated, or cb) has a control line (91) which starts from the vehicle wheel carrier (87) and via which a ventilation, locking and / or deflation of the tire (3) can be controlled, d) wherein the tire inflation device (1) has a vehicle wheel rotating union (11) according to one of the preceding claims, via which the supply pressure or the control pressure is transmitted by the supply line (90) or the control line (91) via the first channel ( 25), the transition area (27) and the second channel (26), e) wherein in particular the vehicle wheel (2) is mounted on the vehicle wheel carrier (87) via a wheel bearing (88) and the vehicle wheel rotary feedthrough (11) controls the flow of force from the vehicle wheel (2) via the wheel bearing (88) to the vehicle wheel carrier (87 ) is connected in parallel, for which purpose, for example, the second rotary feed-through part (18) is attached to the vehicle wheel (2) and the first rotary feed-through part (15) is connected to the vehicle wheel carrier (87) via the connected lines and via a torque support (93). Self-propelled work machine with at least one vehicle wheel assembly Claim 13 .

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