MXPA06004398A - A tire inflation system and wheel sensor and method of use - Google Patents

Abstract

A tire inflation system and wheel speed sensor system having a hollow sha ft rotatable with a drive mechanism. The shaft extends into the hollow end of a n axle. A angular velocity system rotates with the shaft within the hollow end of the axle. A sensor, mounted within the axle, senses the rotation of the angular velocity system. The hollow shaft is a conduit for air from an air source to at least one tire.

Description

PNEUMATIC INFLATION SYSTEM AND WHEEL SENSOR. AND METHOD OF USE FIELD OF THE INVENTION The preseníe nvención relates to a combined sisíema neumáíico inflation and wheel speed sensor, and méíodo of uíilizar the same.

BACKGROUND OF THE INVENTION The opposing area of the wheel of a vehicle is an area that has many important structures and systems for the operation and performance of the vehicle. For example, vehicles and systems related to braking the vehicle, suspension of the vehicle, steering the vehicle and driving the vehicle, can all be found in the opposite area of the wheel. Those skilled in the art will understand that some or all of these systems and systems can coexist in the same general opposite area of the wheel. Additional structures and systems, such as wheel performance sensors and tire inflation systems, should be adjusted to that same area as well. Various systems are known in the state of the art that teach sensors and / or tire inflation systems, however, these systems have not sufficiently combined the two to minimize the space they occupy. For example, United States of America No. 6,435,238 shows a tire inflation system located on a vehicle axle. A adapter is secured to an air passage tube that extends from the wheel hub. The adap tator has a s io f io ry o ry to w ell and the da pfador to I f ubo. U n e omponeníe Removable from the adapter attaches an air supply tube that extends from the shaft. U n e s ensor d nsamble peed and v í I osírado lso is m, and s in mbargo, the sensor rotor is located radialmeníe out shaft. The structure of the assembly is located within the axis. US Pat. No. 6,585,019 provides a pneumatic tire inflation system comprising an axle extending from the hub of the wheel. One end of the arrow connects to an air hose. The other end of the arrow is connected to a rotating housing. A pair of bearings are mounted on the housing to allow the housing to gouge on the shaft. A small diameter portion of the rotary casing projecting through an opening provided in the opposite wall of the wheel hub. The rotating housing is sealed in a sealed manner against the opposite outer wall of the wheel hub. A wheel speed sensor is not displayed. The US Pat. No. 6,575,269 shows a single wheel bearing on a support and a mace. The hub is driven by a propeller shaft housed in the hub. Inflation and deflation of a neumáíico occurs via d and m ember conecíor to íravés d and l os channels and / or holes in the wheel support. The channels and / or additional holes provide a fluid connection for a monolithic valve in the hub. The earlier technique discussed above has several disadvantages. First, some of the documents of the prior art will show a sensor or a tire inflation system, but not both. Secondly, the systems of the prior art do not combine a wheel with a tire inflation system to minimize the space used by means of wheel arches at the end of the wheel. Third, some prior art designs locate the sensing elements outside the axis. These designs lead to increased costs since wheel hubs are not standardized and additional components are needed to focus the sensor element on the wheel hubs. In light of the prior art desveníajas it is advantageous compactly combine a speed sensor wheel with tire inflation system substantially within the vehicle axle.

BRIEF DESCRIPTION OF THE INVENTION The present invention is directed towards a combined system of wheel sensor and pneumatic inflation, and a method to use it. The system comprises a non-rotating axis that has at least one open exirheme. A drive mechanism, like a wheel hub, is located adjacent to the open shaft end. An arrow is provided which has a first portion and a second portion. The first portion was connected to the drive mechanism for gating with it and the second portion was mounted in a roaming manner on at least one bearing within the shaft. An angular speed system is installed on the arrow for rotation with it. A non-rotating sensor is inserted into the axis adjacent to the angular velocity system.

BRIEF DESCRIPTION OF THE DRAWINGS The foregoing, as well as other advantages of the present invention, will be readily apparent to those skilled in the art from the following detailed description when considered in light of the accompanying drawings, in which: Figure 1 is a visis visually partially cut off from the Present invention; Figure 2 is a side view of the present invention installed in a wheel; Figure 3 is a cut-away side view of the invention present on the shaft; Figure 4 is a partially cut away perspective view of an alimentary mode of the present invention; Figure 5 is a perspective view partially cut away from yet another alimentary mode of the present invention; and Figure 6 is a side schematic view cut from yet another alimentary mode of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED MODALITIES It should be understood that the invention may assume various orientations and sequences of passage, except where the coniirer is expressly specified. It should also be understood that the specific devices and processes illustrated in the accompanying drawings, and described in the following specification, are merely exemplary embodiments of the embodiments of the invention defined in the appended claims. Therefore, the dimensions, addresses or other specific physical characteristics related to the disclosed modalities should not be considered as limiting, unless the claims expressly state otherwise. Referring now to Figure 1, a non-rotating shaft 10 of a vehicle is partially represented. Figure 1 represents a first exíremo 12 of the axis 10. Those with knowledge in the technical will easily understand that the axis 1 0 There is a second end (not shown) that is practically identical to the first end 12. The present description and the drawings accompanying the description will refer to the first end 12 of axis 10. However, it should be understood that identical structures and methods, or at least practically similar, related to the first end 12, can also be used with the second end of the axis 10. The present invention has the same applicability for any vehicle, however, in the preferred embodiment, the axis 10 shown and described here is ideally suited for a commercial road vehicle, such as an axle 10 in any one of a vehicle, a trailer or a combination of trailer. By way of example only, the shaft 10 may be a non-driveable, non-steerable towing axle from Dana Corporafion of Toledo, Ohio, which has the Dana part number D22AX 503 1095. It is within the scope of the invention, other axles for towing, as well as other vehicles. Preferably, the shaft 10 has a substantially hollow interior portion 14, as shown in Figure 1. It is also within the scope of the invention to make use of an axle 10 which has only one hollow channel extending from the axis 10. , or an axis 10 having a first hollow extrude 12. As shown in the preferred embodiment of Figure 1, the shaft 10 has an opening 16 for receiving an air line 18. The air line 18 is connected, through from one or more tubes or lines (not mostered), to a compressor and / or air reservoir (none of which is shown) carried in the vehicle. In the disclosure present, the air line 18 itself will be referred to as a strong air. Preferably, the air line 18 extends from the opening 18 through the axis 10 to the first exiréme 12 of the axis 10. Those skilled in the art will understand that a second line of air (not mosirado) can extend through a second opening, or through the same opening 16, for connection to the compressor or air tank. Alternatively, the second air line can be connected to the first air line 18 with a common connector, such as a connector T. The second air line extends to the second end of the shaft 10 and would be used in a manner substantially similar to the first air line described in detail below. The internal portion 14 of the shaft 10 preferably also contains at least one electric cable 20. The cable 20 extends at least towards the first end 12 of the shaft 10 and can extend towards the second end of the shaft 10. The cable 20 leaves the shaft 10 a through an opening (not shown) where it is preferably electrically connected to an electronic control unit (not shown) of the vehicle. A drive mechanism, such as a wheel hub 22, is positioned adjacent the first ejector 12 of the axle 10. The hub of the wheel 22 can be of any design known to those skilled in the art. As an example only, the hub 22 of the wheel may be the same as the Dana part number 676401 available from Dana Corporación de Toledo, Ohio. Preferably, the hub 22 of the wheel has a hat-shaped portion 24 and a circular flange 26 extending radially from the base 28 of the working-shaped portion 24. The hat-shaped portion 24 comprises a front plate 29. At least one portion 30 of the hub of the wheel 22 can radially overlap the first end 12 of the axle 10. However, it will also be within the scope of the invention to place the hub of the wheel 22 in a non-insulative relationship with the wheel. axis 10. The present invention is not limited to any modality. The hub of the wheel 22 is secured against the wheel 32, as shown in Figure 2. The wheel 32 is used to mount one or more tires 34 on it. Those skilled in the art know that the tire 34, as it moves on the ground, rotates the wheel 32 and thus the hub of the wheel 22. The devices Friction reducers, such as bearings (not shown), are placed between the wheel 32 and the shaft 10 to allow the rotation of the wheel 32 with respect to the axis 10. Referring now to Figure 3, a friction can be observed 36 of the present invention, located practically on the axis 10. An air line connector 38 provides a connection from the air line 18 to the structure 36.

The connector 38 of the air line depicted in Figure 3 has a substantially uniform thermal exotherm 40, however, it is also within the scope of the present invention to provide an adapter for the air tube (not shown) therein. The air line adapter may be composed of one or more edges, series of threads, and / or a series of alternating ridges and grooves to secure the air line 18 to the air line connector 38. An adapter with a connection push-button can be used as is known to those skilled in the art, to secure the air line 18 to the connector of the air line 38. Preferably, the connector of the air line 38 is secured in place by means of, and is received by, a support plate 42. The support plate 42 locates the connector 38 from I to I-line of the ignition defined by an arrow 44 mounted within the structure 36. The support plate 42 can align the connector of the air line 38 with the arrow 44 or, as seen in Figure 3, the support plate 42 can slightly loosen the arrow 44 and the connector 38 of the air tube. In this embodiment, the support plate 42 provides a sufficiently clear fluid path 46 between the connector 38 of the air line and the arrow 44. The support plate 42 can be one piece or multiple pieces. The connector 38 of the air line can be formed in an incorporated manner with the support lacquer 42 or formed separately from it, and then attached to the support plate 42. The arrow 44 is mounted to rotate within the axis 10. about at least one friction reducing device. The friction reducing device can be one or more bearings. Those skilled in the art will understand that the bearings may be such as bushings, ball bearings, needle bearings or tapered bearings. In the preferred embodiment shown in Figure 3, a first bearing 48 is seated within the support plate 42 and a second bearing 50 is seated in a front housing 52. Those skilled in the art will understand that the cushions 48, 50 may be They are mounted on any structure, or structures, of the axis 10 and the present invention is not limited to placing the bearings 48, 50 within the support plate 42 and in the front housing 52 as depicted and described in the preferred embodiment. The arrow 44 has a first portion 54, which was set for rotation as described above, on the axis 10. The arrow 44 also has a second portion 56, as shown in Figure 1, which is described with greater detail below. Preferably, the arrow 44 is a tube that has an internal channel 58 substantially hollow. The reference number for the arrow and the tube will be used interchangeably hereinafter as 44. The internal channel 58 is in fluid communication with the connector 38 of the line from which the fluid path 46 is described. anioriormenie. The tube 44 can be a single piece or assembled multiple pieces. Additionally, the tube 44 may be rigid, semi-rigid or flexible. At least one seal 60 is located around the first portion 54 of the tube 44. Preferably, the seal 60 is a rotating seal that makes contact with the tube 44 but allows free reaming of the tube 44. The seal 60 also prevents the tube from escaping. air to the seal 60 and the tube 44. It should be understood that the structure 36 can be continuously pressurized or pressurized intermittently. It has been discovered that pressurizing intermittently the structure 36 leads to prolong the life of the seal 60. However, the invention works equally well under continuous pressure. The seal 60 is located adjacent to the second bearing 50, however, those skilled in the art will understand that it can be located anywhere along the tube 44. As shown in Figure 3, the seal 60 is located within A seal compartment 62 within the support plate 42. Those skilled in the art will understand that the present invention includes also non-fixed seals, or seals that gnaw with the tube 44. An angular velocity system 63 is secured to the 44th tube for the roiacion with it. The angular velocity system 63 can be magnetic or optical. If the system 63 is optical, it may consist of a toothed ring mounted on the tube 44. A light source projects through the teeth towards a sensor. The light source can use visible light or non-visible light. The rotational speed of the tube 44 can be determined by the pulses of light captured by the sensor from the teeth passing in front of the light. In the preferred embodiment shown in the figures, the system 63 is magnetic and comprises a magnet 64 secured to the tube 44 for rotating therewith. The magnet 64 may be such as a multi-pole magnet known to those skilled in the art. As shown in Figure 3, the magnet 64 is preferably located in the tube 44 between the first bearing 48 and the second bearing 50. It should be understood, however, that the present invention is not limited to placing the magnet surrounds the pads 48, 50. Instead, the magnet 64 can be located anywhere along the 44th arc of the shaft 10 since the bearings 48, 50 cause the entire tube 44 to rotate in a very precise position. However, it is preferred to locate the angular velocity system 63, if it is optical or magnetic, enise the two bearings 48, 50.

The front housing 52 is provided around the tube 44 to substantially enclose the end 12 of the shaft 10. The front housing 52 provides a seat 68 for the bearing 48, as mentioned above, and also reduces, or prevents, debris and contaminants from entering. to the axis 10. A member is used to place the structure 38 on the axis 10. The member can be consiruido of any maerial. For example, the member can be made of plastic formed by molding. In a preferred embodiment, the member is made of metal and this is formed by nicking. As depicted in Figure 3, a punch 70 helps to position the frame 36 on the axis 10. The punch 70 can be formed integrally with the front cover 66, molded with the front cover 66 or simply secured thereto. Preferably, the front cover 66 and the punch 70 are simultaneously located at the open end 12 of the axis 10. The punch 70 may have teeth, edges, threads, adhesive or other fastening means (not shown) that engage an interior surface 72. of the shaft 10 and secure in place the structure 36. Preferably, the blank 70 is located within the axis 10 with an interference or friction fit. A positioning device 74, such as an O-ring, or a packing, is preferably located between the inner surface 72 of the shaft 10 and the structure 36, as shown in Figure 3. The positioning device 74 prevents, or reduces, that the coniraminians enter the axis 10 between the interior surface 72 and the structure 36.

Additionally, the positioning device 74 can prevent contaminants of the shaft 10 from leaving the shaft 10 where they can damage other parts or systems. The positioning device 74 may or may not provide a seal. The positioning device 74 also provides stability to the structure 36 and assists in locating the structure 36 in place within the axis 10.

The present invention may also comprise more than one positioning device 74. The positioning devices different from the ring shape may also be used without departing from the scope of the present invention. Although it is not represented in the figures, it should be understood that the structure 36 may have one or more venililation orifices that veil the cavity 75 enclosed by the hub of the wheel 22 and the bottom of the axis 10. It is also within the scope of the invention to present no venililation orifices. that connect the cavity 75 is enclosed by the hub 22 of the wheel with the axis 10 in the preferred embodiment. In a preferred embodiment, a sensor 76 is supported adjacent the magnet 64. In a more preferred embodiment, the sensor 76 is a wheel speed sensor designed to determine the rotations of tube 44 as follows. Preferably, the sensor 76 can detect the forward or reverse rotation of the tube 44. This section is called quadrature, as is known to those skilled in the art, and can be used by magnetic systems as well as optical systems. The sensor 76 may have the sensing elements within it or the sensor 76 may be composed of two physically separate sensing elements. Regardless of the physical modality of the sensor 76, the sensing elements are descended to each other. The descending nature of the sensing elements results in the first sensing element sensing a transition from a magnetic pole, as seen, to the opposite magnetic pole, such as north, when the sensing elements are routed in direction, as forward. Then, before it was detected, it heard a transition in the first sensor element, the second sensor element was a transition from a magnetic pole, as in the south, towards the opposite magnetic pole, Ial as north. When the sensing elements gnaw in the opposite direction, as when the vehicle was in reverse, the first sensing element detected an ransition from a magnetic pole, such as south, towards the opposite magnetic pole, such as north. Then, if it is detected that it is heard in the first sensor element, the second sensor element detected an ionization from a magnetic pole, as north, towards the opposite magnetic pole, as well as south. Those skilled in the art will understand that depending on the physical property deciated by the sensor elements, the defined transitions can not be applied from a pole to the opposite polarity pole. For example, the sensing elements can detect areas of the agnephic field and levado and low magnetic field. Additionally, the sensor elements can detect gradients of the magnetic field. A sensor 76 layers of determining a single direction of rotation can be used in the present invention. In this case, only one individual sensor element is needed and the quadrature is not used. Adjacent to the support plate 42, or integrally formed therewith, is an electrosonic module 78. The electrostatic module 78 depicted in Figure 3 preferably has at least one cavity 80 adjacent to the rotating magnet 64. The cavity 80 houses the sensor 76. The cavity 80 can also accommodate other sensors, such as, but not limited to, one or more accelerometers and / or temperature sensors. The sensor 76 is electrically connected to a connecting pin 82 located on the electronics module 78. This electrical connection is schematically represented in Figure 3. It is within the scope of the present invention to connect the sensor 76 directly to the connecting pin 82. or enter the sensor 76 connected to several electronics which was then connected to the connecting pin 82. The connecting pin 82 may have a two-pin connection or a connection of multiple points. A two-pronged design includes a tap for a signal return, as the ground, and hear a tap for both the energy and a signal. A two-pronged design is depicted in Figure 3. It is also within the scope of the present invention to use the three-pronged design where one tip is for power, another is for the signal return, as is the ground, and The third puncture is for a signal. The connecting pin 82 is preferably located within a connecting frame 84. A plug (not shown), which has a shape complementary to the connecting pin 82 and to the connecting frame 84, is located within the connection frame 84. The plug is electrically connected to the cable 20, discussed above. As best seen in Figure 1, the tube 44 extends beyond the end of the shaft 10 and towards the hub of the wheel 22. In a embodiment shown in Figures 1 and 2, the tube 44 elbows in such a way that it is substantially orthogonal with the axis 10. The tube 44 extends from the opening 86 in the labyrinth portion 88 of the wheel hub 22 and terminates in a coupler 90. The coupler 80 was connected to a T 92 connector. two hoses 94 were connected to the connector T 92. As best seen in Figure 2, the hoses 94 extend through the openings 96 in the wheel 32. The hoses 94 evenly connected with the valves of the pneumatic (non-mosdylated) the tires 34 mounted on the wheel 32. Accordingly, according to the above-described preferred embodiment of the present invention, a substantially continuous air path is provided from the axis 10, through the structure 36, through the s of the wheel hub 22 to the tire 34.

One preferred embodiment of the present invention is depicted in Figure 4 where the tube 44 axially extends through an opening 100 in the central portion 102 of a drive mechanism, such as the hub of the wheel 22. The tube 44 is provided with one or more couplers and connected to hoses (not shown), as described above, for connection through wheel 32 to one or more tires 34. In yet another embodiment of the present invention shown in Figure 5, the tube 44 extends through a central portion 102 of the hub of the wheel 22. The tube 44 is supported in the center portion 102 by means of a coupler 104, lal as a bushing, which allows the hub of the wheel 22 to rotate without providing rotation to the tube 44. The tube 44 is connected to one or more tire hoses 106, such as with the T-coupler 108. Those skilled in the art will understand that the tire hoses 106 are connected to one or more tires 34 and rotate with these provided thereby a rotational drive to tube 44 and thereby providing an alternative drive for the present invention. A further embodiment of the present invention is depicted in Figure 6, where axis 10 and spindle 36 are shown located on axis 10. A hub 110, having an extended portion 112, extends outwardly from the end of the shaft. 10. A plate 114 closes practically the open extended portion 112 of the hub 110. The hub 110 is supported for rotation on one or more bearings 116. The tube 44 extends from the structure 36 beyond the eximeum of the axis 10. The tube 44 is angled through the extended portion 112 of the hub 110. As is known to those skilled in the art, the hub 110 is rotated by one or more tires 34. As the hub 110 rotates, it carries the tube 44 with it. thus providing a rotational drive to tube 44 and providing this form with a drive mechanism alternative for the present invention. One method of using the present invention comprises connecting the air line 18 to the connector of the air line 38 and connecting the electrical connector (not shown) to the connecting pin 82 d between the connecting arc 84. The structure 36 It is ensured in the case of overmolding, overmoulding, friction coupling, mechanical fasteners, superimposed with heat, supplementary connecting closure elements, and / or adhesive. Of course, if the structure 36 is integrally formed with the hole 70, this step can be avoided. The structure 36 and the punch 70 are then inserted into the open end 12 of the shaft 10. The punching means 70 and the shaft 10 are coupled to each other to securely place the structure 36 within the axis 10. The tube 44 is connected to the drive mechanism, such as the hub of the wheel 22, to rotate therewith. By way of example, in the embodiment where the tube 44 extends orthogonally from the axis 10 through the hub of the wheel 22, the tube 44 is secured to the hub of the wheel 22 by placing the tube 44 through the opening 86. and connecting it to the coupler 90, as seen in Figure 1. In the embodiment where the tube 44 exhausts axially through the hub of the wheel 22, the tube 44 is secured to the hub of the wheel 22 by placing the tube 44 to through the opening 100 and connecting the tube 44 with the coupler (not shown), as shown in Figure 4. Those skilled in the art will understand that the opening 100 can be located anywhere on the front plate 29, including descending. In the above-described embodiments, the connection of the tube 44 with a drive mechanism will result in tube 44 rotating as the drive mechanism, such as the wheel hub 22, rotates the tire hoses 106, or the hub 110. For example, those skilled in the art will understand that the spray of a tire 34 associated with the wheel 32 connected to the hub of the wheel 22 causes the hub of the wheel 22 to gouge. The rubbing of the wheel hub 22 gouged the tube 44 connected thereto. As previously provided, the tube 44 is rotatably mounted on the shaft 10 by means of the bearings 48, 50. The bearings 48, 50 facilitated the precise rotation of the tube 44 within the axis 10 and allow the tube 44 to rotate at a precise location within of the axis 10. The precise rotation of the tube 44 and the precise location of the tube 44 allows the magnet 64 on the tube 44 to rotate precisely at a specific site. The precise rotation of the magnet 64 at a specific site allows the speed sensor 76 to accurately determine the rotation of the magnet 64. The precisely detected rotation of the magnet 64 is the all-reliable information that can be sent to the electronic control unit. of the vehicle (not shown) for processing. The electronic control unit can use the detected information to calculate the wheel speed for a brake inhibitor system, suspension performance, wheel spin and / or damage to the vehicle's control capability. In accordance with the provisions of the country estaíuíos, the present invention has been described in what is considered to represent its preferred modalities. However, it should be understood that the invention can be practiced in a way that is illustrated and described specifically without departing from its spirit or scope.

Claims (24)

1. A tire inflation system seal and a velocity sensing system, comprising: a non-rotating shaft having at least one open ejector; a drive mechanism adjacent to the open shaft end; an arrow having a first portion and a second portion, characterized in that the first portion is connected to the drive mechanism to run with it and the second portion is mounted in a ro- tatory manner on at least one bearing on the axis; an angular speed system mounted on the arrow to run with it; and a non-rodent moniade sensor of the axis adjacent to the angular velocity system.

2. The system according to claim 1, further characterized in that at least one rolatorio seal is located around the arrow.

3. The system according to claim 1, further characterized in that the angular velocity system is a monolithic multi-pole magnet on the axis arrow of the axis.

4. The system according to claim 1, further characterized in that the arrow is a hollow tube and the second portion is in fluid communication with an air supply source.

The system according to claim 1, further characterized in that the drive mechanism is a hub of the wheel and the first portion of the arrow extends through a front plate of the wheel hub.

6. The system according to claim 1, further characterized in that the drive mechanism is a hub of the wheel and the first portion of the arrow extends through a side portion of the hub of the wheel.

7. The system according to claim 1, further characterized in that the shaft is supported in a rotational manner within the shaft by at least two bearings and the angular velocity system is solid for rotating with the shaft between the two bearings.

The system according to claim 1, further characterized in that the sensor is mounted within a support plate to be adjacent to the rotary angular velocity system.

The system according to claim 8, further characterized in that the sensor is electrically connected to a connecting pin located on the support plate.

The system according to claim 2, further characterized in that the seal located around the tube is located inwardly of the bearings and the angular velocity system.

The system according to claim 8, further characterized in that the rotary seal is located in a rotary seal compartment defined by the support plate.

12. The system according to claim 1, further characterized in that the drive mechanism is at least one pneumatic hose.

13. The system according to claim 1, further characterized in that the drive mechanism is a wheel hub.

14. A pneumatic inflation system seal and a sensor system speed, which comprises: a non-rotating shaft having at least one open end; a driving mechanism adjacent to the open end of the shaft; an arrow having a first portion and a second portion, characterized in that the first portion is connected to the drive mechanism for rotating with it and the second portion is mounted rotatably on two bearings within the shaft, wherein the second portion is connected to an air source; a magnet mounted between the two bearings in the tube to run with the same axis axis; a non-rotational speed sensor of the cased wheel in the axis adjacent to the magnet; and at least one rotary seal mounted inwardly of the bearings and the magnet.

15. A method for combining a tire inflation system with a velocity sensor, characterized in that it comprises: providing a rotatable driving mechanism adjacent to a non-rotating axle of a vehicle; connecting a first portion of a tube to the rotatable driving mechanism and connecting a second portion of the lubricant to an air source within the shaft; providing at least one bearing within the shaft to rotatably support the tube within the shaft; place a system of angular velocity in the tube to rotate with it; and placing a non-rotating wheel speed sensor inside the shaft to detect the rotation of the angular velocity system in the tube.

16. The method according to claim 15, characterized in addition, because at least one rotary seal is sealedly coupled with the tube, even the seal allows the rotation of the lubricant.

17. The method according to claim 15, further characterized in that the drive mechanism is a hub of the wheel and the first portion of the tube is connected to a cen- tral portion of the wheel hub for spraying with it.

18. The method according to claim 15, further characterized in that the drive mechanism is a hub of the wheel and the first portion of the tube is connected to a side portion of the wheel hub to rotate therewith.

19. The method according to claim 15, further characterized in that air is supplied from an air source through the tube to at least one tire.

The method according to claim 15, further characterized in that at least two bearings are used to position the tube such that the angular velocity system in the tube is in precise alignment with the sensor.

21. The method according to claim 15, further characterized in that the angular velocity system is a multi-pole magnet.

22. The method according to claim 19, further characterized in that the source of the pipe resurfaces continuously or intermittently pressurizes the pipe.

23. The method according to claim 15, further characterized in that the drive mechanism is a rotatable hose of the tire.

24. The method according to claim 15, further characterized in that the drive mechanism is a wheel hub.