EP3116727A2 - Système d'alimentation de fluide sous pression, ensemble roue équipé d'un système d'alimentation de fluide sous pression, ainsi que système réparti pour l'alimentation de fluide sous pression - Google Patents

Système d'alimentation de fluide sous pression, ensemble roue équipé d'un système d'alimentation de fluide sous pression, ainsi que système réparti pour l'alimentation de fluide sous pression

Info

Publication number
EP3116727A2
EP3116727A2 EP15713657.3A EP15713657A EP3116727A2 EP 3116727 A2 EP3116727 A2 EP 3116727A2 EP 15713657 A EP15713657 A EP 15713657A EP 3116727 A2 EP3116727 A2 EP 3116727A2
Authority
EP
European Patent Office
Prior art keywords
pressure medium
supply device
unit
wheel
medium supply
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP15713657.3A
Other languages
German (de)
English (en)
Inventor
Konstantin Tsiberidis
Klemens GROSSE-VEHNE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Illinois Tool Works Inc
Original Assignee
Illinois Tool Works Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Illinois Tool Works Inc filed Critical Illinois Tool Works Inc
Priority to EP20190629.4A priority Critical patent/EP3756908B1/fr
Publication of EP3116727A2 publication Critical patent/EP3116727A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00372—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by fluid diagrams
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C73/00—Repairing of articles made from plastics or substances in a plastic state, e.g. of articles shaped or produced by using techniques covered by this subclass or subclass B29D
    • B29C73/04—Repairing of articles made from plastics or substances in a plastic state, e.g. of articles shaped or produced by using techniques covered by this subclass or subclass B29D using preformed elements
    • B29C73/06—Repairing of articles made from plastics or substances in a plastic state, e.g. of articles shaped or produced by using techniques covered by this subclass or subclass B29D using preformed elements using plugs sealing in the hole
    • B29C73/063—Repairing of articles made from plastics or substances in a plastic state, e.g. of articles shaped or produced by using techniques covered by this subclass or subclass B29D using preformed elements using plugs sealing in the hole expandable
    • B29C73/066—Repairing of articles made from plastics or substances in a plastic state, e.g. of articles shaped or produced by using techniques covered by this subclass or subclass B29D using preformed elements using plugs sealing in the hole expandable by mechanical means provided on the plug
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C73/00—Repairing of articles made from plastics or substances in a plastic state, e.g. of articles shaped or produced by using techniques covered by this subclass or subclass B29D
    • B29C73/16—Auto-repairing or self-sealing arrangements or agents
    • B29C73/166—Devices or methods for introducing sealing compositions into articles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00309—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by the location of the components, e.g. valves, sealings, conduits or sensors
    • B60C23/00318—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres characterised by the location of the components, e.g. valves, sealings, conduits or sensors on the wheels or the hubs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00354—Details of valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00363—Details of sealings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/004—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving the control being done on the wheel, e.g. using a wheel-mounted reservoir
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/10—Arrangement of tyre-inflating pumps mounted on vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/10—Arrangement of tyre-inflating pumps mounted on vehicles
    • B60C23/14—Arrangement of tyre-inflating pumps mounted on vehicles operated by the prime mover of the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B39/00—Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups F04B25/00 - F04B37/00
    • F04B39/02—Lubrication
    • F04B39/0284—Constructional details, e.g. reservoirs in the casing
    • F04B39/0292—Lubrication of pistons or cylinders

Definitions

  • Pressure medium supply device wheel unit with a pressure medium supply device and distributed system for pressure medium supply
  • the invention relates to a decentralized integrated pressure medium supply device, in particular for compressed air supply, for a wheel unit with a rotatably mounted vehicle tires.
  • the invention further relates to a wheel unit with an integrated pressure medium supply device and to a distributed system for supplying pressure medium, which has a plurality of wheel units with integrated pressure medium supply devices.
  • Vehicle tires are usually filled with compressed air.
  • the filling with other pressure media is conceivable, for example with nitrogen.
  • Vehicle tires in the sense of the present disclosure may be tubular tires or tubeless tires, for example.
  • Vehicle tires are used for example in passenger cars, buses, commercial vehicles, but also by way of example also in aircraft.
  • Conventional vehicle tires are usually supplied via external connections with a pressure medium, so for example with compressed air or with a nitrogen filling.
  • Usually standardized valves are used for this purpose.
  • Vehicle tires usually have an optimum operating pressure or filling pressure, depending on the respective operating conditions or operating conditions.
  • operating pressures or pressure ranges which can ensure optimum as possible rolling resistance, side guidance, longitudinal guidance, heat generation and / or wear behavior.
  • An existing actual pressure in a tire can vary, for example, with the ambient temperature or the operating temperature within certain limits. Furthermore, in the long term some pressure loss, such as a so-called creeping pressure loss, often can not be completely avoided.
  • Systems are known for vehicles that allow monitoring of the operating pressure or the filling pressure in tires. These can be so-called active or passive systems. For example, passive systems may be designed to determine and compare the rolling circumferences of the tires of an axle. If there are significant differences, this indicates that pressure differences exist in the respective tires.
  • Active systems for compressed air measurement and / or compressed air monitoring usually include sensors for pressure detection, which are integrated in a wheel unit. Such pressure sensors can be designed, for example, to transmit corresponding pressure signals wirelessly or by cable from the (rotating) tire to stationary components of the vehicle.
  • systems have become known in principle, which allow a self-sufficient adjustment of the inflation pressure of vehicle tires. Such systems are found for example in off-road vehicles, military vehicles or similar special vehicles.
  • the systems can basically be designed to allow an adjustment of the filling pressure in the state, that is, when the vehicle is not moving.
  • Known systems for self-sufficient pressure control in driving show a central structure. In other words, there is only one institution tion to provide the pressure medium for filling the tires. It is also conceivable to provide a few means for providing the pressure medium, for example in a combination of a tractor and a trailer or semi-trailer.
  • a central supply device for compressed air is intended to fill a plurality of wheel units, in particular on different axes.
  • the central compressed air or pressure medium supply unit must be coupled to a plurality of wheel units.
  • the provision unit is mounted on the frame side or body side or body side of the vehicle.
  • the providing unit may exemplarily comprise a compressor.
  • central compressed air supplies for vehicle tires have several disadvantages.
  • a fundamental disadvantage is that very long cable paths are to be bridged with the pressure medium lines. This leads to corresponding structural complexity, increased maintenance and an increased risk of leaks.
  • a pressure medium supply unit of the compressed air supply must also be dimensioned and / or regulated accordingly, to ensure that the volume flows or pressures required to fill the tires can be provided.
  • Central compressed air supplies are also relatively error-prone, especially for attributable to external loads leaks.
  • the present invention seeks to provide a pressure medium supply device for a wheel unit, a wheel unit with a pressure medium supply device, and a system for pressure fluid supply, which can be realized with significantly less effort. If possible, a regulation and / or adaptation of the tire pressure while driving, so be allowed even with rotating wheels. Furthermore, if possible a wheel change or a tire change should be allowed without additional effort.
  • the pressure medium supply device should be particularly suitable as a retrofit solution. It is further preferred if the pressure medium supply device can also advantageously be used to remedy punctures. If possible, in many cases a remedy or a provisional remedy of the damage without installation effort can vonstatten.
  • a decentralized integrated pressure medium supply device in particular for compressed air supply, for a wheel unit with a rotatably mounted vehicle tire, with a decentralized compressor unit, in particular an electric motor driven compressor unit, and a pressure medium path extending between the decentralized compressor unit and a Wheel body of the vehicle tire, which is associated with a Radanalysisseite the wheel unit
  • the decentralized compressor unit has a Energy bitssan- circuit which can be supplied via a power supply path which can be coupled to an energy supply unit
  • the pressure medium supply device at least partially associated with a carrier side and the Radanalysisseite the wheel unit is, and wherein at least the pressure medium path or the power supply path, a rotational-solid transition, in particular a Dreh born technologicalu ng, between the carrier side and the RadConsequentlyseite comprises.
  • a pressure medium supply device which is structurally integrated into the wheel unit.
  • the pressure medium supply device may be structurally provided at least partially at the Radissonseite the wheel unit.
  • the pressure medium supply device may be at least partially provided at the support side of the wheel unit.
  • the Radissonseite the wheel unit is the side which is rotatably received relative to the carrier side of this.
  • the carrier side may for example comprise an axle body.
  • the wheel perseite may include a hub or a hub body with a wheel, a rim and a tire. The wheel body side and the carrier side can be coupled to each other via a wheel bearing.
  • the decentralized integrated supply device allows in particular a "shortening" of the pressure medium path, so a reduction of pressure medium lines. If communication or exchange with central components of the vehicle is required at all, this can be done by way of example via electrical lines. If primarily information is exchanged, a wireless communication between the pressure medium supply device and central components of the vehicle is conceivable. In this way, (physical) lines can be dispensed with.
  • the decentralized compressor unit can in particular detect a compressor. Furthermore, the decentralized compressor unit may comprise or be coupled to a motor for driving the compressor. In principle, the decentralized compressor unit can also be assigned a buffer unit which, for example, provides (electrical) energy for a limited operating time.
  • the rotational-solid transition between the carrier side and the RadConsequentlyseite can be provided on the one hand in the pressure medium path.
  • the rotation-solid transition can in principle also be provided in the energy supply path.
  • the Energy supply path is designed in particular for the provision of electrical energy.
  • the compressor unit can be attached or attached to various preferred positions. On the one hand, this may relate to an axle body on the support side, for example. Accordingly, the rotation-solid transition would be arranged in the pressure medium path. However, the compressor unit may also be arranged on the wheel body side and be arranged, for example, in the region of a wheel hub (that is, not necessarily on the wheel itself) or in the region of a rim of the wheel. In this case, the rotation-solid transition may be formed in the power supply path.
  • the vehicle tire can be filled via a closure valve with compressed air.
  • This may be a conventional valve, which can be activated and filled in the usual way (also externally).
  • the pressure medium supply device can in principle be designed such that the compressor unit acts on such a closure valve. However, the pressure medium supply device can also be designed such that the compressor unit can act parallel to the closure valve on the tire.
  • the compressor unit has a compressor and a motor, which in particular are integrated into a common housing. are grated. It can also be advantageous if a buffer unit, that is to say an accumulator unit or a condenser unit, is also provided in the compressor unit.
  • the buffer unit can also be integrated in the common housing. Accordingly, the compressor unit can have a compact, cartridge-like design, wherein the components can be protected from external influences.
  • it can be configured as a compressor of the compressor unit as a mechanically drivable compressor.
  • Such a design may include mechanically activating and driving the compressor as needed. It is conceivable to use for this purpose the kinetic energy of the rotating wheel or tire (relative to the carrier side).
  • the rotational-solid transition is formed in the pressure medium path.
  • the compressor unit is fixed to the carrier side.
  • the compressor unit may be arranged on the axle body.
  • the compressor unit can be arranged in particular in the axle body. This can provide improved protection of the compressor unit from environmental influences.
  • the axle body may define an axis about which the wheel rotatably received on the axle body can rotate with the rim and the tire.
  • the compressor unit may be accommodated coaxially with this axis.
  • the compressor unit can in principle also be offset in parallel or skewed to this axis on the axle body.
  • the rotational-solid transition in the pressure medium path comprises a fluidic rotary feedthrough.
  • the rotational-solid transition between an activated state and a deactivated state is switchable, resulting in particular in the activated state, a contact between a fixed component and a rotatable component of the rotary-solid-transition.
  • the fixed component and the rotatable component can be controlled such that there is an engagement therebetween only when needed for pressure control exists.
  • an actuator can be controlled for switching between the active and the inactive state.
  • the rotary-solid transition in response to an applied pressure of the pressure medium is switchable.
  • the rotary-solid transition can be assigned a pressure-controlled valve.
  • the valve can thus be switched on the one hand by the pressure of the applied fluid, wherein in the switched (active) state, the fluid can flow through the valve.
  • a fixed component of the valve which is coupled to the axle body, comprise an extendable, axially flow-through piston.
  • the piston can, on the one hand, be axially flowed through, but, moreover, it can comprise an end face via which the pressure medium can act on it.
  • the valve may be suitably designed so that an applied pressure is sufficient to extend the piston and thus make contact with the rotatable component.
  • the rotary-solid-transition is arranged coaxially to a wheel axle of the wheel unit.
  • the rotational-solid transition eccentrically to a wheel axle of the wheel unit is arranged off-center.
  • This configuration may include a carrier side portion of the pressure medium path being directed radially away from the wheel axle and opening at a distance from the wheel axle into an annular gap or similar member associated with the wheel body side.
  • the annular gap can be an annular gap provided separately on the wheel body side.
  • an existing annular gap which is associated with a transition between the RadConsequentlyseite and the carrier side. By way of example, this may be the wheel bearing gap. It is conceivable to bring forward at the wheel bearing gap shaft seals, which complete this pressure-tight.
  • the shaft seals can be modified such that the pressure medium path opens at a fixed sealing ring in the wheel bearing gap and leaves the wheel bearing gap on its outer circumference approximately via a bore.
  • the rotational-solid transition is formed in the energy supply path, wherein the compressor unit is at least partially fixed to the RadConsequentlyseite.
  • the compressor unit may comprise a compressor, a drive and possibly a buffer unit.
  • the compressor unit can rotate together with the Radissonseite relative to the carrier side. This design has the advantage that the rotary-solid transition just does not have to be arranged in the pressure medium path. In this way, the tightness in the pressure medium path can be guaranteed even better. The effort to provide the pressure medium supply device can be further reduced.
  • This embodiment can be further developed in that the rotational hard transition in the energy supply path comprises at least one slip ring contact.
  • the electrical contact via the rotary-solid-transition can be provided particularly simple.
  • the rotary-solid-transition for the power supply path at least one selectively activatable contact unit which is displaceable between a contact position and a non-contact position to contact in the contact position at least one annular or disc-shaped contact portion, wherein the at least one contact unit of the carrier side and the at least one contact portion of the Radissonseite is assigned.
  • the at least one contact unit comprises an actuator which can be activated when the contact unit is energized for energy transfer purposes.
  • the actuator may be designed, for example, as a magnetic actuator or as an electromotive actuator.
  • the actuator is activated by energizing the power supply path.
  • two axially spaced contact portions are provided on the wheel body side, which form opposite poles, wherein the contact unit comprises a contact body having a corresponding polarization and radially in a space between the contact portions is retractable to contact both. In this way, a required pressing force can be easily effected.
  • the actuator basically only carried out a simple rectilinear retraction and extension movement. On contact body bearing surfaces can be formed, which form the corresponding poles.
  • a contact portion is provided on the wheel body side, which is provided with mutually remote contact surfaces, which form opposite poles, wherein the contact unit comprises two spaced-apart contact body forming the contact surfaces associated poles, wherein the contact body radially or axially the contact portion are fed to receive this between them, and to contact the contact surfaces.
  • rotational-solid transition in the power supply path is designed as a transition to contactless energy transfer.
  • the rotational-solid transition in the energy supply path for the transmission of electrical energy can be configured.
  • Electrical energy can be transmitted, for example, inductively, capacitively or electromagnetically.
  • the rotational-solid transition is the energy supply path for converting electrical energy into mechanical energy.
  • kinetic energy of the Radisson can be converted into electrical energy.
  • the rotary-solid transition can take a stator and a rotor, which interact with each other as a generator.
  • the rotational-solid transition in the energy supply path for the conversion of mechanical energy is formed in fluidic energy.
  • This design can make use of a relative movement, in particular a relative rotation between the RadConsequentlyseite and the carrier side.
  • a relative rotation can cause a fluid flow, in particular an air flow, which drives the compressor unit.
  • a flow is conducted directly via the pressure medium path in the direction of the tire.
  • the compressor unit is arranged coaxially to a wheel axle of the wheel unit.
  • the compressor unit can be provided centrally on a hub body.
  • the compressor unit is arranged off-center, in particular eccentrically to a wheel axle of the wheel unit.
  • the compressor unit is mounted on the hub body, and in principle also on the wheel body or on the rim.
  • a rim body may in particular comprise a rim well as well as a so-called wheel disc.
  • the rim well may have an approximately U-shaped cross section comprising two beads and a recessed surface extending therebetween.
  • the U-shaped cross section can run rotationally symmetrical about the wheel axis and thus form the rim base.
  • the wheel disc usually establishes a connection between the rim well and a central, axial area of the rim.
  • the wheel disc can be designed to be received on the hub body, in particular on a wheel mount.
  • a recording of the compressor unit on the hub body has the advantage that the compressor unit can remain on the hub body when changing the wheel or tire.
  • Arranging the compressor unit on the rim has the advantage that the compressor unit can form a unit together with the rim. If the compressor unit is arranged on the rim, the pressure medium path can be completely or almost completely integrated into the rim. In other words, when changing the wheel, the pressure medium path does not have to be interrupted.
  • the compressor unit on the hub body that is not arranged on the rim, it is advantageous to take special precautions to allow a simple wheel change.
  • This may include, for example, at least one closing valve, which sits in the pressure medium path at the interface between the hub body and the rim.
  • Such a closing valve can self-close when removing the rim and prevent ingress of dirt.
  • It may also be advantageous to provide an annular gap at least on the rim or on the wheel hub or its wheel mount. This can be associated with the advantage that the wheel in any (rotational) orientation can be attached to the wheel and over the annular gap is always made a connection for the pressure medium path.
  • an electrical contact could be made via a slip ring, so that here, too, a secure connection in the energy supply path is ensured regardless of a (rotational) orientation of the mounted wheel relative to the wheel.
  • the pressure medium supply device further comprises a buffer unit, in particular for electrical energy.
  • the buffer unit may be connected between the energy supply unit and the compressor unit between be ordered.
  • the buffer unit may be connected to the energy supply path.
  • the buffer unit may be a capacitor, an accumulator or similar memory cells.
  • the buffer unit with the compressor unit can form a so-called package.
  • the buffer unit may provide energy to an engine of the compressor unit that drives the compressor of the compressor unit.
  • the buffer unit may for example have a limited capacity, which is designed for a certain number of control cycles or a certain amount of air. So it is conceivable to reload the buffer unit when needed. This can be done, for example, while driving by taking advantage of the relative rotation between the carrier side and the wheel body side to generate electrical energy that is supplied to the buffer unit.
  • the buffer unit may alternatively or additionally be connected to a central on-board electronics and be supplied in particular by an on-board supply network of the vehicle. The buffer unit can deliver its stored energy as desired. Thus, for example, even at a standstill or when driving at low speed, a pressure control allows.
  • the compressor unit is optionally coupled with a reservoir for tire sealant to pressurize this and fed via the pressure medium path of the RadConsequentlyseite, wherein in particular further provided at least one switching valve to control the reservoir, if necessary.
  • the reservoir can be integrated as part of the pressure supply device in the wheel unit.
  • the pressure medium Supply also function as a "breakdown set". In case of puncture, the ride ability of the wheel unit can be restored.
  • the reservoir can be activated approximately when a tire pressure detecting element reports a pressure drop. In this way, it is possible to react substantially automatically to any possible damage.
  • the reservoir can be connected.
  • the switching valve may be provided in the pressure medium supply path. If the switching valve is activated, the pressure medium generated and compressed in the compressor unit can be diverted in order to pressurize the reservoir for the tire sealant. In this way, the tire sealant can be pressurized and fed to the pressure medium path and ultimately to the tire.
  • an annular channel or a ring section channel is formed on the hub body or on the rim body, which forms a portion of the pressure medium path, and allows mounting of the rim body on the hub body in a plurality of relative positions.
  • This measure can significantly simplify assembly or replacement of a wheel.
  • the pressure medium supply device is integrated into the rim body and the hub body in such a way that, from the point of view of a mechanic, no difference to ordinary components is visible or noticeable.
  • annular channel or annular section channel allows a pressure medium line regardless of the current rotational orientation between the wheel and the hub.
  • the driver or the fitter need not worry about how to align the rim body exactly with respect to the hub body.
  • the annular channel has a plurality of terminals which are adapted to a Radverschraubung that a contact element of the rim body contacted in a plurality of relative positions each one of the terminals and a pressure medium line from the hub body allowed to the rim body.
  • the number of connections can correspond to the number of fastening elements.
  • the pitch of the connections on the circumference preferably corresponds to the pitch of the fastening elements.
  • the annular channel has a plurality of non-return valves, which lock the pressure medium path in a blocking position and release in a release division, wherein the contact element of the rim body in the mounted state acts on one of the terminals to its non-return in the release division convict.
  • a non-return valve is assigned to a connection in the annular channel.
  • the contact element may comprise a pin-like or pin-like extension, which acts on the non-return valve.
  • the check baffles have the advantage that, if no wheel is mounted, no dirt can enter the pressure medium path. Furthermore, the non-activated check bumps can also seal the annular channel when the wheel body is mounted.
  • the compressor unit to an electric machine which is operable by motor and generator, wherein the electric machine is configured in particular to load a generator unit in generator operation and in the motor operation by the buffer unit with energy to drive the Compressor unit to be supplied.
  • the pressure medium supply device can be effectively operated in a hybrid mode.
  • An engine associated with the compressor unit can also function as a generator at the same time. Accordingly, the engine may drive about a compressor of the compressor unit. If the motor is used as a generator, it can store energy in the buffer unit.
  • the pressure medium supply device can be designed almost completely self-sufficient. Further embodiments are conceivable in which a coupling to the on-board supply network no longer seems necessary.
  • a pressure reduction opening is provided in the pressure medium path, which causes a defined leakage under pressure and preferably in response to a pressure level in the pressure medium path between an open position in which a small amount of the pressure medium can escape, and a closed Operable position in which the pressure medium path is protected from external contamination
  • the defined leakage can facilitate a return movement of the control piston after a pressure control operation. If the system, in particular the pressure medium path, were ideally sealed, a considerable pressure would be present in the pressure medium path after a control process, which would have to be overcome by the control piston in order to disengage, so that the wheel body side is as completely as possible separated from the carrier side. Therefore, it is advantageous that the system deliberately provided with a small leak, so that the pressure in the pressure medium path is reduced, if no pressure medium flows. Then also the required restoring force for the control piston decreases. This defined leakage has no significant effect on the control process and on the achievable pressure in the tire.
  • the pressure reduction opening can basically be arranged arbitrarily in the pressure medium path, as long as a controlled pressure reduction is ensured when no pressure medium flows in the direction of the wheel.
  • the pressure reduction opening is designed self-regulating or self-regulating and is controlled by the pressure in the pressure medium path.
  • the pressure reduction opening has a passage direction and a locking direction.
  • the pressure reduction opening may be designed in the manner of a check valve or a safety valve, but deliberately with a low throughput.
  • the pressure reduction opening is designed as a membrane seal.
  • the pressure reduction opening may have a sleeve-like design. It is preferred that the pressure reduction opening is closed when there is no overpressure or only a slight overpressure in the pressure medium path. This has the advantage that then no contamination from the outside can penetrate into the pressure medium path.
  • the pressure reduction opening may be designed similar to a hose nozzle and be formed from a sufficiently flexible material.
  • the pressure reduction opening can be designed similar to a slotted membrane and allow for the application of a certain overpressure defined transfer of the pressure medium to the outside, to bring about a desired pressure reduction.
  • the invention is further achieved by a wheel unit for a vehicle having an axle body and a rim body with a tire, wherein the rim body is coupled to the axle body and in particular rotatably mounted on the axle body, wherein the wheel unit further comprises an integrated pressure medium supply device according to a the above aspects.
  • a decentralized pressure medium supply can be provided in the vehicle for individual or all of the wheel units of the vehicle.
  • the pressure medium supply device can be assigned to the wheel unit and, in particular, integrated into it structurally and functionally.
  • a pressure sensor is furthermore provided, which is arranged on the wheel body and is designed to monitor a fluid pressure in the tire, wherein the pressure sensor is preferably configured to transmit the detected fluid pressure to a tire pressure regulating unit.
  • the pressure sensor can basically be designed as an active and / or passive pressure sensor.
  • the pressure sensor can be connected via a measuring line and / or wirelessly with the tire pressure control unit.
  • the pressure sensor can be designed to detect an actual pressure in the tire and to output a signal corresponding thereto.
  • the tire pressure control unit can control the pressure medium supply device of the wheel unit in order to trigger a pressure control process.
  • the pressure sensor may in principle be provided on the closure valve. It would also be conceivable in principle to provide a pressure sensor in the compressor unit.
  • the object of the invention is also achieved by a distributed system for supplying pressure medium, in particular for compressed air supply in a vehicle, wherein the vehicle has a plurality of wheel units, which are assigned in pairs at least one axis, wherein at least some of the wheel units with a integrated pressure fluid supply device according to one of the preceding aspects, and wherein the system comprises a tire pressure regulating unit, which is adapted to selectively activate the compressor unit of the respective pressure medium supply device.
  • the tire pressure control unit can in principle be designed as a central controller. Accordingly, the tire pressure control unit, the air pressure or
  • each wheel unit its own control unit.
  • central monitoring and control can be beneficial. So it is conceivable to make a central pressure setting to specify a target range for the pressure control. In this way, for example, a driver of the vehicle make pressure adjustments centrally. This can, for example, a changed ground, depending on a loading condition of the vehicle or by other circumstances be conditional.
  • the tire pressure regulating unit can also automatically adjust a desired setpoint pressure or a desired setpoint pressure range for each wheel unit.
  • a required exchange of control signals, measuring signals or control signals between the tire pressure control unit and the pressure medium supply devices can basically be wired and / or wireless.
  • compressors which are particularly suitable for use in pressure fluid supply devices for vehicles.
  • This can relate to both centralized and decentralized (distributed) pressure medium supply devices.
  • Various types of compressors are known in the art which may have specific disadvantages and advantages.
  • pressure medium supply in particular for compressed air supply, are about so-called.
  • Piston compressors having at least one piston-cylinder pairing.
  • Such compressors are basically designed similar to an internal combustion engine.
  • the at least one piston of the reciprocating compressor may be paired with a cylinder to reciprocate therein. Accordingly, the piston can perform a suction movement and a compression movement.
  • a plurality of piston-cylinder pairings may be interconnected to produce higher throughput and higher output pressures, respectively. Further, a plurality of piston-cylinder pairings may be interconnected to balance pressure variations at the outlet caused by the cyclical generation of pressure with only one piston-cylinder pairing.
  • piston-cylinder pairings of reciprocating compressors can be subject to considerable wear.
  • a piston is received in its paired cylinder with very little play.
  • a sealing arrangement is regularly provided which comprises approximately a piston ring, usually a plurality of piston rings (two, three or even more).
  • the piston rings are generally designed as spring rings and are applied with a biasing force on the cylinder. Accordingly, the piston-cylinder movement is frequent fraught with friction and thus also subject to wear. Unless sufficient
  • Lubricant supply and / or lubricant wetting is generated, it comes regularly to flat (scraping) metal-metal sliding pairings. Such relative movements between metal parts can on the one hand lead to considerable heat development and on the other hand bring a high mechanical wear with it.
  • a compressor unit which is particularly suitable for a pressure medium supply device according to one of the preceding aspects.
  • the compressor unit has a compressor, in particular a piston compressor.
  • the compressor has at least one piston, wherein the piston is provided on its tread with a recess, in particular with a circumferentially extending recess which houses a lubricant depot.
  • the lubricant depot is preferably in the mounted state in direct contact with a wall of a cylinder of the piston-cylinder pairing.
  • the recess is arranged between a first groove and a second groove for piston rings, wherein the grooves are spaced apart, preferably at least 25%, more preferably at least 40%, even more preferably at least 50% of a total length of the tread of the piston.
  • the recess on the running surface of the piston has a longitudinal extent which comprises at least 30%, more preferably at least 50%, even more preferably at least 60%, of an overall length of the running surface of the piston.
  • the design makes use according to the aspect described above, that a manageable operating life can be covered, for example, if a sufficiently large lubricant reservoir can be provided on the piston itself and thus to a certain extent integrated into the piston lubricant supply can be realized.
  • the piston itself usually has a certain guide length in order to avoid tilting in the cylinder. This guide length can now be used to (centrally) to introduce a corresponding lubricant depot.
  • the lubricant depot may comprise at least one recess, in particular a circumferential recess, which is provided for example as a circumferential groove with a sufficiently large width extension or length extension and a sufficiently large depth extension.
  • a suitable lubricant such as a grease, lubricating oil or similar wear-reducing agent can be introduced.
  • the lubricant may be incorporated in a carrier material or in this.
  • the carrier material may be, for example, a sponge-like material or generally a porous material.
  • carrier materials made from a sintered material which can be impregnated with oil or fat in a corresponding manner are also suitable.
  • the lubricant reservoir is arranged in piston between two piston rings.
  • the piston rings can also act as a seal for the lubricant depot.
  • the consumption of the lubricant keeps within a tolerable range.
  • about a defined amount of the lubricant can be introduced into the recess on the piston, which is adapted to the expected life or service life of the piston-cylinder pairing.
  • this has the advantage that a complex lubricant supply to the reciprocating compressor and the associated expense can be saved can.
  • efficient lubrication can be provided between the piston and the cylinder. Another advantage is that, as it were, the lubricant is already available from the first piston stroke.
  • Figure 1 is a schematic, greatly simplified view of a vehicle with a pressure control system with a central compressed air supply.
  • FIG. 2 shows a schematic, greatly simplified view of a vehicle with a decentralized tire pressure regulating system with decentralized pressure medium supply devices
  • FIG. 3 shows a schematic, greatly simplified view of a vehicle with a decentralized tire pressure regulating system, which is designed similarly to the system according to FIG. 2;
  • Fig. 6 is another sectional view of a wheel unit for illustrating possible installation locations of compressor units
  • FIG. 7 shows a further sectional view of a wheel unit for illustrating possible installation locations of buffer units for energy storage
  • FIG. 8 is a sectional view of a wheel unit for illustrating an embodiment of a pressure medium supply device
  • FIG. 9 shows a sectional view of a wheel unit for illustrating a further embodiment of a pressure medium supply device
  • 1 1 is a sectional view of a wheel unit to illustrate a further embodiment of a pressure medium supply device.
  • Fig. 12 shows a sectional view of a wheel unit to illustrate a further embodiment of a pressure medium supply device
  • Fig. 13 is a greatly simplified, sectional view of a wheel unit to
  • FIG. 15 shows a greatly simplified, sectional view of a further wheel unit for illustrating a further embodiment of a pressure medium supply device
  • FIG. 16 shows a sectional view of a wheel unit for illustrating a further embodiment of a pressure medium supply device
  • FIG. 17 shows a further sectional view of a wheel unit to illustrate a further embodiment of a pressure medium supply device
  • FIG. 18 is a sectional view of a wheel unit for illustrating another embodiment of a pressure medium supply device
  • FIG. 18a shows a schematic partial view of a sliding contact of the pressure medium supply device according to FIG. 18;
  • 19 is a sectional view of a wheel unit to illustrate another embodiment of a pressure medium supply device; 20 shows a greatly simplified, sectional view of a wheel unit to illustrate a further embodiment of a pressure medium supply device;
  • FIG. 21 a, 21 b greatly simplified axial sections of a reservoir according to FIG. 21 with a sealing means in an open position (FIG. 21 a) and a closed position (FIG. 21 b);
  • FIG. 22 is a sectional view of a wheel unit for illustrating another embodiment of a pressure medium supply device
  • FIG. 23 is a sectional view of a wheel unit for illustrating a further embodiment of a pressure medium supply device
  • FIG. 24 is a sectional view of a wheel unit for illustrating a further embodiment of a pressure medium supply device
  • FIGS. 24a, 24b show a lateral section (FIG. 24a) and an axial section (FIG. 24b) through the compressor unit according to the embodiment illustrated with reference to FIG. 24;
  • FIG. 25 shows a sectional view of a wheel unit to illustrate a further embodiment of a pressure medium supply device
  • FIG. FIG. 26 is a sectional view of a wheel unit for illustrating another embodiment of a pressure medium supply device
  • FIG. 27 is a sectional view of a wheel unit for illustrating a further embodiment of a pressure medium supply device
  • Fig. 27a is a schematic partial view of a slip ring contact, which in the
  • Pressure medium supply device according to FIG. 27 can be used;
  • FIG. 28 is a sectional view of a wheel unit for illustrating another embodiment of a pressure medium supply device
  • FIG. 28a greatly simplified, enlarged views of a pressure-controlled
  • Valve which is used in the pressure medium supply device of FIG. 28, in a closed and a permeable position
  • FIG. 29 is a sectional view of a wheel unit for illustrating another embodiment of a pressure medium supply device
  • 29a, 29b are greatly simplified, schematic views of a coupling valve (Figure 29a) and a pressure-controlled valve (Figure 29b), which are used in the pressure medium supply device of FIG. 29.
  • Fig. 30 is a greatly simplified schematic diagram of a piston compressor
  • Fig. 31 is a side sectional view of a piston suitable for use with a reciprocating compressor
  • FIG. 32 is a side sectional view of a piston for a reciprocating compressor constructed in accordance with various principles of the present disclosure
  • FIG. 33 is a greatly simplified schematic sectional view of a compressor, which comprises by way of example four star-shaped piston-cylinder pairs;
  • FIG. 33a, 33b enlarged partial views of the compressor of FIG. 33 for
  • Fig. 34 is a schematic, highly simplified sectional view of an embodiment of a valve assembly associated with a fluid path
  • FIG. 34 schematic, greatly simplified block diagrams of blocking elements of exemplary pressure reduction openings for the arrangement according to FIG. 34
  • Fig. 37 is a schematic, greatly simplified frontal sectional view of a
  • Fig. 38 is a partial side sectional view of a pressure medium supply device with a hub body and a wheel body, which are engaged to form a pressure medium path.
  • Fig. 1 shows a highly simplified schematic view of a vehicle, which is generally designated 10.
  • the vehicle 10 may in particular be a commercial vehicle.
  • the vehicle 10 may include, for example, a tractor 18 and a trailer or semi-trailer 20. It is understood that the vehicle 10 may also be designed as a passenger vehicle, truck or similar.
  • the vehicle 10 has a plurality of axles 12-1 to 12-5, to which wheel units 14 with tires 16 are assigned in pairs.
  • the vehicle 10 has a central compressed air supply 24, 26.
  • a compressed air supply designated by 24 may be provided for the towing vehicle 18 and a compressed air supply designated by 26 may be provided for the trailer or semi-trailer 20. This may be due to the fact that the tractor 18 and the trailer 20 are basically separable from each other.
  • two (central) compressed air supplies 24, 26 are provided in the present example, each of the compressed air supplies 24, 26 is responsible for a plurality of axles 12 and tires 16, respectively.
  • the central compressed air supplies 24, 26 may include a compressor 30-1, 30-2, a memory 32-1, 32-2 and a control unit 34-1, 34-2. Furthermore, in each case an operator interface 36 - 1, 36 - 2 can be provided, via which about one user can make inputs. Via the operator interface 36-1, 36-2 information may also be output to the user, such as an actual tire pressure.
  • the compressed air supplies 24, 26 may further include (central) controls 38-1, 38-2.
  • the controls 38 may be configured as data acquisition elements, data storage, or the like.
  • the controls 38 may be coupled to the controllers 34 to exchange data.
  • the central compressed air supply 24, 26 also has a (central) data line 40-1, 40-2, with which the control units 34-1, 34-2 can be connected to the control elements 38-1, 38-2 in order to exchange data.
  • the tires 16 may each be associated with a wheel unit 14.
  • Each tire 16 may include a valve 42 accessible from outside.
  • the valve 42 may in particular be a conventional compressed air valve.
  • each of the wheel units 14 may further include a pressure regulator 44 coupled to the respective (compressed air) reservoir 32-1, 32-2.
  • the coupling takes place via a branched pipeline network.
  • the line network may have central pressure lines 46-1, 46-2 and pressure line sections or pressure line branches 48-1, 48-2.
  • the pressure line sections 48 represent the "ramifications" of the pressure lines 46. Via the pressure lines 46, 48, each wheel unit 14 can be supplied with compressed air (centrally).
  • a communication or data transmission between the pressure regulators 44 and the control units 34 or their control elements 38 can take place via central data lines 40-1, 40-2 and via (decentralized) data lines 50-1, 50-2, the branches of the (central) Data lines 40-1, 40-2 can represent.
  • FIGS. 2 and 3 illustrate alternative embodiments of compressed air supply systems on vehicles 10 having a distributed arrangement exhibit.
  • Various aspects and embodiments of decentralized pressure medium supply devices are illustrated and described in greater detail with reference to FIGS. 4 to 29b.
  • FIG. 2 shows a greatly simplified, schematic representation of a vehicle 10 which, in a manner similar to that in FIG. 1, may comprise a towing vehicle 18 and a trailer or semitrailer 20.
  • vehicle 10 has a plurality of wheel units 14 that include tires 16 and are associated with axles 12 of the vehicle 10.
  • a decentralized distributed system 54 for compressed air control and / or supply is provided.
  • the system 54 may include a portion 56 and a portion 58.
  • the section 56 may be associated with the towing vehicle 18.
  • the section 58 may be associated with the trailer or semi-trailer 20.
  • the system 54, particularly each of the sections 56, 58, may include a control unit 60-1, 60-2 for controlling the compressed air supply and / or control.
  • an operator interface 62 - 1, 62 - 2 may be provided, which may be configured in an analogous manner to the operator interface 36 of the vehicle 10 illustrated with reference to FIG. 1.
  • the system 54 differs from the central compressed air supply 24, 26 essentially in that no central pressure lines are required. Likewise, the provision of central compressors, memory and similar components can be dispensed with. Instead, the decentralized system 54 has decentralized pressure medium supply devices 70 in at least some of its wheel units 14. Communication between the control unit 60-1, 60-2 and the pressure medium supply means 70 may be via lines 64, 66.
  • the line 64 may be a central line or data line. With 66-1, 66-2 designated lines can be designed as ramifications or decentralized lines.
  • the lines 64, 66 can in principle be designed for the transmission of information. Alternatively or additionally, however, the lines 64, 66 may also be designed for the transmission and / or transmission of energy.
  • At least some of the lines 64, 66 can be realized by wireless connections, provided that the priority Transmission of data and / or information goes. However, the central communication and / or control does not take place via compressed air lines.
  • the lines 64, 66 can be realized in principle simpler and with less constructional effort than corresponding compressed air lines.
  • each of the tires 16 in Fig. 2 is provided with a valve or shut-off valve 68-1, 68-2.
  • the closure valve 68 may basically be an externally accessible valve accessible to external compressors and the like.
  • the distributed distribution system 54 may further include controls 72-1, 72-2 coupled to the controller 60-1, 60-2, which may be configured, for example, as a data collector, data storage, or the like.
  • the control elements 72-1, 72-2 can in particular be designed for data collection and / or data transmission.
  • the controls 72-1, 72-2 may be configured as branches or nodes in the network of lines 64, 66. It is understood that the control unit 60-1, 60-2 and the control element 72-1, 72-2 can in principle also be structurally coupled to one another and integrated into a common housing or a common module.
  • FIG. 3 illustrates another vehicle 10 that, similar to the embodiment illustrated with reference to FIG. 2, may have a decentralized, distributed tire pressure regulation system 54.
  • the vehicle 10 according to FIG. 3 may be a passenger car or, in general, a trailerless vehicle.
  • the vehicle 10 also has a plurality of axles 12, to which wheel units 14 with tires 16 are assigned.
  • the decentralized, distributed tire pressure control system 54 may be configured with a control unit 60, a controller 72, and an operator interface 62. Communication between the components and the system 54 may be via lines 64, 66.
  • Each of the wheel units 14-1, 14-2 shown in FIG. 3 is equipped with a corresponding pressure medium supply unit. device 70-1, 70-2 equipped.
  • the pressure medium supply devices 70-1, 70-2 each have a compressor or a compressor unit 74, which can be connected to the tire 16 via a decentralized pressure medium path or a decentralized pressure medium line 76. In other words, per wheel unit 14, a separate compressor 74 and its own pressure medium line 76 may be provided.
  • the pressure medium line 76 may be approximately coupled to the closure valve 68-1, 68-2 to supply the tire 16.
  • each pressure medium supply device 70 opens into the tire 16 independently of the respective closure valve 68. Accordingly, a separate valve can be installed.
  • the pressure medium line 76 and the (possibly externally accessible) closing valve 68 to couple to a common line through which the tire 16 can be filled.
  • the system 54 may in principle be designed to regulate compressed air while driving or standing. Ideally, however, it does not matter whether the vehicle is currently in motion or is stationary.
  • the error rate of the pressure control system 54 may decrease. This is made possible, for example, by shorter cable lengths.
  • Required compressed air lines or pressure medium lines can be with much less effort on the vehicle 10, in particular at the wheel units 14, attach. Compressed air losses can be significantly reduced.
  • the number of required seals and / or branches can also be limited.
  • the system 54 in particular its pressure medium lines 76, can be protected from environmental influences. In general, fewer closing valves are required in the pressure medium lines 76.
  • a complex valve block for connection and disconnection of the respective desired pressure medium line is required. Such a control can be replaced by an electrical control or electronic control.
  • an "electrical” or “electronic” control block can be cheaper and less expensive be designed with a lower weight requirement compared to a “pneumatic" control block.
  • the system 54 can be integrated without substantial retrofitting and / or retooling in existing vehicles 10.
  • Each wheel unit 14 can basically be supplied with compressed air independently of the overall system.
  • the control of the overall system can be simplified because fewer interdependencies occur.
  • a possibly required exchange of information and / or data (for example regarding an actual pressure in the tire) can in principle be wired and / or wireless.
  • Energy, in particular electrical energy, can be supplied to the compressor 74 wirelessly, by way of example inductively. Accordingly, the wear can be significantly reduced in a possibly required rotary-solid transition.
  • the compressor unit 74 can be operated in a so-called hybrid mode. This may include, for example, that the compressor unit 74 with the vehicle 10 is powered by an integrated buffer unit with energy to drive a built-compressor. A regulation while driving can be done by way of example via the on-board voltage network. Further, the buffer unit can be charged while driving. This can in principle be done via the on-board voltage network. Further, it would be conceivable to provide the compressor unit 74 with a generator which charges the buffer unit. Preferably, the drive motor of the compressor unit 74 is configured to be operated both motor and generator. In this way, an almost completely self-contained pressure medium supply device 70 could be realized. In other words, the relative rotation between the wheel units 14 and the axles 12 of the vehicle 10 may be utilized to provide power to the pressure medium supply device 70.
  • FIGS. 4 to 7 Various conceivable configurations concerning the design and arrangement of pressure medium paths, compressor units and buffer units are illustrated with reference to FIGS. 4 to 7. It is understood that the designs according to FIGS. 4 to 7 are basically interchangeable and can be combined with one another. Furthermore, with reference to FIGS. 4 to 7, the basic design of a wheel unit 14 will be discussed.
  • Fig. 4 shows a wheel unit 14 in a sectioned partial representation.
  • the wheel unit 14 has an axis 78.
  • the wheel unit 14 can basically be subdivided into a wheel body side 80 and a carrier side 82.
  • the carrier side 82 is the side which is fixed to the frame 10 provided on the vehicle.
  • the Radharmoasaseite 80 is basically that side which is rotatable relative to the support side 82 about the axis 78.
  • an axle body 84 which has a flange for receiving the wheel body side 80, may be formed on the carrier side 82.
  • the axle 84 may define the axle 78.
  • the wheel body side 80 and the carrier side 82 may be coupled to each other in particular via a wheel bearing 86.
  • the wheel bearing 86 constitutes a connection between the carrier side 82 and the hubcap side 80.
  • the Rad Sciences 80 may be associated with a hub body 88 which is rotatably received on the axle 84, in particular on the axle, via the wheel bearing 86.
  • the hub body 88 may provide a wheel receptacle 90 which is receivable on the approximately a rim body 92. Since wheels of a vehicle 10 are usually exchangeable, the rim body 92 can be fixed to the wheel receptacle 90 of the hub body 88, for example via wheel nuts or wheel bolts.
  • the rim body 92 can be coupled to the wheel receptacle 90 by way of example via a wheel disc or a wheel rim 94.
  • a valve seat 96 is further provided, which is designed to receive the closure valve 68.
  • a representation of the tire 16 has been omitted in FIGS. 4 to 29b.
  • the pressure medium supply device 70 basically manages with shorter pressure line sections than known systems, it is necessary to provide a pressure medium path 98 for the pressure medium, at least for parts of the wheel unit 14.
  • the pressure medium path 98 may extend between the valve 68 and the compressor unit 74.
  • Fig. 4 illustrates various configurations and designs of pressure medium paths 98-1, 98-2, 98-3.
  • the print medium path 98-1 becomes, for example outside of the rim 94 along this led toward the valve 68.
  • the pressure medium paths 98 - 2, 98 - 3 lead, for example, at least partially through the hub body 88 or are connected thereto.
  • Fig. 5 illustrates further alternative embodiments of pressure medium paths 98-1, 98-2, 98-3.
  • the pressure medium paths 98 illustrated with reference to FIGS. 4 and 5 extend substantially on the wheel body side 80 of the wheel unit 14.
  • the design according to FIGS. 4 and 5 differ essentially from one another in that the pressure medium paths 98 in FIG End of the bearing 86 open into an annular gap 100.
  • the pressure medium paths 98 illustrated with reference to FIG. 4 are coupled to an annular gap 100 at an opposite end of the bearing 86 pointing away from the vehicle.
  • the annular gap 100 may be arranged on the vehicle-side end of the bearing 86.
  • the annular gap 100 can be arranged at the end of the bearing 86 facing away from the vehicle.
  • the annular gap 100 can be used as an example for realizing the rotary-solid transition for the pressure medium paths 98.
  • Fig. 6 illustrates exemplary arrangements, the compressor unit 74.
  • This may basically include an arrangement on the carrier side 82, cf. the compressor units 74-1, 74-2 and 74-3.
  • the compressor units 74 may also be arranged on the wheel body side 80, cf. reference numerals 74-4, 74-5, 74-6, 74-7 and 74-8.
  • an arrangement on the rim well of the rim body 92, so "in” the tire is conceivable. This can further reduce required conduction paths, cf. also the reference numerals 74-7 and 74-8.
  • the compressor units 74-2, 74-3, 74-4 and 74-5 are arranged coaxially with the axis 78.
  • the compressor unit 74-6, 74-7 and 74-8 are offset from the axis 78, in particular arranged eccentrically offset therefrom.
  • Fig. 7 illustrates various possibilities for the arrangement of buffer units 102.
  • the buffer units may in particular be configured as accumulator units or capacitor units and be coupled to the compressor unit 74.
  • the buffer units 102 may drive a motor of the compressor unit 74, which may drive a compressor.
  • the reference numerals 102-3 and 102-4 characterize such an arrangement.
  • the buffer unit 102-2 is received outside of the axle body 84 at this.
  • a plurality of buffer units 102-2 can be accommodated angularly offset on the outside of the axle body 84.
  • FIG. 8 shows a first embodiment of a decentralized pressure medium supply device 70.
  • the pressure medium supply device 70 has a compressor 74, which is received on the outside of the axle body 84.
  • the compressor 74 is connected to the valve 68 via a pressure medium path 98.
  • the compressor 74 may include a buffer unit 102 (not shown in FIG. 8).
  • the compressor 74 may be associated with a motor 1 18.
  • the engine 1 18 may drive the compressor 74.
  • the compressor 74 can be coupled to an energy supply unit 104. This may be about the on-board voltage network of the vehicle.
  • the energy supply unit 104 can be connected to the compressor 74 via a power supply path 106.
  • a supply connection 126 may be formed in the compressor 74.
  • the compressor 74 can also be coupled via a control line 108 to a control element 72 or to a control unit 70.
  • the control unit 70 may be connected via further lines 1 10, 1 12 with other components of the wheel unit 14.
  • the control unit 60 can be coupled to the energy supply unit 104 via a control line 110 in order to communicate with it.
  • the valve 68 in particular a rim-side pressure sensor 1 14 via a reporting line 1 12 is connected to the control element 72 and the control unit 60. It is understood that at least the lines 108, 1 10, 1 12 basically wired, but alternatively at least partially can also be designed cordless.
  • the energy transmission via the energy supply path 106 can basically be wired or conductor connected. However, it is also conceivable to provide in the energy supply path 106 at least in sections a contactless energy transfer.
  • the pressure medium supply device 70 has a rotary-solid transition 16, which in the present example is provided in the pressure medium path 98. Accordingly, a first portion 98-1 of the pressure medium path is arranged on the carrier side 82. A second portion 98-2 of the pressure medium supply path is disposed on the RadConsequentlyseite 80.
  • the embodiments of the pressure medium supply device 70 published below in FIGS. 9 to 29b can basically be designed to be similar to the design according to FIG. 8 from their basic construction. This may relate in particular to the communication and data transmission with the control unit 60 and the control 72.
  • a power supply path 106 which can be coupled to an energy supply unit 104, is also conceivable in many of the embodiments to be explained below. It will therefore not be discussed in detail below to the above components.
  • FIG. 9 shows an alternative embodiment of a pressure medium supply device 70.
  • the compressor unit 74 is arranged on the outside of the axle body 84. From there, the pressure medium path 98 is initially guided in the direction of the axis 78 and opens at one axial end of the axle body 84 in a rotary-solid-transition 1 16.
  • the further course of the pressure medium path 98 may be designed as shown in FIG. 4 or 5 ,
  • FIG. 10 shows a further embodiment of a further pressure medium supply device 70.
  • the pressure medium path 98 has a first portion 98-1, which opens at an axial end of the axle body 84 in an axial coupling valve 120.
  • the coupling valve 120 may be followed by a section 98-2, which is associated with a rotary passage. This can be done by way of example via a seal 122, which is at least partially permeable to the pressure medium path 98-2.
  • the seal 122 may be referred to as a carrier-side fixed seal 122.
  • the seal can seal a circumferential gap 100, so that it can only be flowed through the pressure medium path 98-2.
  • FIG. 11 illustrates a further embodiment of a pressure medium supply device 70.
  • the compressor unit 74 is arranged on the outside of the axle body 84.
  • the pressure medium path 98 is guided in the direction of the valve 68.
  • the pressure medium path 98 has various sections 98-1, 98-2, 98-3. Between the sections 98-1 and 98-2 a rotary-solid transition 1 16 is arranged. This may include, for example, a design with the bearing 122 of FIG. 10.
  • an eccentrically arranged coupling valve 124 may be arranged.
  • the coupling valve 124 may facilitate a change of the tire 16 or the rim body 92. When the rim body 92 is removed from the wheel receiver 90, the coupling valve 124 may close to prevent ingress of dirt into the pressure medium path 98.
  • the pressure medium supply device 70 can basically be designed similarly to the design according to FIG. However, the pressure medium supply device 70 may also be connected to a device for generating energy.
  • a cantilever 130 may be formed, which together with the rim body 92 is rotatable relative to the axle body 84.
  • a rotor 128 may be arranged, which is rotatable relative to a counterpart (about a stator) in the compressor 74.
  • both the rotor 128 and the compressor unit 74 may be rotationally symmetrical and have a circular ring shape.
  • a generator can be realized, which can provide, for example during operation, ie while driving, electrical energy to charge about the buffer unit 102.
  • Fig. 13 shows an alternative embodiment of a pressure medium supply unit 70, which is similar to the designs of FIG. 1 1 and 12 is formed. Also in the embodiment of FIG. 13, a rotor 128 is provided which is fixed to the Rad Sciencesseite 80. The rotor 128 may rotate around the compressor 74 while traveling. In this way, power may be provided, such as to charge the buffer unit 102.
  • Fig. 14 shows another embodiment of a pressure medium supply device 70. This differs from some of the embodiments described above essentially in that the compressor 74 is arranged together with a motor associated therewith coaxially to the axis 78.
  • the rotationally fixed transition 16 for the pressure medium path 98 is realized by way of example via a seal 122 with associated annular gap 100.
  • the pressure medium supply device 70 in FIG. 15 also has a rotor 128 or a similar element for generating energy, which is connected to the Compressor or the compressor unit 74 cooperates.
  • a rotor 128 or a similar element for generating energy which is connected to the Compressor or the compressor unit 74 cooperates.
  • Another difference between the embodiments according to FIGS. 14 and 15 may arise during the course of the pressure medium paths 98.
  • the pressure medium path 98 is guided outside of a wheel cap in the direction of the rim body 92.
  • the pressure medium path 98 is guided by a hubcap in the direction of the rim body 92.
  • FIG. 16 illustrates another embodiment of a pressure medium supply device 70.
  • This design is essentially characterized in that a reservoir 134 for a tire sealant or sealant 136 is also provided on the axle body 84.
  • Fig. 17 illustrates a somewhat enlarged view of this design.
  • a valve arrangement 140 is provided in order to be able to selectively actuate the reservoir 134 with the sealing means 136 if required. In this way, the sealant 136 can be introduced through the pressure medium path 98 in the tire 16 to seal this, see. Also reference numeral 136-2 in Fig. 17.
  • the reservoir 134 further includes a filling port 138.
  • the valve assembly 140 is shown in a closed position. Accordingly, the compressor unit 74 basically acts as a compressed air supply unit without pressurizing the reservoir 134 with the sealant 136. This can also be referred to as normal operation or as normal compressed air control operation. However, if a sudden drop in pressure or even a puncture is detected, the valve assembly 140 can be controlled.
  • a switching valve 142 is provided, cf. 17. Switching valve 142 may be switched over and thus activates a propellant path 144.
  • pressure medium provided by compressor or compressor unit 74 is deflected. The pressure medium flows through the propellant path 144 into the reservoir 134 and pressurizes the sealant 136. Accordingly, the sealant 136 is conveyed via the sealant path 146 in the direction of the pressure medium path 98 and finally into the tire 16.
  • FIG. 18 illustrates another alternative embodiment of a pressure medium supply device 70.
  • the compressor unit 74 is attached to the rim body 92 or to its wheel rim 94.
  • a required pressure medium path 98 can be particularly short.
  • the compressor unit 74 may be coupled in parallel via a valve connection 148 to the valve 68 or its receptacle. In this way, the valve 68 is still accessible for external pressure control operations.
  • the compressor unit 74 can suck and compress air via a suction opening 150.
  • the suction port 150 may also serve for cooling purposes.
  • the compressor unit 74 may be provided with an electric motor (not shown in detail in Fig. 18).
  • the power supply path 106 may include two sections 106-1, 106-2.
  • the section 106-1 is assigned to the carrier side 82.
  • Section 106-2 is associated with the wheel body side 80.
  • the contacting between the carrier side 82 and the Radève 80 can be done via a rotary-solid-transition 158. This may for example comprise a slip ring contact.
  • Another contact which is designed as a ring contact (reference numeral 152), is provided for contacting the compressor unit 74, cf. see also Fig. 18a. It is advantageous to carry out the contact 152 as a circumferential ring contact.
  • FIG. 19 illustrates a further embodiment of a pressure medium supply device 70.
  • the compressor unit 74 is arranged coaxially with the axis 78 and fixed to the wheel body side 80. Accordingly, the compressor unit 74 rotates together with the Radange 80 relative to the support side 82.
  • a contacting of the compressor unit 74, in particular a motor 1 18, which is associated with this, can be done via an actuator 162, which includes, for example, a servomotor. Contacting can take place, for example, via slip rings or in a similar manner.
  • the contact can, for example, make contact with a buffer unit 102.
  • This design has the significant advantage that only when energy is needed, so for example when an air pressure control process is initiated, contact is made. In this way, the wear of the contact elements can be limited.
  • the compressor unit 74 is further coupled via an external terminal 164 with an external power supply. In this way, an emergency operation of the compressor unit 74 and the pressure medium supply device 70 can be effected.
  • FIG. 20 shows a further embodiment of a pressure medium supply device 70.
  • the compressor unit 74 is received on the wheel body side 80 and can rotate relative to the carrier side 82.
  • a stator 166 is received on the axle body 84, which together with the (then acting as a rotor) compressor unit 74 can interact as a generator to provide energy.
  • the compressor unit 74 may also be selectively activated or deactivated via an actuator 162 that may engage or disengage contact elements 168 from the compressor unit 74.
  • the external terminal 164 can be contacted, for example, with an external power supply cable.
  • FIG. 21 illustrates another embodiment of a pressure medium supply device 70, in which the compressor unit 74 is accommodated on the wheel body side 80.
  • the (selective) contacting and activation can take place in accordance with FIG. 20, for example.
  • the compressor unit 74 is also associated with a reservoir 134 for a sealing means 136, which is also arranged at the Rad Sciencesseite 80.
  • FIGS. 21 a, 21 b and 21 c illustrate a valve assembly 140 for selectively actuating and activating the reservoir 134 with the sealant 136.
  • the valve assembly 140 may be provided with a switching valve 142 and a release valve 170.
  • the switching valve 142 may be activated if the provision of sealant 136 in the tire 16 is desired. Such an activated state is illustrated in FIG.
  • Fig. 21b illustrates a deactivated state equal to a normal state.
  • the switching valve 142 redirects the pressure medium into the reservoir to pressurize the sealant 136 and to convey it through the valve 170 toward the pressure medium path 98 and the tire 16.
  • FIG. 22 illustrates a further embodiment of a pressure medium supply device 70.
  • the pressure medium supply device 70 has a particularly designed rotary-solid transition, which is designed as a contactless contact 174.
  • the contact can be designed for contactless energy transmission. This can be done inductively, capacitively or electromagnetically. In this way, there are no directly (mechanically) engaged parts in the rotary-solid-transition. This can have an advantageous effect on the wear behavior.
  • the compressor unit 74 is associated with a stator 166 on the carrier side, via which, if necessary, energy can be generated during operation.
  • the pressure medium supply device 70 further has an external connection 164.
  • FIG. 23 illustrates a further configuration of a pressure medium supply device 70.
  • the compressor unit 74 of the pressure medium supply device 70 is arranged on the wheel body side 80 and can be selectively contacted via an actuator 162.
  • the compressor unit 74 has an L-shaped configuration.
  • the compressor unit 74 is associated with a buffer unit 102 which, for example, has a plurality of battery cells. These are included in the axle 84.
  • the compressor unit 74 can be connected via energy supply paths 106-1, 106-2 to energy supply units 104-1, 104-2.
  • the energy supply unit 104 - 1 may be, for example, a vehicle-side battery.
  • the energy supply unit 104-2 may be, for example, an on-board alternator.
  • the buffer unit 102 is selectively connectable to the compressor unit 74 via a power supply path 106-3.
  • Fig. 24 illustrates another embodiment of a pressure medium supply device 70. This is approximately similar in terms of its basic structure Embodiment designed according to FIG. 23.
  • the compressor unit 74 is designed and arranged concentrically.
  • the compressor unit 74 can be selectively coupled via an actuator 162 if there is a need for regulation.
  • a cap 186 is provided on the outside of the wheel body 80, which has a plurality of recesses 184.
  • the cap 186 with the recesses 184 may provide cooling air openings for the compressor unit 74.
  • the axle body 84 has a conical depression at its end facing the compressor unit 74.
  • FIG. 24 a shows a side section through the heat sink 178.
  • FIG. 24 b shows an axial section through the heat sink 178 and the compressor unit 74.
  • the design according to FIG. 24 has a coupling valve
  • FIG. 25 illustrates a further embodiment of a pressure medium supply device 70, in which the compressor unit 74 is fixed to the rim body 92, ie "in" the tire 16. Accordingly, the pressure medium path 98 can be used in particular for the intake of air, cf. also referred to with 150 intake, which is also available for supplying cooling air.
  • a required power supply path is shown in FIG. 25 by sections 106-1, 106-2.
  • the rotary-solid transition 158 may result in the wheel bearing 86 between the support side 82 and the RadConsequently 80.
  • the compressor unit 74 may in principle be provided parallel to the valve 68.
  • FIG. 26 illustrates a further alternative embodiment of a pressure medium supply device 70, which is fundamentally designed approximately in accordance with FIG. 25.
  • the compressor unit 74 is not arranged directly “in” the tire 16, but “outside” of the tire 16 on the rim body 92 in the region of the valve 68.
  • compressor unit 74 and the valve 68 may form a unit.
  • Fig. 27 illustrates another alternative embodiment of a pressure medium supply device 70.
  • the compressor unit 74 is similar to the design of FIG. 25 on the rim body 92 "in the" tire 16 arranged.
  • a contacting can take place in a known manner via a ring contact 152, cf. also Fig. 27a.
  • a contact element 154 formed on the rim body 92 can contact the ring contact 152.
  • FIG. 28 illustrates a further embodiment of a pressure medium supply device 70.
  • the design according to FIG. 28 has a rotationally fixed transition 16 in the pressure medium path 98.
  • a pressure-controlled valve 192 is provided, cf.
  • Fig. 28a A switching position indicated by 192-1 in Fig. 28a illustrates a disconnected state.
  • An illustration indicated at 192-2 in Fig. 28a illustrates a closed state. The activation of the valve 192 can be done via the applied pressure.
  • FIG. 29 illustrates a further embodiment of a pressure medium supply device 70.
  • a pressure-controlled valve 192 is also provided in the design according to FIG. 29, cf. also Fig. 29b.
  • An open position is designated 192-1.
  • a closed position is designated 192-2.
  • FIG. 29 a further illustrates an exemplary schematic section through the coupling valve 124, which can simplify assembly or disassembly of the rim body 92 on the wheel receptacle 90.
  • Piston compressors 200 typically have at least one pairing of a piston 202 and a corresponding cylinder 204, which are adapted to one another. Piston compressors 200 may be at least similar in design to known internal combustion engines. Accordingly, of course, multi-piston compressors 200 are conceivable, which have about two, three or four corresponding piston-cylinder pairings.
  • the pistons 202-1, 202-2 can thus move up and down in their cylinders 204.
  • a direction of movement when the pistons 202 move toward the drive shaft 208 may be referred to as suction or suction.
  • the opposite movement in which the pistons 202-1, 202-2 move away from the drive shaft 208 may be referred to as a compression stroke.
  • the pistons 202 can suck in a fluid, in particular air, via an inlet 218.
  • an inlet valve 214 may be provided by way of example, which is opened (as viewed from the piston 202) when a negative pressure is generated in the cylinder 204 by the piston 202.
  • the sucked air or the sucked fluid is compressed.
  • the pressurized fluid, in particular compressed air can be provided at an outlet 220.
  • further appropriate outlet valves 216 may be provided, which can be opened (from the viewpoint of the piston 202) with a corresponding overpressure.
  • a sealing arrangement 222 is furthermore frequently also provided which, by way of example, comprises one or more piston rings.
  • the piston 202 has a piston head 226, which faces away from the drive shaft 208. Furthermore, the piston 202 has on its side facing away from the piston head 226 side a recess, which can be generally referred to as a piston bag 230. A circumferential wall of the piston surrounding the piston pocket 230 is also generally referred to as a piston skirt 232. In this area the piston further comprises through holes 228 which serve to receive a piston pin (not shown in Fig. 31). The piston pin usually serves to couple the piston 202 to an eye of the corresponding connecting rod 206, which is arranged in the pocket 230 of the piston 202 in the assembled state.
  • FIG. 31 is a side sectional view of a piston 202 usable with the piston compressor 200 of FIG. 30, for example.
  • the piston 202 has, for example, two grooves 234, 236, which may also be referred to as annular grooves.
  • the grooves 234, 236 are spaced from each other by a distance 238 which is relatively small.
  • Each of the grooves 234, 236 may carry a piston ring. Accordingly, the piston 202 shown by way of example in FIG. 31 has two piston rings in the installed operating state.
  • FIG. 32 shows an advantageous development of a piston, designated by 242.
  • the pistons 202, 242 are at least similar to each other. Accordingly, the piston 242 also has a piston head 226, corresponding piston pin bores 228 and a piston skirt 232 which encloses a piston pocket 230.
  • the piston 242 for example, two grooves or annular grooves 244, 246, which are designed to receive piston rings.
  • the annular grooves 244, 246 have a distance to each other 248, which is substantially greater than the distance 238 of the piston 202, which is shown in Fig. 31.
  • the distance 248 between the annular grooves 244, 246 may be at least 30%, preferably at least 40%, more preferably at least 50% of a total length 240 of the piston skirt 232.
  • the sections 238, 240 may each correspond to a distance of the centers of the respective annular grooves 234, 236 and 244, 246.
  • the total length 240 of the piston 242 and the piston skirt 232 corresponds approximately to the extent of the piston 242 shown in lateral cross-section in FIG. 32, which can potentially come into contact with a corresponding cylinder wall.
  • the piston 242 further comprises a recess 250, in particular a circumferential recess, introduced, which for receiving a Lubricant Deposits 252 is used.
  • the lubricant depot 252 may be formed by a lubricant or comprise a lubricant carrier impregnated or wetted with a lubricant. Since the distance 248 between the annular grooves 244, 246 is chosen sufficiently large, a lubricant depot 252 can be introduced with a considerable length extension in the recess 240. In this way, a sufficiently large amount of lubricant can be integrated directly into the piston 242. Accordingly, an integrated lubricant supply is enabled.
  • the piston 242 shown in FIG. 32 it would possibly also be conceivable to dispense with the piston 242 on the annular grooves 244, 246 and the lubricant depot 252 itself as a sealing element for sealing between an outer wall of the piston 242 and the corresponding cylinder 204 to execute.
  • the lubricant depot 252 or a carrier material provided for the lubricant depot 252 is designed to be at least partially elastic or deformable for a lubricant.
  • the lubricant reservoir 252 may have an "oversize" compared to a diameter of the cylinder 204 and thus be guided with slight prestressing in the cylinder 204. In this way, on the one hand cause a good seal, which allows the generation of high pressures.
  • the wear between the piston 242 and the cylinder 204 can be minimized.
  • each of the pistons 242-1, 242-2, 242-3, 242-4 can perform respective suction and pressure movements.
  • Each of the pistons 242-1, 242-2, 242-3, 242-4 may further be coupled to respective valves 214, 216 (see Fig. 30), of which only the exhaust valves 216 are exemplified in Fig.
  • the exhaust valves 216 may be exemplified as flap valves or swing valves, see FIG. in particular Fig. 33a and Fig. 33b.
  • the corresponding exhaust valve 216 is closed.
  • a corresponding inlet valve 214 may be opened during the intake movement, which is not explicitly illustrated in FIGS. 33, 33a, 33b.
  • a compression movement opposing the suction movement 272 is illustrated in FIG. 33 a by an arrow labeled 270.
  • a compressed fluid in particular compressed air, may accordingly be forced through the outlet valve 216 into a channel or flow channel 256.
  • the compressed air or fluid may exit the compressor 200 via an outlet 220.
  • the pistons 242 - 1, 242 - 2, 242 - 3 - 242 - 4 shown in FIG. 33 can be arranged offset from one another or angularly offset relative to one another, so that during one revolution of the drive shaft 208, temporally staggered intake processes or compression processes can result , In this way, excessively high pressure fluctuations can be avoided at the outlet 220. Similar to the embodiment of the piston 242 illustrated with reference to FIG. 32, the piston 242 according to FIGS.
  • the lubricant reservoir may have a height 284 that may include about at least 50%, more preferably at least 70%, even more preferably at least 80% of an effective height 240 of the tread.
  • FIGS. 33, 33a, 33b further show that the piston can also be configured approximately as a so-called "built-up" piston 242. Accordingly, it would be conceivable to insert the piston 242 from a plurality of individual parts, such as a plurality of disc-shaped sections 280, 282 and plates 288, 290 which are interconnected via a core 292. Further, the piston 242 may be provided on its side facing away from the piston head 226 side with a support 294, which serves for coupling to the piston pin 260 and the connecting rod 206.
  • a support 294 which serves for coupling to the piston pin 260 and the connecting rod 206.
  • Fig. 34 shows a schematic, highly simplified sectional view of an embodiment of a rotary-solid-transition 1 16 in a pressure medium path 98.
  • the rotary solid transition 1 16 leads the pressure medium path 98 from a support side 82 to a Radange 80.
  • the Turn-solid transition 1 16 can also be referred to as a rotary feedthrough.
  • the swivel-to-fixed transition 1 16 has a coupling valve 120, which has a valve piston which is movable between a retracted position and your extended position to form the pressure medium path 98 from the support side 82 to the RadConsequentlyseite 80.
  • Pressure medium can flow through the coupling valve 120, starting from the carrier side 82 toward the wheel body side 80.
  • the pressure medium may be provided by a pressure accumulator 324 or a pressure generator (compressor).
  • the pressure medium can flow through a distributor block 322, which can drive individual wheels, for example.
  • the pressure reduction opening 320 facilitates the function of the coupling valve 120, in particular a back portion of the valve piston. For this purpose, a defined leakage or a defined volume flow loss is provoked.
  • the pressure reduction opening 320 may be formed at different positions in the pressure medium path or coupled thereto be, cf. reference numerals 320-1, 320-2, 320-3, 320-4 and 320-5 in Fig. 34 describing alternative positions.
  • Figs. 35c and 35d illustrate a grommet-like or membrane-like blocking element 330 in a closed position (Fig. 35c) and an open position (Fig. 35d). It is understood that the design according to FIGS. 35c and 35d also permits a direction-dependent flow through.
  • the design of the pressure reduction openings 320 according to FIGS. 35a to 35d allows the desired pressure reduction and simultaneously prevents the ingress of contaminants into the pressure medium path 98.
  • FIGS. 36a, 36b and 36c illustrate designs of
  • Rotary-fixed transitions 158 for an energy supply path 106 of a pressure medium supply device 70 In principle, this sliding contacts are conceivable, for example.
  • the rotary-solid transitions 158 are each assigned a contact unit 340, which is accommodated on the carrier side 82.
  • On the RadShange 80 for example, a rotor 342 is added.
  • the rotor 342 has in each case one or more contact sections 344, 346, which are designed in particular disc-shaped and extend radially from the rotor 342 to the outside.
  • the contact unit 340 preferably has an actuator 350, which is thus designed as a magnetic actuator, as an electromotive actuator or the like.
  • At least one contact body 352, 354 can be accommodated on the actuator 350, which interacts with the at least one contact section 344, 346 in a suitable manner for energy to transfer, such as to drive a compressor for pressure medium generation.
  • the at least one contact body 352, 354 can be displaced by the actuator 350 between a non-contact position and a contact position.
  • a contact portion 344 is provided, on which two contact surfaces 360, 362 are formed, which embody about a plus contact and a minus contact.
  • the contact portion 344 may be contacted by the contact bodies 352, 354 of the actuator 350 and the contact unit 340, respectively. In an extended position, the contact bodies 352, 354 can receive the contact section 344 between them in order to contact the contact surfaces 360, 362 in a targeted manner.
  • a contact body 352 is provided, on which two abutment surface 366, 368 are formed, which embody about a plus contact and a minus contact.
  • the contact body 352 may contact two contact portions 344, 346 in an extended position to transmit electrical energy.
  • the movement of the at least one contact body 352, 354 takes place radially in the direction of the rotor.
  • the actuator 350 is designed to displace the contact bodies 352, 354 axially or to pivot them in such a way that they axially contact the contact section 344 at the contact surfaces 360, 362 facing away from each other.
  • the extended position of the contact bodies 352, 354 is indicated by dashed lines. It is advantageous if no separate control lines for the actuator 350 are provided. In other words, the actuator 350 may be activated by energizing the power supply path 106 as such.
  • FIG. 37 shows a schematic, greatly simplified frontal sectional view of an embodiment of a hub body 88 provided with an annular channel 380 for a pressure medium supply device 70.
  • FIGS. 37a, 37b show corresponding lateral sections through an arrangement according to FIG. 37.
  • the annular channel 380 permits adaptation of the pressure medium supply device 70 to these preferred orientations, in particular to relative rotational orientations between the rim body 92 and the hub body 88.
  • a plurality of terminals 384-1, 384-2, 384- 3 are arranged, which are preferably adapted to the number and location of the wheel bolts 382.
  • the terminals 384 preferably have locking elements or check stoppers 386 which block the respective connection as long as no rim body 92 is mounted.
  • the terminals 384 also have orientation aids or position securing elements, such as depressions or receptacles 388. If a wheel is now mounted with the rim body 92, then a plug-type contact element 390 is formed on it, which can engage in one of the terminals 384.
  • Fig. 37a illustrates an approach state in which no direct contact has yet taken place.
  • Fig. 37b illustrates a mounted state.
  • Fig. 38 also illustrates a mounted state.
  • a pin or shaft 392 is arranged, which is adapted to engage in the assembled state of a non-return device 386 such that the affected terminal 384 is opened. All other ports are still closed, as no pin 392 opens the corresponding non-return latch 386.
  • the pressure medium supply device 70 furthermore allows a conventional filling of the wheel.
  • a Y-type switch 396 is provided, one leg, which is associated with the pressure medium supply means 70 and the fluid path 98, and another leg which is coupled to a conventional valve 404 for external filling.
  • Corresponding check bumpers 398, 400 allow activation or deactivation of the respective legs of the switch 396 without additional effort. Thus, an emergency operation, bypassing the pressure medium supply device 70 is allowed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Tires In General (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

L'invention concerne un système réparti (54) pour l'alimentation de fluide sous pression, en particulier pour l'alimentation en air comprimé dans un véhicule (10), un ensemble roue (14) destiné à un véhicule (10), ainsi qu'un système d'alimentation de fluide sous pression (70) intégré décentralisé pour un ensemble roue (14) équipé d'un pneu de véhicule (16) supporté en rotation. Le système d'alimentation de fluide sous pression (70) comporte un ensemble compresseur (74) décentralisé, en particulier un ensemble compresseur (74) entraînable par un moteur électrique, un circuit de fluide sous pression (98) qui s'étend entre l'ensemble compresseur (74) décentralisé et un corps de jante (92) du pneu de véhicule (16) associé à un côté corps de roue (80) de l'ensemble roue (14). L'ensemble compresseur (74) décentralisé comporte un raccord d'alimentation en énergie qui peut être alimenté par le biais d'un circuit d'alimentation en énergie (106) qui lui-même peut être relié à un ensemble de fourniture d'énergie (104). Le système d'alimentation de fluide sous pression (70) est associé au moins par segments à un côté support (82) et au côté corps de roue (80) de l'ensemble roue (14) et au moins le circuit de fluide sous pression (98) ou le circuit d'alimentation en énergie (106) comprend une transition (116, 158) solidaire en rotation, en particulier une traversée tournante, entre le côté support (82) et le côté corps de roue (80).
EP15713657.3A 2014-03-11 2015-03-11 Système d'alimentation de fluide sous pression, ensemble roue équipé d'un système d'alimentation de fluide sous pression, ainsi que système réparti pour l'alimentation de fluide sous pression Withdrawn EP3116727A2 (fr)

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EP20190629.4A EP3756908B1 (fr) 2014-03-11 2015-03-11 Système d'alimentation de fluide sous pression, ensemble roue équipé d'un système d'alimentation de fluide sous pression, ainsi que système réparti pour l'alimentation de fluide sous pression

Applications Claiming Priority (3)

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DE102014103217 2014-03-11
DE102014117459.3A DE102014117459A1 (de) 2014-03-11 2014-11-27 Druckmittelversorgungseinrichtung, Radeinheit mit einer Druckmittelversorgungseinrichtung sowie verteiltes System zur Druckmittelversorgung
PCT/EP2015/055102 WO2015136006A2 (fr) 2014-03-11 2015-03-11 Système d'alimentation de fluide sous pression, ensemble roue équipé d'un système d'alimentation de fluide sous pression, ainsi que système réparti pour l'alimentation de fluide sous pression

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EP20190629.4A Division EP3756908B1 (fr) 2014-03-11 2015-03-11 Système d'alimentation de fluide sous pression, ensemble roue équipé d'un système d'alimentation de fluide sous pression, ainsi que système réparti pour l'alimentation de fluide sous pression

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EP3116727A2 true EP3116727A2 (fr) 2017-01-18

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EP20190629.4A Active EP3756908B1 (fr) 2014-03-11 2015-03-11 Système d'alimentation de fluide sous pression, ensemble roue équipé d'un système d'alimentation de fluide sous pression, ainsi que système réparti pour l'alimentation de fluide sous pression
EP15713657.3A Withdrawn EP3116727A2 (fr) 2014-03-11 2015-03-11 Système d'alimentation de fluide sous pression, ensemble roue équipé d'un système d'alimentation de fluide sous pression, ainsi que système réparti pour l'alimentation de fluide sous pression

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US (1) US10730355B2 (fr)
EP (2) EP3756908B1 (fr)
JP (1) JP6591996B2 (fr)
CN (3) CN106457934B (fr)
BR (1) BR112016021039B1 (fr)
DE (1) DE102014117459A1 (fr)
WO (1) WO2015136006A2 (fr)

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CN115230406B (zh) 2024-08-13
JP6591996B2 (ja) 2019-10-16
US10730355B2 (en) 2020-08-04
CN115230406A (zh) 2022-10-25
US20180186197A1 (en) 2018-07-05
DE102014117459A1 (de) 2015-09-17
CN106457934B (zh) 2019-06-21
EP3756908A1 (fr) 2020-12-30
WO2015136006A3 (fr) 2015-11-05
CN110539595A (zh) 2019-12-06
CN106457934A (zh) 2017-02-22
BR112016021039A2 (pt) 2017-08-15
WO2015136006A2 (fr) 2015-09-17
EP3756908B1 (fr) 2023-09-06
JP2017514736A (ja) 2017-06-08
CN110539595B (zh) 2022-08-19
BR112016021039B1 (pt) 2021-01-19

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