NZ620320B2 - Vehicle axle vent system - Google Patents
Vehicle axle vent system Download PDFInfo
- Publication number
- NZ620320B2 NZ620320B2 NZ620320A NZ62032012A NZ620320B2 NZ 620320 B2 NZ620320 B2 NZ 620320B2 NZ 620320 A NZ620320 A NZ 620320A NZ 62032012 A NZ62032012 A NZ 62032012A NZ 620320 B2 NZ620320 B2 NZ 620320B2
- Authority
- NZ
- New Zealand
- Prior art keywords
- axle
- check valve
- valve chamber
- vent system
- valve body
- Prior art date
Links
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- 239000000725 suspension Substances 0.000 description 7
- 230000001010 compromised Effects 0.000 description 5
- 238000009434 installation Methods 0.000 description 4
- 229940035295 Ting Drugs 0.000 description 3
- 230000000712 assembly Effects 0.000 description 3
- 239000000314 lubricant Substances 0.000 description 3
- 230000002829 reduced Effects 0.000 description 3
- 230000004075 alteration Effects 0.000 description 2
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- 238000011109 contamination Methods 0.000 description 1
- 230000000875 corresponding Effects 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B2900/00—Purpose of invention
- B60B2900/50—Improvement of
- B60B2900/511—Sealing
- B60B2900/5116—Sealing against air-loss
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B2900/00—Purpose of invention
- B60B2900/70—Adaptation for
- B60B2900/731—Use in cases of damage, failure or emergency
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/02—Dead axles, i.e. not transmitting torque
- B60B35/08—Dead axles, i.e. not transmitting torque of closed hollow section
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/16—Axle housings
- B60B35/163—Axle housings characterised by specific shape of the housing, e.g. adaptations to give space for other vehicle elements like chassis or exhaust system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K15/00—Check valves
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/6851—With casing, support, protector or static constructional installations
- Y10T137/6855—Vehicle
- Y10T137/6881—Automotive
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/7722—Line condition change responsive valves
- Y10T137/7837—Direct response valves [i.e., check valve type]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/7722—Line condition change responsive valves
- Y10T137/7837—Direct response valves [i.e., check valve type]
- Y10T137/7879—Resilient material valve
- Y10T137/788—Having expansible port
- Y10T137/7882—Having exit lip
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/7722—Line condition change responsive valves
- Y10T137/7837—Direct response valves [i.e., check valve type]
- Y10T137/7879—Resilient material valve
- Y10T137/7888—With valve member flexing about securement
- Y10T137/789—Central mount
-
- Y10T137/7896—
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/7722—Line condition change responsive valves
- Y10T137/7837—Direct response valves [i.e., check valve type]
- Y10T137/7904—Reciprocating valves
- Y10T137/7922—Spring biased
- Y10T137/7927—Ball valves
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/7722—Line condition change responsive valves
- Y10T137/7837—Direct response valves [i.e., check valve type]
- Y10T137/7904—Reciprocating valves
- Y10T137/7922—Spring biased
- Y10T137/7929—Spring coaxial with valve
- Y10T137/7932—Valve stem extends through fixed spring abutment
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/21—Elements
- Y10T74/2186—Gear casings
Abstract
Disclosed is a vent system for an axle of a heavy-duty vehicle such as a truck or tractor-trailer for reducing pressure buildup in a wheel axle for a tyre inflating system. The vent system comprises a check valve including a first end mounted on the axle; a second end; and a body disposed between the first and second ends and being in selective fluid communication with an interior of the axle. The body includes means to enable air flow from the axle interior to atmosphere when a pressure increase in the axle interior is less than about one pound per square inch and means to selectively enable air flow from the axle interior to atmosphere at a flow rate of at least about five standard cubic feet per minute. A vertically-extending exhaust tube includes a first end mounted on the second end of the check valve; and a second end being open to atmosphere and being in fluid communication with the check valve body, whereby the vent system selectively exhausts air from the axle interior to atmosphere to relieve a buildup of pneumatic pressure in the axle. The exhaust tube extends downwardly from the check valve and includes a length of from about four inches to about six inches. The axle extends through a sleeve, and the check valve first end is mounted on the axle in a window formed in the sleeve. The check valve body means selectively enables air flow from the axle interior to atmosphere at a flow rate of at least about five to ten standard cubic feet per minute when a pressure differential is less than or equal to about three pounds per square inch. e first and second ends and being in selective fluid communication with an interior of the axle. The body includes means to enable air flow from the axle interior to atmosphere when a pressure increase in the axle interior is less than about one pound per square inch and means to selectively enable air flow from the axle interior to atmosphere at a flow rate of at least about five standard cubic feet per minute. A vertically-extending exhaust tube includes a first end mounted on the second end of the check valve; and a second end being open to atmosphere and being in fluid communication with the check valve body, whereby the vent system selectively exhausts air from the axle interior to atmosphere to relieve a buildup of pneumatic pressure in the axle. The exhaust tube extends downwardly from the check valve and includes a length of from about four inches to about six inches. The axle extends through a sleeve, and the check valve first end is mounted on the axle in a window formed in the sleeve. The check valve body means selectively enables air flow from the axle interior to atmosphere at a flow rate of at least about five to ten standard cubic feet per minute when a pressure differential is less than or equal to about three pounds per square inch.
Description
W0 2013/025991
PCT/U82012/051346
VEHICLE AXLE VENT SYSTEM
CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims the benefit of US. Provisional Patent Application
Serial No.
61/524,476, which was filed on August 17, 201 I.
BACKGROUND OF THE INVENTION
TECHNICAL FIELD
The invention s to vent systems for axles. More
particularly, the invention relates to
a vent system for axles of duty vehicles such
as trucks and tractor-trailers
or semi-trailers.
Still more particularly, the invention is directed
to an axle vent system that includes
a check
end assembly, thereby extending the life of the
components of the wheel end assembly.
BACKGROUND ART
It is to be understood that the axle vent
system of the present invention may be ed
on heavy—duty es that include tire on
systems, and on heaVy-duty vehicles that do not
include tire inflation systems, and that reference herein
is made to heavy-duty vehicles with tire
inflation systems only by
way of example. duty vehicles typically include trucks and
tractor-wallets or semi-trailers. Tractor-trailers and railers, which shall collectively be
referred to as tractor-trailers for the
purpose of convenience, include at least one mailer, and
sometimes two or three rs, all of which are pulled by a single
tractor. All heavy-duty
vehicles that are trucks or tractor-trailers include
multiple tires, each of which is inflated with a
fluid or gas, such as air, to an optimum
or recommended pressure, which is known in the
art as
the target pressure.
W0 2013/025991
PCT/[1520121051346
However, it is well known that air may leak from a tire, usually in a gradual
manner, but
sometimes y if there is a problem with the tire, such
as a defect or a puncture caused by a
road hazard. As a result, it is necessary to regularly check the air
pressure in each tire to ensure
that the tires are not significantly below the
target pressure and thus under-inflated. Should an
air check show that a tire is under-inflated, it is desirable to enable
air to flow into the tire to
retum it to the target pressure. Likewise, it is well lmowu that the
air pressure in a tire may
se due to increases in ambient air temperature,
so that it is necessary to regularly check the
air pressure in each tire to ensure that the tires
are not y above the target
pressure and thus
over-inflated. Should an air check show that a tire is over-inflated, it is
desirable to enable air to
flow out ofthe tire to return it to the target
The large number of tires on
any given heavy-duty vehicle setup makes it difficult to
manually check and in the target pressure for each and every tire. This difficulty is
compounded by the fact that trailers of tractor-trailers or trucks in a fleet
may be located at a site
for an ed period of time, during which the tire
pressure might not be checked. Any one of
these rs or trucks might be placed into e at a moment’s notice, leading to the
possibility of operation with under~inflated or over-inflated tires. Such operation may increase
the chance of less—than-optimum performance and/or reduced
life of a tire in service as compared
to operation with tires at the target pressure,
or within an optimum range of the target
pressure.
Moreover, should a tire encounter a condition as the vehicle travels
over~the-road that
causes the tire to become under-inflated, such
as ping a leak from striking
a road hazard,
the life and/or performance of the tire may be significantly reduced
if the under—inflation
continues unabated as the vehicle ues to travel. se, should a tire encounter a
condition that causes it to become significantly over-inflated,
such as increasing
pressure from an
increased ambient air temperature, the life and/or performance of
the tire may be significantly
reduced if the over-inflation continues unabated as the vehicle
continues to travel. The potential
for significantly d tire life typically increases in vehicles
such as trucks or tractor-trailers
that travel for long distances and/or extended periods of time
under such less-than-Optimum
inflation conditions.
Such a need to maintain the target
pressure in each tire, and the inconvenience to the
vehicle operator having to manually check and maintain
a proper tire pressure that is at
or near
the target pressure, led to the pment of tire inflation
systems. In these systems, a target
2012/051346
inflation pressure is selected for the vehicle tires. The system then monitors the
pressure in each
tire and attempts to maintain the air
pressure in each tire at or near the target pressure by inflating
the tire when the monitored pressure drops below the
target pressure. These prior art tire
on s inflate the tires by providing air from the air
supply of the vehicle to the tires
by using a variety of different components, arrangements, and/or methods.
Certain prior art
systems are also capable of deflation, and these systems deflate the tires when
the monitored
pressure rises above the target pressure by venting air from the tires to atmosphere.
One type of arrangement for tire inflation
systems involves running a pneumatic supply
conduit or line h the axle, which is hollow, to
a rotary union that is mounted in the end of
the axle spindle or on a hubcap of the wheel end
assembly. The rotary union is an airtight
rotating seal that enables fluid communication n the'non-rotafing axle and the
rotating
tire. Should the supply line experience a leak or
rupture, Or should the rotary union experience a
leak, air pressure may build up in the hollow axle and the wheel end
assembly. If the pressure
build—up remains unrelieved, components ofthe wheel end assembly
may be damaged,
More particularly, the wheel end assembly typically includes
a wheel hub that is rotatably
mounted on a g assembly, which in turn is immovably
mounted on the rd end of the
axle, commonly know as an axle spindle. The bearing assembly includes
an inboard g
and an outboard bearing, which
may be separated by a bearing spacer. An axle spindle nut
assembly secures the bearing ly on the axle spindle by tlneadably
engaging threads that
are cut into the outer diameter of the outboard end ofthe axle e.
As is well known to those skilled in the art, for normal Operation of the wheel end
assembly to occur, the bearing assembly and surrounding
components must be lubricated with
grease or oil. Therefore, the wheel end assembly also must be sealed to
prevent leakage of the
lubricant, and also to prevent contaminants from ng the
assembly, both of which could be
ental to its performance. More specifically, a hubcap is mounted
on an outboard end of
the hub adjacent to and rd from the axle spindle
nut assembly, and a main seal is rotatably
d on an inboard end of the hub in abutment with the
axle spindle, resulting in a closed
sealed wheel end assembly.
In the event of a tire inflation system supply line
or rotary union leak, there
may be a
relatively high build-up in air pressure inside the axle and/or wheel end
assembly. Such an air
pressure build—up may damage the wheel end assembly main seal. If the main seal becomes
WO 2013102599]
PCT/U52012/051346
damaged, it may allow loss of the bearing lubricant, which in turn may undesirably reduce the
life of the bearings and/or other components of the wheel end assembly.
In addition, relatively low air pressure build-ups
may occur inside an axle and/or wheel
end assembly of a heavy—duty vehicle that includes a tire inflation
system, and of a heavy-duty
vehicle that does not include a tire inflation system. Such low build-ups in air re
occur due to any one of multiple causes, such as an increase in ambient
ature, dynamic
heating of the components of the wheel end assembly as the vehicle travels, changes in
atmospheric pressure when the vehicle travels over roads with significant altitude changes,
or a
small leak in a supply line if a tire inflation system is employed. Even such a vely low
build~up in air pressure inside the axle and/or wheel end assembly may undesirably reduce the
integrity and/or the life of the main seal, which in turn may undesirably reduce the life of the
bearings and/or other components ofthe wheel end assembly.
As a , it is often desirable to provide an axle and/or wheel
end assembly with means
for relieving such ups of air pressure by venting
or exhausting air to atmosphere. Ideally,
in order to prevent damage to the wheel end assembly main seal,
such means would be capable
of exhausting air at a low pressure, so low build—ups in air
pressure in the axle and/or wheel end
assembly that are due to increases in ambient temperature, dynamic heating of the wheel end
assembly, and/or changes in atmospheric pressure remain less titan one ( 1) pound
per square inch
(psi). In addition, to enable relief of high
pressure build-ups to adequately vent the axle and/or
wheel end ly in the event of a tire inflation
system supply line or rotary union leak and
thus prevent damage to the wheel end assembly main seal, such
means would also ideally be
capable ofhigh flow of at least about five (5) to ten (10) standard cubic feet
per minute (scfm) at
a pressure differential of about three (3) psi.
Moreover, when venting or exhausting an air pressure build~up to atmosphere from
axle and/or wheel end assembly, contaminants may be introduced into
the wheel end assembly,
which may undesirably reduce the life of the bearings and/or other
components of the assembly.
Therefore, it is also ble to reduce or ze the ability of contaminants to enter the
wheel end ly through any vent or exhaust.
In the prior art, n tire inflation systems have orated
venting devices in the
hubcap to relieve excessive air pressure build-up. However, many of these hubcap venting
devices lack the robustness to adequately prevent contaminants from entering the wheel
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assembly, which may undesirably reduce the life of the bearings and/or other
components of the
assembly. More particularly, because these venting s
are incorporated into the hubcap,
which is often in an exposed outboard location
on the wheel end assembly, the venting devices
also are in an eXposed location. Such a location enables contaminants, such
as water from a
high-pressure truck wash, to breach such venting devices and enter the wheel
end assembly,
thereby reducing the life of the bearings and/or other components of the
assembly. In addition,
many of these prior art hubcap venting devices lack adequate flow to enable relief of high
pressure ups in the axle and/or wheel end assembly in the event of
a tire inflation system
supply line or rotary union leak, thereby allowing the integrity of the wheel end
assembly main
seal to potentially be compromised.
Other known prior an axle vent devices include vent tubes for
drive axles. Vent tubes are
often utilized on drive axles because the
gears inside the axle generate heat during operation,
thus causing the air inside the axle to expand, ng
a need to e excessive air
pressure.
Such vent tubes are installed on a drive axle by threading
one end of a tube or hose into a
corresponding g formed in the axle. The tube hangs vertically from the axle,
with the
opposite end of the tube being open to atmosphere. Because the tube is
open to atmosphere,
such vent tubes typically are not effective in preventing contaminants,
such as water, from
entering the axle. For example, if a heavy-duty vehicle having such
an axle vent tube is backed
into a loading dock that is partially submerged in
water, the tube may become submerged, which
rably s water to enter the axle.
Another knowrr prior an axle vent device involves attaching
one end of a rubber hose or
tube to a top central portion of an axle, and fastening the hose
to the vehicle frame in a
manner
that allows the hose to extend vertically upwardly from
the axle, bend at its highest point, and
then wrap back upon itself vertically dOanardly. Alternatively, some types of these vent
s are free-standing, rather than being ed
to the vehicle frame, and the dOanardly-
extending portion of the hose is secured to the upwardly-extending portion
by means such as a
common tie map. r, the end of the hose which is opposite born the end that is
attached
to the axle is open, and therefore is not effective in preventing
contaminants, such as water, from
entering the axle. Such axle vent devices enable water to enter the
axle if the hose becomes
submerged when a duty e backs into a partially-submerged
loading dock.
W0 25991 PCT/USZOl2/051346
Still another known prior art axle vent device, which is showu and described in US.
Patent No. 6,725,743, and which is owned by the same Assignee as the present invention,
Hendrickson USA, L.L.C., involves a tube that is preformed into at least a single loop and
capable of substantially surrounding the axle. One end of the tube is connected to an opening
formed in the axle, and the te end of the tube includes a check valve to prevent
contaminants from entering the axle and wheel end assembly through the
vent tube. r,
the placement of the check valve on the end of the tube opposite the end that
connects to the axle
potentially s the check valve to undesirable damage from road , thereby possibly
compromising the integrity of the check valve. If the integrity of the check valve is
compromised, contaminants such as moisture may be able to enter the tube and thus impede or
obstruct the vent path, particularly if the moisture freezes inside the tube.
Also, ifthe integrity of
the check valve is compromised, contaminants
may be able to pass through the tube and enter the
axle and/or wheel end assembly. Moreover, the med-loop tube may be difficult to install
and/or adjust, as tightening or rotation of the fitting that provides the
connection of the tube to
the axle may d once the tube surrounds the axle.
Prior art means for relieving the up of air
pressure in an axle and/or wheel end
assembly also often lack the ability to equalize the pressure inside the axle to prevent a vacuum
condition from forming inside of the axle and/or wheel end assembly. More particularly, if the
means for relieving the up of air pressure is unable to allow air to flow from here
into the axle, fluctuations in t temperature
may create a vacuum condition inside the axle.
Such a vacuum condition may rably shift the wheel end main
seal from its overall position
between the axle spindle and the wheel hub, and/or may shift the relative position of the
components of the main seal, either of which may compromise the integrity of the main seal
and/or reduce its life. It is also desirable to avoid creating a vacuum condition inside the
axle
and/or the wheel end assembly in order to reduce the possibility that contaminants
may be drawn
into the axle and/or wheel end assembly by the vacutun. Therefore, it is desirable that the means
for relieving the build-up of air pressure also optionally enables the
equalization of pressure
inside the axle, thereby reducing or minimizing the creation of
a vacuum condition inside the
axle.
As a result, there is a need in the art for a vehicle axle vent
system that relieves pressure
build-up in the axle and/or the wheel end assembly and optionally enables the equalization of
WO 25991
PCT/U82012/051346
pressure inside the axle, while protecting the integrity of the check valve, reducing
the ability of
ice to obstruct the vent path, and preventing contaminants
from entering the axle and wheel end
assembly, thereby extending the life of the components of the wheel end
assembly, and which is
easy to install. The vehicle axle vent system of the
present invention satisfies these needs, as
will be described in detail below.
BRIEF SUMMARY OF THE INVENTION
An objective ofthe present invention is to e
a vehicle axle vent system that relieves
re build-up in the axle and/or the wheel end assembly.
Another objective of the present invention is to provide a vehicle axle vent
system that
optionally enables the equalization ofpressure inside the axle.
A further objective of the t invention is to
provide a vehicle axle vent system that
protects the integrity of the check valve, s the ability of ice to
obstruct the vent path, and
prevents contaminants from entering the axle and wheel end assembly.
Yet another objective of the present invention is
to provide a vehicle axle vent
system
that extends the life of the components of the wheel end
assembly.
Still r objectiVe of the present invention is
to e a vehicle axle vent
system
that is easy to install.
These objectives and others are obtained by the vehicle
axle vent system of the
present
invention. By way of example, the vent system includes a check valve. The check valve
includes a first end that is mounted on an axle of the vehicle,
a sec0nd end, and a body that is
disposed betwaen the first and second ends, and is in selective fluid communication
with an
interior of the axle. The vent system also includes a vertically-extending
exhaust tube. The
exhaust tube includes a first end that is mounted
on the second end of the check valve, and
second end that is open to here and is in fluid
communication with the check valve body.
The vent system selectively exhausts air from the axle interior
to atmosphere to relieve buildups
ofpneumatic pressure in the axle.
W0 20] 3/025991
PCT/U82012/051346
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF
THE DRAWINGS
The preferred embodiments of the
t invention, illustrative of the best modes in
which Applicants have contemplated applying the principles, are set forth in the following
description and are shown in the drawings, and are particularly and
distinctly pointed out and set
forth in the appended claims.
is a fragmentary cross-sectional perspective view
of a portion of an axle spindle
and a wheel end assembly, having certain
components of a tire inflation system mounted thereon,
and a brake drum and tire rims mounted
on the hub ofthe wheel end assembly;
is a fragmentary cross-sectional view of a prior art axle vent device shown
operatively attached to a heavy—duty vehicle axle, with hidden parts
represented by broken lines;
is fiagrnentary rear ctive View of
an exemplary embodiment of the vehicle
axle vent system of the present invention shown
ively ed to a heavy-duty vehicle
axle and showing associated components of
a suspension assembly;
is an enlarged sectional view of
a first exemplary check valve for
use in the
vehicle axle vent system shown in
is an enlarged cross~sectional View of
a second exemplary check valve for
use in
the vehicle axle vent system shown in
is an enlarged cross-sectional view of
a third exemplary check valve for
use in the
e axle vent system shown in
is an ed cross-sectional view of
a fourth exemplary check valve for
use in
the vehicle axle vent system shown in
is an enlarged cross-sectional view of
a fifth exemplary check valve for
use in the
vehicle axle vent system shown in
is an enlarged cross-sectional view of
a sixth exemplary check valve for
use in the
vehicle axle vent system shown in
is an enlarged cross~sectional view of
a seventh exemplary check valve for
use in
the vehicle axle vent system shOWn in
is an enlarged sectional View of
an eighth exemplary check valve for
use in
the vehicle axle vent system shown in
PCT/U520121051346
is an enlarged fiagmentary cross—sectional View ofa n of
a ninth exemplary
check valve for use in the vehicle axle vent system shown in with hidden parts
represented by broken lines; and
is an enlarged cross-sectional view of a tenth exemplary check valve
for use in
the vehicle axle vent system shown in
Similar numerals refer to similar parts throughout the drawings.
DETAILED DESCRIPTION OF THE INVENTION
In order to better understand the vehicle axle vent system of the
present invention and the
environment in which it operates, the components of an exemplary tire inflation
system and the
e structures upon which they are mounted are shown in and now will be described.
As mentioned above, it is to be understood that the vehicle axle vent
system of the present
invention may be employed on heavy—duty vehicles that include tire inflation
systems, and on
heavy-duty vehicles that do not e tire inflation s, and that nce herein is made
to heavy~duty vehicles with tire inflation systems only by
way of example.
One or more axles IO typically depend from and extend
transversely across a heavy—duty
vehicle (not showu). duty vehicles include trucks and tractor-trailers or semi-trailers, and
the tractor-trailers or semi-trailers lly are equipped with
one or more trailers. nce
herein shall be made generally to a heavy~duty vehicle for the
purpose of convenience, with the
understanding that such reference es trucks, tractor-trailers and semi-trailers, and trailers
f. Each axle 10 has two ends, with a wheel end assembly 12
mounted on each one of the
ends. For the purposes of convenience and clarity, only one end of axle
and its reSpective
wheel end assembly 12 will be described herein.
Axle 10 includes a central tube 13 (, and an axle Spindle 14 is integrally
connected, by any suitable means such as welding, to each end of the central tube. Wheel end
assembly 12 includes a bearing assembly having an inboard bearing 16 and an outboard bearing
18 inunovably mounted on the outboard end of axle spindle 14. A spindle nut assembly 20
threadably engages the outboard end of axle spindle l4 and secures bearings l6, 18 in
place. A
wheel hub 22 is rotatably mounted on inboard and outboard gs 16, 18 in a manner well
known to those skilled in the art.
PCT/U52012/051346
A hub cap 24 is mounted on the outboard end of hub 22 by a plurality of bolts 26, each
one of which passes through a respective one of a plurality of openings 28 formed in the hub
cap,
and threadably engages a respective one of a plurality of aligned threaded openings 30 formed in
the hub. In this manner, hub cap 24 closes the outboard end of wheel end assembly 12. A main
continuous seal 32 is bly mounted on the inboard end of wheel end assembly 12 and closes
the inboard end of the assembly. In a typical heavy-duty vehicle dual-wheel configuration, a
plurality of threaded bolts 34 are used to mount a brake drum 36 and a pair of tire rims 38 on
whee] end ly 12. Each one of a pair of tires (not shown) is mounted on'a respectiVe
oftire rims 38, as known in the art.
Art exemplary tire inflation system of the prior art is indicated generally at 40. A central
bore 48 is formed in axle 10, through which a pneumatic conduit 44 of tire inflation
system 40
extends toward an rd end of axle Spindle 14. Pneumatic conduit 44 is fluidly ted to
and extends between the vehicle air supply, such as an air tank (not shown), and
a rotary union
42. Rotary union 42 is attached to a plug 50 that is press-fit in a machined counterbore 52
formed in axle l bore 48 at an outboard end of axle spindle l4, and
as known in the art,
facilitates the connection of static pneumatic conduit 44 to an air tube assembly 46, which
with the tire. Plug 50 is formed with an opening 53, which is known in the art as a breather hole,
and allows fluid communication n axle central bore 48 and wheel end assembly
Air tube assembly 46 includes a first tube 54 that is fluidly connected at
one of its ends to
rotary union 42 inside hub cap 24, and is fluidly connected at the other of its ends to a tee fitting
56, which passes through the hub cap and is secured to the hub cap. Additional air tubes (not
shown) are fluidly connected to and extend from each one of two outlets of tee fitting 56 outside
of hub cap 24 to each one of a respective pair of tires mounted on rims 38. In this manner, air
passes from the e air tank, h pneumatic conduit 44, rotary union 42, first air tube 54,
hub cap 24 and tee fitting 56, and into the tires.
Should pneumatic conduit 44 of tire inflation system 40 experience a leak or
rupture, or
should rotary union 42 experience a leak, there may be a relatively high build-up of air
pressure
in axle 10 and/or wheel end assembly 12. Ifthe pressure build-up remains unrelieved, main seal
32 may be damaged, which in turn may allow the loss of the g lubricant, thereby
undesirably reducing the life of bearings 16, 18 and/or other ents of wheel end assembly
12‘ To enable relief of high pressure build-ups to adequately vent axle 10 and/or wheel end
W0 2599]
PCT/USZOIZ/051346
assembly 12, it is desirable to provide means for venting or exhausting air to atmosphere at a
high flow of at least about fiVe (5) to ten (10) standard cubic feet per minute (scfm), at
a pressure
differential of about three (3) psi.
In addition, increases in ambient temperature, dynamic heating of wheel
end assembly
12, and changes in atmospheric pressure may cause relatively low air
pressure build~ups to occur
inside axle 10 andlor wheel end assembly 12, whether or not tire inflation
system 40 is employed
on the vehicle. Even such relatively low build~ups in air
pressure inside axle 10 and/or wheel
end assembly 12 may undesirably reduce the integrity and/or the life of
main seal 32, which in
tum may undesirably reduce the life of bearings 16, 18 and/or other components of wheel end
assembly 12. To relieve such low pressure build-ups, it is desirable to provide means for
exhausting air fi‘om axle 10 and/or wheel end assembly 12 at a low pressure, so low
build-ups in
air pressure remain less than one (1) pound
per square inch (psi).
As a , it is often desirable to provide a vent device that relieves the build—up
of air
pressure in axle 10 and/or wheel end assembly 12 by venting or ting it to atmosphere.
However, contaminants may be introduced into wheel end assembly 12 as a result of the
use of
such a vent device, and may undesirably reduce the life of bearings 16, 18 and/or other
components of the wheel end assembly. Therefore, it is desirable for such a vent device to
reduce or minimize the ability of inants to enter wheel end
assembly 12.
An exemplary prior art axle vent device is indicated generally
at 60 and is shown in As show in axle lO optionally extends through and is welded to an axle
wrap or
sleeve 62, preferably using continuous welds (not shown) at
rear and front windows 64 and 66,
tively, formed in the sleeve. Prior art vent device 60 includes a tube 68 that is preformed
or coiled into at least a single loop that is sufficient to ntially nd axle sleeve
62. The
inside diameter of the coil of tube 68 preferably is ly smaller than
the e diameter of
axle sleeve 62, so that when stretched about the axle sleeve, the tube
grips the sleeve.
A first end of tube 68 has a ed fitting 70 attached thereto, which
in turn is disposed
in a complementary-sized and shaped threaded Opening 72 formed in axle
at a location within
first axle sleeve window 64. Fitting 7O fluidly communicates with axle hollow or or bore
48 and with tube 68. A second end of tube 68 preferably is fitted with
a duck bill-type one-way
check valve 74, which fluidly communicates with the tube. The fluid communication of tube 68
with axle 10 enables prior art axle vent device 60 to relieve the build-up
of air pressure in the
W0 201 91
ZDl2/051346
axle and/or wheel end assembly 12 by venting or exhausting
excess air pressure to atmosphere.
In addition, check valve ‘74 disposed on the second end of tube 68 allows air
to exhaust from axle
, while generally preventing contaminants from entering the axle and wheel end assembly 12.
However, the placement of check valve 74 on the second end of tube 68 potentially
exposes the check valve to undesirable damage from road debris, thereby possibly mising
the ity ofthe check valve. In the event that the integrity of check valve 74 is compromised,
contaminants such as moisture may be able to enter tube 68 and thus impede
or obstruct the vent
path, particularly if the moisture freezes inside the tube. Also, if the integrity of check valve 74
is compromised, contaminants may be able to
pass through tube 68 and enter axle 10 and/or
wheel end assembly 12. Moreover, because tube 68 includes a preformed coil or loop, it
may be
difficult to install and/or adjust axle vent device 60, as tightening
or rotation of fitting 70 may be
impeded once the tube surrounds axle 10.
As a result, there is a need in the art for a vehicle axle vent
system that es pressure
build~up in axle 10 and/or wheel end assembly 12 and optionally enables the equalization of
re inside the axle, while preventing contaminants from entering the axle and wheel end
assembly, reducing the ability of ice to obstruct the vent path, and protecting the ity of a
check valve, thereby extending the life of the components of the wheel end assembly,
and which
is easy to l. The vehicle axle vent system of the present invention satisfies these needs,
now will be described.
The vehicle axle vent system of the present invention is indicated generally
at 80 and is
shown in Vent system 80 includes a
one-way check valve 82 that is mounted directly on
axle 10, and a vertically rdly-extending flexible tube 84 that is fluidly
connected to the
check valve. More particularly, with additional reference to check valve 82 includes
valve body 86 that will be described in greater detail below, a ed shoulder 88, and
a hose
barb 90. To engage axle 10, a threaded opening 92 is formed in the wall of the axle, and
shoulder 88 is formed with threads 94 that engage the threads of the axle wall opening. A distal
end 96 of shoulder 88 extends into axle bore 48 (. Shoulder 88 and hose barb 90 are each
formed with respective central bores 120, 122, creating a fluid path that extends through check
valve 82, thereby enabling sealed fluid communication between axle bore 48 and the check
valve. This fluid ication is controlled by valve body 86, as will be described below.
WO 25991 PCT/U52012/051346
With continuing reference to check valve 82 ably is mounted on axle 10 at
rear window 64 in axle sleeve 62. More particularly, most heavy-duty vehicles have an
axle/suspension system 104, in which axle 10 extends between and is ed in a pair of
spaced-apart suspension assemblies 106, only one of which is shown. Suspension assemblies
106 may be of the g arm beam—type, the trailing arm ype, or the spring beam-type.
For the purpose of convenience, suspension assembly 106 is shown and described herein as a
trailing arm beam-type.
In suspension assembly 106, a hanger (not show) is securely mounted
on and depends
from the vehicle frame (not shown). The front end of a trailing beam 108 includes a bushing
assembly (not shown) which is pivotally mounted on the hanger in a well-knowr: manner. An air
spring 118 is mounted on the rear end of beam 108. Beam 108 typically is a robust steel box-like
structure having a top wall 110, and optionally a bottom wall (not shown), and
a pair of spaced-
apart sidewalls 114 which interconnect the top wall and any bottom wall to form the generally
rectangular-shaped hollow box beam structure. Axle sleeve 62 extends through and is welded to
a pair of complementary~sized and shaped openings 116 formed in beam sidewalls 114 and
extends outwardly a short distance fiom each of the sidewalls. Axle 10 extends through and is
welded to sleeve 62, preferably using continuous welds (not shown) at first and second windows
64 and 66 (.
The preferred mounting location of check valve 82 on axle 10 within rear window 64 of
axle sleeve 62 enables vent system 80 to be ed within beam 108, which
protects the system
from road debris during operation of the vehicle, thereby reducing or minimizing potential
damage to the system. The reduction or zation of potential damage to vent
system 80 is
ed by the location of the system without the need for undesirable add-on
structures, such
as guards or shields, thereby desirably reducing the cost and weight of the system.
Moreover, the preferred ng location of check valve 82 within rear window 64 of
axle sleeve 62 is a low—stress area of axle 10, which is favorable for forming axle opening 92.
More particularly, it is lly preferred in the art to form an g at a low-stress
area than
at a high-stress area, as an Opening in a low-stress area tends to reduce the possibility that the
opening will weaken axle 10 when compared to forming an opening in a high-stress area.
Because the portion of axle 10 that is located within rear window 64 of axle sleeve 62 tends
experience lower es than certain other portions of the axle, forming opening 92 to receive
WO 25991
820121051346
check valve shoulder 88 in this location reduces potential Weakening of the
axle. Of course,
depending on particular design considerations, check valve 82
may be mounted ly on axle
in other locations, such as within front window 66
of axle sleeve 62, which is also a low-
stress area, or on other portions of the axle.
Turning now to a first exemplary valve body 86A of check valve 82 of
vehicle
axle vent system 80 is shown. Shoulder 88 is integrally formed with or is mechanically
connected to valve body 86A, and the valve body includes
an inlet 124 that is fluidly connected
to shoulder bore 120. Hose barb 90 is also integrally formed with
or is mechanically connected
to valve body 86A, and the valve body includes
an outlet 126 that is fluidly connected to hose
barb bore 122. A valve chamber 128 is formed between
and is fluidly connected to valve body
inlet 124 and valve body outlet 126. A flat rubber diaphragm
130 and a ion pin 132 are
disposed in valve chamber 128. More particularly, retention pin 132 extends
through an opening
134 formed in diaphragm 130 and includes a haped n 136 on one side of the
diaphragm and a flat portion 138 on the other side of the agm, which
cooPerate to retain
the position of the diaphragm across valve chamber 128.
With this construction of first exemplary valve body 86A,
when there is an increase in
pressure inside axle 10 ( and/or wheel end assembly 12 ( above atmospheric
pressure, air flows through here 120 in shoulder 88, causing diaphragm 130
to flex toward cone
portion l36 of retention pin 132. When diaphragm 130 flexes toward
cone portion 136, air flows
past the diaphragm through valve chamber 128 to hose barb bore 122, and
out to atmosphere
through tube 84 (, thereby relieving excess pressure inside axle 10 and/or wheel end
ly 12.
In order to maximize the life of main seal 32, it is desirable to maintain the
pressure in
axle bore 48 as close as le to atmospheric
pressure, which is also known as maintaining a
pressure differential that is as close as possible to zero (0) pounds
per square inch (psi). In most
cases, it is preferable to maintain a pressure differential in axle bore 48 that is less than about
three (3) to five (5) psi, and is more preferable to maintain
a re difierential that is about
one (1) psi or less, depending on the specific construction of main seal
32. To maintain such a
low pressure differential, diaphragm I30 flexes toward
cone portion 136 of retention pin 132 and
thus opens upon a pressure increase inside axle 10 that is
preferably less than about one (1) psi.
This is referred to as valve 82 having a preferred crack
pressure of less than about one (1) psi.
PCT/U520121051346
Such a low crack pressure enables check valve 82 to relieve low
pressure increases that may
unduly stress wheel end assembly main seal 32, such as those caused by
an se in ambient
temperature, by dynamic heating of wheel end assembly 12, or by changes in atmospheric
In addition, the configuration of diaphragm 130 and cone-shaped
portion 136 ofretention
pin 132 enables a high volume of air flow through valve chamber 128, thereby quickly and
efficiently venting or exhausting pressure in axle 10 and/or wheel end assembly 12 in the
event
of a high re increase, such as a leak in pneumatic conduit
44 ( or rotary union 42
when tire inflation system 40 is employed. Valve body 86A enables high air flow venting,
preferably including a flow rate of at least about five (5) to ten (10) scfin, and
more preferably
between about eight (8) and eight point five (8.5) scfm, when the
pressure differential is about
three (3) psi or less. Of course, the flow rate of valve body 86A will be
different for other
pressure differentials.
In the event that water or other contaminants enter valve
body 86A through hose barb
bore 122, diaphragm I30 cooperates with flat portion 138 of
ion pin 132 to firmly seat in
and thus seal valve chamber 128. When diaphragm 130 seats in valve chamber 128, water
and/or other contaminants are prevented fiom ingressing h
shoulder bore 120 and into axle
and/or wheel end assembly 12.
Retention pin 132 preferably also includes a
porous material portion 140 to prevent a
vacuum condition from forming inside of axle 10 and/or wheel end assembly 12. More
particularly, if diaphragm 130 is unable to allow air to pass from hose barb bore 122 to shoulder
bore 120, tions in t temperature may create a vacuum condition inside
axle bore
48. Such a vacuum condition may undesirably shift wheel end main
seal 32 from its overall
on between axle spindle l4 and wheel hub 22 (, and/or may shift the relative
position of the components of the main seal, either of which may compromise the
integrity of the
main seal and/or reduce its life. In addition, it is desirable to avoid creating a
vacuum condition
inside axle 10 and/or wheel end assembly 12 that
may cause water or other contaminants to be
drawn through tube 84 and into valve body 86A, which increases the possibility of
contamination of the axle and/or wheel end assembly. Porous material portion 140 of retention
pin 132 allows air to flow fiom hose barb bore 122 to shoulder bore 120, while
ting or
blocking the flow of water and/or other contaminants. Porous material n 140 thus enables
PCT/U82012/051346
zation of re, which reduces or minimizes the creation of
a vacuum condition inside
axle bore 48, and in turn maximizes the integrity and life
ofmain seal 32 and avoids the drawing
r and/or other contaminants through tube 84
and into valve body 86A.
With additional reference now to
a first end 100 of vertically-extending tube 84
engages hose barb 90 as known in the art, and optionally includes a hose clamp
(not shown) to
secure the tube to the hose barb. A second end 102 of tube 84 is
open to atmOSphere. Tube 84
preferably is formed of a e or semi—flexible material, such as
vinyl or other polymers, an
elastomer, or a combination thereof, and may optionally be reinforced with
metal or polymer
braiding as known in the art. In addition, tube 84 preferably includes
an outside diameter of
about one-half (l/2) of an inch, and a length of from about
four (4) to about six (6) inches. in
this manner, excess air
pressure inside axle 10 and/or wheel end assembly 12
passes from axle
bore 48 through valve shoulder 88, valve body 86A, hose
barb 90 and tube 84, and is exhausted
to atmosphere.
Tube 84 preferably is vertically downwardly—extending, which enables
any moisture
and/or other contaminants in the tube to readily drain
out and away from check valve 82. The
dowuwardly-extending ation of tube 84 thus minimizes the retention of moisture
or other
contaminants in the tube, which in turn reduces the probability
of contaminants remaining near
check valve 82, and also reduces the possibility of moisture
or other inants freezing in
and thus obstructing the tube. In addition, the rdly-extending orientation
of tube 84 and
the flexible nature of the tube enable vibration caused
by over~the~road travel of the vehicle to
dislodge ice that may have formed in the tube, thereby ng the
ability of ice to obstruct the
vent path.
In addition, by mounting vertical tube 84 on check valve 82, the tube provides a
controlled exhaust path that also reduces the amount of road
Spray and other contaminants that
reach the flow path of the check valve. The mounting of check valve 82
on axle 10, combined
with the mounting oftube 84 on the check valve,
acts to preserve the integrity of the check valve
by protecting the check valve from road debris and build-up of contaminants
on valve outlet 126.
This protection of check valve 82 enables continued oning
of the valve, which in turn
prevents contaminants from entering axle to and/or wheel end assembly 12.
Moreover, because tube 84 preferably is flexible and of a relatively short
, from
about four (4) inches to about six (6) inches, check valve
82 may be rotated in axle opening 92
WO 2013102599]
PCT/[1520121051346
while the tube is on the valve. Such a construction enables convenient and
easy installation
and/or adjustment of vehicle axle vent system 80, as well as installation of
the system on axle 10
in a confined and thus desirably protected
space.
Turning now to FIGS. 5-13, check valve 82 may e types of valve bodies 86 other
than valve body 86A having diaphragm 130 and retention pin 132
(, thereby enabling
different configurations based on design considerations.
With reference to a second exemplary valve body 863 is showu.
Shoulder 88 is
integrally formed with or is mechanically connected to valve body 86B, and the valve body
includes an inlet 142 that is fluidly connected to shoulder bore 120. Hose barb 90 is also
ally formed with or is ically connected to valve body 86B, and the valve body
includes an outlet 144 that is fluidly connected to hose barb bore 122.
A valve chamber 146 is
formed between and is fluidly connected to valve body inlet 142 and
valve body outlet 144. A
rubber diaphragm 148 is disposed in valve chamber 146 and is connected to a pin 150, which
urges the diaphragm against a porous seat 152 that is formed with an opening 154. When there
is an se in pressure inside axle 10 ( and/or wheel end
assembly 12 ( above
atmospheric pressure, air flows through bore 120 in shoulder 88, causing diaphragm 148 to flex
toward pin 150. The air flows through seat opening 154, past diaphragm 148,
through valve
chamber 146 to hose barb bore 122, and out to atJnOSphere through tube
84 (, thereby
relieving excess pressure inside axle 10 and/or wheel end assembly 12.
To maintain a preferred pressure differential of less than about
three (3) to five (5) psi,
and a more preferred re differential of about one (1) psi, agm
148 is capable of
flexing toward pin ISO and thus opening at a preferred crack pressure of less than about
one (1)
psi. Opening at such a low crack pressure enables check valve 82 to relieve low pressure
increases that may unduly stress wheel end assembly main seal 32 (, such as those caUSed
by an increase in ambient ature, by dynamic g of wheel end assembly
12, or by
s in almospheric pressure.
In addition, the configuration of diaphragm 148 on seat 152 enables
a high volume of air
flow through valve chamber 146, thereby quickly and efficiently venting
or exhausting pressure
in axle 10 and/or wheel end assembly 12 in the event of
a high pressure increase, such as a leak
in pneumatic conduit 44 ( or rotary union 42 when tire inflation system 40 is ed.
Valve body 86B enables high air flow g, preferably including
a flow rate of at least about
five (5) to ten (10) scfm, and more preferably between about
eight (8) and eight point five (8.5)
scfm, when the pressure differential is about three (3) psi or less. Of course, the flow rate of
valve body 86B will be different for other
pressure differentials.
In the event that water or other contaminants
enter valve body 863 through hose barb
bore 122, the urging of diaphragm 148 by pin 150
causes the diaphragm to engage seat 152 and
thus seal valve chamber 146, thereby preventing water and/or other contaminants from
ingressing through shoulder bore 120 into axle 10 and/or wheel end assembly 12.
Seat 152 ably is formed fiom a
porous material to enable equalization of pressure
between here and axle bore 48. Such equalization reduces or minimizes the creation
of a
vacuum condition inside axle bore 48, which in turn maximizes the ity
and life ofmain seal
32 and avoids the drawing of water and/or other contaminants
through tube 84 and into valve
body 863.
Turning to a third exemplary valve body 86C is shown. Shoulder 88 is integrally
formed with or is ically ted to valve body 86C,
and the valve body es an
inlet 156 that is fluidly connected to shoulder bore 120. Hose barb 90 is also ally formed
with or is mechanically connected to valve body 860, and the
valve body includes an outlet 158
that is fluidly connected to hose barb bore 122. A valve chamber
160 is formed between and is
fluidly connected to valve body inlet 156 and valve body outlet 158. An inlet orifice 162 is
formed between inlet 156 and valve chamber 160. An
upper portion 164 of an umbrella 166 is
disposed in valve chamber 160 and seals inlet orifice 162, while a ball—shaped lower
portion 168
of the umbrella is disposed below inlet 156 to retain the umbrella
upper portion in a general
on near the inlet orifice. A neck 170 extends between umbrella
upper portion 164 and
umbrella lower portion 168 h inlet orifice 162. When there is an increase in
pressure
inside axle 10 ( and/or wheel end assembly 12 ( above atmOSpheric pressure, air
flows through bore 120 in shoulder 88, causing umbrella
upper portion 164 to move away from
inlet orifice 162, while lower umbrella portion 168 retains the
upper umbrella portion near the
inlet orifice. The air flows h inlet orifice l62, past umbrella
upper portion 164, through
valve chamber 160 to hose barb bore
122, and out to aImOSpbere through tube 84 (,
thereby relieving excess pressure inside axle 10 and/or wheel end assembly 12.
To maintain a preferred pressure differential of less than
about three (3) to five (5) psi,
and a more preferred pressure differential of about one (1) psi, umbrella 166 is capable of
W0 2013/025991
PCT/U82012/051346
opening at a preferred crack pressure of less than about one (1) psi. Opening at such a low crack
pressure enables check valve 82 to relieve low pressure ses that
may unduly stress wheel
end assembly main seal 32 (FIG. I), such as those caused by an increase in ambient temperature,
by dynamic heating of wheel end assembly 12, or by s in atmospheric
pressure.
In addition, the configuration of umbrella 166 and inlet orifice
162 enables a high volume
of air flow through valve chamber 160, y quickly and efficiently venting or exhausting
re in axle 10 and/or wheel end assembly 12 in the event of a high
re increase, such
as a leak in pneumatic conduit 44 (FIG. I) or rotary union 42 when tire inflation system 40 is
employed. Valve body 86C enables high air flow venting, preferably including
a flow rate of at
least about five (5) to ten (10) scfm, and more preferably between
about eight (8) and eight point
five (8.5) scfm, when the pressure ential is about three
(3) psi or less. Of course, the flow
rate of valve body 86C will be different for other
pressure differentials.
In the event that water or other contaminants enter valve body
860 through hose barb
bore 122, umbrella 166 covers inlet orifice 162 to seal valve
chamber 160, thereby preventing
water and/or other contaminants from ingressing through shoulder bore
120 into axle 10 and/or
wheel end assembly 12.
With reference now to a fourth exemplary valve body 86D
is shown. Valve body
86D is similar in construction and ion to third exemplary
valve body 86C (, with
the exception that the fourth exemplary valve body includes
a mechanical retention pin 172 to
provide additional mechanical force to retain the position of umbrella
upper portion 164 over
inlet orifice 162.
g now to a fifth exemplary valve body 86B is shown. Valve body 8613 is
similar in construction and operation to second exemplary valve body
86B (, with the
exception that the fifth exemplary valve body does not include seat 152 of porous material.
Rather, diaphragm 148 seats directly against the wall of valve r 146 to
cover an inlet
orifice 174 and seal the valve chamber.
With reference now to a sixth exemplary valve body 86F
is shown. Valve body
86F is similar in construction and operation to first exemplary valve body
86A (, with the
exception that the sixth exemplary valve body includes a spring 176 integrated into or with
ion pin 132. More ularly, spring 176 preferably is a conical spring
that seats on its
broad end' 178 against an upper housing 180 of retention pin 132,
and on its narrow end 182
PCT/U52012/051346
t a base 184 of the retention pin. The use of spring 176, the stiffness of which can be
selected based upon ular design consideration, enables
a specific load force to be exerted
on diaphragm 130.
When low air flow from axle bore 48 ( is required, such as when there is an
se in ambient temperature, when there is dynamic heating
of wheel end assembly 12 (FIG.
l), or when there is a change in atmosiaheric pressure, valve body 86F opens at a low crack
pressure. For example, in order to maintain a preferred
pressure differential of less than about
three (3) to five (5) psi, and a more preferred
pressure differential of about one (1) psi or less,
diaphragm 130 flexes about pin 132 and spring 176 at a preferred crack
pressure of less than
about one (1) psi. The opening of valve body 86F at such
a low crack pressure enables a low
volume of air to flow through valve chamber 128 in order
to maximize the life ofmain seal 32.
When high air flow from axle bore 48 is required, such
as in the event of a leak in
pneumatic conduit 44 or rotary union 42 when tire inflation
system 40 is employed, the force of
the higher volume of air overcomes the bias of spring
176 and moves agm 130 toward
upper housing 180 to enable the high volume of air to flow h valve chamber
128. Valve
body 86F enables high air flow venting, preferably including a flow rate of
at least about five (5)
to ten (10) scfin, and more preferably between about eight
(8) and eight point five (8.5) scfin,
when the re differential is about three (3) psi
or less. Of course, the flow rate of valve
body 86F will be different for other pressure differentials.
Turning to , a seventh exemplary valve body 866 is shown. Shoulder 88 is
integrally formed with or is mechanically connected to valve body 866, and the valve body
includes a tapered inlet 186 that is fluidly ted to shoulder
bore 120. Hose barb 90 is also
ally formed with or is mechanically connected to valve body 866, and the valve body
includes an outlet 188 that is fluidly connected to hose barb bore
122. A valve chamber 190 is
formed between and is fluidly connected to valve body inlet
186 and valve body outlet 188. A
ball 192 is disposed in valve chamber 190 and is retained against
tapered inlet 186 by a spring
194. When there is an increase in
pressure inside axle 10 ( and/or wheel end assembly 12
( above heric pressure, air flows through bore 120 in shoulder
88, overcomes the
bias of spring 194 and moves ball 192
away from inlet 186. The air flows through inlet 186,
past
ball 192, through valve chamber 190 to hose barb bore
122, and out to atmosphere through tube
84 (, thereby relieving excess
pressure inside axle 10 and/or wheel end assembly 12.
To maintain a preferred pressure ential of less than about
three (3) to five (5) psi,
and a more preferred
pressure ential of about one (1) psi or less, ball 192 is capable of
moving or g at a red crack pressure of less than about one (1) psi.
Opening at such a
low crack pressure enables check valve 82 to relieve low
pressure increases that may unduly
stress wheel end assembly main seal 32 (, such as those caused by an increase in ambient
temperature, by dynamic heating of wheel end assembly 12, or by changes in atmospheric
pressure.
In on, the configuration of ball 192, spring 194, and inlet
186 enables a high volume
of air flow through valve chamber 190, thereby quickly and efficiently g or exhausting
pressure in axle 10 and/or wheel end assembly 12 in the event of
a high pressure increase, such
as a leak in pneumatic conduit 44 ( or rotary union 42 when tire inflation system 40 is
employed. Valve body 86G s high air flow venting, preferably including
a flow rate of at
least about five (5) to ten (10) scfin, and
more preferably between about eight (8) and eight point
five (8.5) scfin, when the pressure differential is about three
(3) psi or less. Of course, the flow
rate ofvalve body 866 will be different for other
pressure differentials.
In the event that water or other contaminants enter valve body
86G through hose barb
bore 122, ball 192, assisted by the bias of spring 194,
seats in inlet 186 to seal valve chamber
190, thereby preventing water and/or other contaminants from ingressing
through shoulder bore
120 into axle 10 and/or wheel end assembly 12.
With reference now to FIG. ll, an eighth exemplary valve body 86H is shown.
Shoulder
88 is integrally formed with or is mechanically connected
to valve body 86H, and the valve body
includes an inlet 196 that is fluidly connected to shoulder bore 120. Hose barb 90 is also
integrally formed with or is mechanically connected to valve body 86H, and the valve body
includes an outlet 198 that is fluidly ted to hose barb
bore 122. A valve chamber 200 is
formed between and is fluidly connected to valve body
inlet l96 and valve body outlet 198. A
small duckbill valve 202 is disposed in valve body 86H between
r 200 and inlet 196, and
includes an inlet orifice 204 and an outlet orifice 206.
When there is an increase in
inside axle 10 ( and/or wheel end assembly 12 ( above atmospheric pressure, air
flows through bore 120 in shoulder 88, through duckbill valve
inlet 204, and through duckbill
valve outlet 206. The air then flows through valve chamber
190 to hose barb bore 122 and out to
PCT/U52012/051346
atmosphere through tube 84 (, thereby relieving excess pressure inside axle 10 and/or
wheel and ly 12.
To maintain a preferred pressure differential of less than
about three (3) to five (5) psi,
and a more preferred pressure differential of about
one (1) psi or less, ll valve 202 is
capable ofopening at a preferred crack pressure of less than about one (1)
psi. Opening at such a
low crack pressure enables check valve 82 to relieve low
pressure ses that may unduly
stress wheel end assembly main seal 32 (F1G. 1), such
as those caused by an increase in ambient
temperature, by dynamic g of wheel end assembly 12, or by changes in atmospheric
pressure. In the event that water or other contaminants
enter valve body 86H through hose barb
bore 122, duckbill valve outlet orifice 206 flexes to
a pinched or closed position to sea] valve
chamber 200, y preventing water and/or other contaminants from ingressing through
er bore 120 into axle 10 and/or wheel end assembly 12.
Turning to , a ninth exemplary valve body 861 is shown. Shoulder 88 () is
integrally formed with or is mechanically ted to valve body
86L and the valve body
includes an inlet 208 that is fluidly connected to shoulder bore 120 (). Hose barb 90
() is also integrally formed with or is mechanically ted
to valve body 861, and the
valve body includes an outlet 210 that is fluidly
connected to hose barb bore 122 (). A
valve chamber 212 is formed between and is fluidly
connected to valve body inlet 208 and valve
body outlet 210.
A tapered plug 214 is ed in valve chamber 212,
and is formed with a central bore
215 and an annular bore 217. A pair of sealing o—rings 21] and 213,
respectively, seal the
interface between tapered plug 214 and valve chamber
212, and a diSplaceable o-ring 216 seats
on the tapered plug adjacent annular bore 217. When there is
an increase in pressure inside axle
( and/or wheel end ly 12 ( above atmospheric re, air flows
through bore 120 in shoulder 88, through central bore 215 in tapered plug 214, and through
annular bore 217. When air flows through annular bore
217 in tapered plug 214, displaceable
ring 216 is diSplaced by the air flow to create a gap between the tapered plug and the
displaceable o-ring. The air flows through the gap between tapered
plug 214 and displaceable o-
ring 216, through valve chamber 212 to hose barb bore 122, and out to
atmosphere through tube
84 (, thereby relieving excess
pressure inside axle 10 and/or wheel end assembly 12.
W0 2013/025991 PCT/USZGI 2/051346
To in a preferred pressure differential of less than about three (3) to five (5) psi,
and a more preferred pressure differential of about one (1) psi or less to maximize the life of
main seal 32, displaceable o-ring 216 is capable of displacing from tapered plug 214 at a
preferred crack pressure of less than about one (1) psi. Opening at such a low crack pressure
enables check valve 82 to relieve low pressure increases that may unduly stress wheel end
assembly main seal 32 (, such as those caused by an increase in ambient temperature, by
dynamic heating of wheel end assembly 12, or by changes in atmospheric pressure.
In addition, the configuration of tapered plug 214 and diSplaceable o~ring 2i6 enables
high volume of air flow through valve chamber 212, thereby quickly and ntly venting or
exhausting pressure in axle 10 and/or wheel end ly 12 in the event of a high
pressure
increase, such as a leak in pneumatic conduit 44 ( or rotary union 42 when tire inflation
system 40 is employed. Valve body 861 enables high air flow venting, preferably including a
flow rate of at least about five (5) to ten (10) sofm, and more preferably between
about eight (8)
and eight point five (8.5) scfrn, when the
pressure differential is about three (3) psi or less. Of
course, the flow rate of valve body 861 will be ent for other pressure entials.
In the event that water or other contaminants enter valve body 861 through hose barb
bore
122, displaceable o~ring 216 compresses against tapered plug 214 to seal valve chamber 212,
thereby ting water and/or other contaminants from proceeding through er bore 120
into axle 10 and/or wheel end assembly 12.
Turning to FIG. l3, a tenth exemplary valve body 86} is shown. Shoulder 88 is integrally
formed with or is mechanically ted to valve body 86}, and the valve body includes
inlet or inlet orifice 218 that is fluidly connected to shoulder bore 120. Hose barb 90 is also
integrally formed with or is mechanically connected to valve body 86.1, and the valve body
includes an outlet 220 that is fluidly connected to hose barb bore 122.
A valve chamber 222 is
formed between and is fluidly connected to valve body inlet orifice 218 and valve body
outlet
220. A rubber agm 224 is ed in valve chamber 222, and
a cylindrical pin 226 urges
the diaphragm against the wall of the valve chamber to cover inlet orifice 218.
Disposed in the
center of diaphragm 224 is a small duckbill valve 230, which includes
an inlet orifice 232 and an
outlet orifice 234. Duckbill valve 230 and diaphragm 224 may be discrete
components, or may
be integrally formed or molded.
PCT/[1520121051346
Duckbill valve 230 opens at a preferred crack pressure of about one (1) psi or less,
thereby maintaining a red pressure difi‘erential of less than about three (3) to five (5) psi,
and a more preferred pressure differential of about one (1) psi or less, when there is a low
pressure increase inside axle 10 ( and/or wheel end ly 12 (. Opening at
such a low crack pressure enables g through duckbill valve 230 to relieve
a pressure
se that is caused by an increase in ambient temperature, by dynamic heating of wheel end
assembly 12, or by changes in aunOSpheric pressure. More particularly, in the event of a low
pressure increase, air flows through bore 120 in shoulder 88, through duckbill valve inlet 232,
and through duckbill valve outlet 234. The air then flows through cylindrical pin 226, through
an g 228 formed in the pin, through valve chamber 222 to hose barb bore 122, and out to
atmosphere through tube 84 (, thereby relieving excess pressure inside axle 10 and/or
wheel end assembly 12.
When there is a high pressure increase inside axle 10 and/or wheel end assembly 12, such
as in the event of a leak in pneumatic conduit 44 ( or rotary union 42 when tire inflation
system 40 is employed, a high volume of air flows past diaphragm 224. More particularly, in the
event of such a high pressure increase, air flows through bore 120 in shoulder 88 and through
inlet orifice 218, causing diaphragm 224 to flex toward cylindrical pin 226. The air flows past
agm 224, through valve chamber 222 to hose barb bore 122 and out to here through
tube 84 (, thereby relieving excess
pressure inside axle 10 and/or wheel end assembly 12.
Diaphragm 224 enables high air flow venting, preferably including a flow rate of at least about
five (5) to ten (10) scfm, and more preferably n about eight (8) and eight point five
(8.5)
scfm, when the pressure differential is about three (3) psi or less. Of , the flow rate of
diaphragm 224 will be different for other pressure differentials.
In the event that water or other contaminants enter valve body 861 through hose barb bore
122, the urging ofdiaphragm 224 by rical pin 226 causes the diaphragm to
engage the wall
of valve chamber 222 to cover inlet orifice 218. se, duckbill valve outlet orifice 234
flexes to a pinched or closed position. In this manner, valve chamber 222 is sealed, thereby
preventing water and/or other contaminants from ingressing through shoulder bore 120 into axle
and/or wheel end assembly 12.
The construction and arrangement of vehicle axle vent system 80 provides
a system that
relieves pressure build-up in axle 10 and/or wheel end assembly 12. The mounting of check
PCT/[1520121051346
valve 82 on axle 10, ed with the mounting of tube 84
on the check valve, acts to preserve
the integrity of the check valve by protecting the check
valve from road debris and build-up of
contaminants on the valve outlet. This protection of check valve 82 enables continued
fimctioning ofthe valve, which in turn prevents contaminants from entering axle 10 and/or wheel
end assembly 12, thereby extending the life of the
components ofthe wheel end assembly.
In addition, the downwardly-extending orientation of tube 84
minimizes the retention of
moisture and other contaminants in the tube, which in turn reduces the probability of
contaminants remaining near check valve 82, and also reduces the possibility of re or
other contaminants freezing in and thus obstructing the tube. The orientation of tube 84
therefore provides an open and protected vent path that
prevents contaminants from ng axle
and/or wheel end assembly 12, thereby extending the life
ofthe ents of the wheel end
assembly. The rdly-extending orientation of tube 84 and the
flexible nature of the tube
also enable vibration caused by over-the—road travel of the
Vehicle to dislodge ice that
may have
formed in the tube, thereby reducing the ability of ice to obstruct
the vent path.
Moreover, check valve 82 opens at a low pressure that enables the
g or exhausting
of even small increases in pressure in axle 10 and/or wheel end assembly
12 that are due to
increases in ambient temperature, c heating of the wheel
end assembly, or changes in
altitude/annospheric pressure. Such venting or exhausting of small
pressure increases bly
preserve the life of wheel end assembly main seal 32. Check valve 82 is also capable of venting
or exhausting a high flow volume, which
preserves the life of wheel end assembly main seal 32
in the event of a high pressure increase, such
as a leak or rupture of supply conduit 44
or a leak
in rotary union 42 in the event that tire inflation system 40
is employed on the heavy-duty
vehicle. Check valve 82 ably also enables equalization of
pressure and thus relief of
vacuum conditions inside axle 10 and/or wheel end assembly 12, again
preserving the integrity
and/or life ofmain seal 32.
The configuration of vehicle axle vent system 80, including check valve 82 being
mounted on axle 10, and vent tube 84 being flexible, being of
a relatively short length, and being
mounted on the check valve, es a compact design. Such a compact design in turn provides
convenient and easy lation and/or adjustment of vehicle
axle vent system 80, as well as
installation of the system on axle 10in a confined and thus desirably
protected space.
W0 2013/025991
PCT/U820]2/05] 346
The compact design also enables
a preferred installation of vehicle axle
vent system 8.0
in a ted on within suspension
assembly beam 108, which is also a relatively stress-
free on on axle 10. By including
a relatively simple construction, e axle
vent system
80 is economical to manufacture, is
easy to install, and is lightweight while also being durable.
The present invention also includes
a method of manufacturing, assembling, and/or using
a vehicle axle vent system 80. The method includes
steps in accordance with the description that
is presented above and shown in FIGS. 3-13.
It is to be understood that the structure and
arrangement of the above-described vehicle
axle vent system 80
may be altered or rearranged without affecting the overall concept or
operation of the invention. For e, vent system 80
may be mounted at other locations
along axle 10 and/or wheel end assembly 12; other
types of check valves 82 than those shown
and described above
may be employed, including the alternative use of
a simple filter or screen;
other types ofvacuum-relieving features in check valve 82 than those showu
and described
above may be ed, such as a ed
or porous diaphragm seat ring,
a sintered or porous
diaphragm ng pin, a Gore—Tex patch, a sintered or
porous ball, and/or a diaphragm with a
ball float; tube 84
may be formed of oflier materials than those described above,
and may be of
other diameters, lengths, and/or cross-sections
than those described above; and the
vent system
may be employed on vehicles, axles and/or wheel end lies
that include other types of tire
inflation systems than those shown and described
above, and on vehicles, axles and/or wheel end
assemblies that do not include tire inflation systems, without affecting
the overall concept or
operation ofthe invention.
herein has been made generally to
a heavy—duty vehicle for the
purpose of convenience, it has
been with the understanding that such reference
includes trucks, tractor-trailers and semi
-trailers,
and rs thereof.
Accordingly, the improved e axle vent system is simplified,
provides an effective,
safe, inexpensive, and efficient structure and method which achieves all the enumerated
ives, provides for eliminating difficulties encountered with prior
art vehicle axle vent
systems, and solves problems and obtains new results in the
art.
PCT/U82012/05l 346
In the ing description, certain terms have been used for brevity, clarity and
understanding; but no unnecessary limitations are to be d therefrom beyond the
requirements of the prior art, because such terms are used for ptive
purposes and are
intended to be broadly construed. Moreover, the present invention has been described with
reference to exemplary embodiments. It shall be understood that this illustration is by way of
example and not by way of limitation, as the scope of the invention is
not limited to the exact
details shown or described. Potential modifications and alterations will
occur to others upon a
reading and understanding of this disclosure, and it is understood that the
invention includes all
such modifications and alterations and lents
thereof.
Having now described the es, discoveries and principles of the invention, the
are set forth in the appended claims.
Claims (6)
- WHAT IS CLAIMED IS I. A vent system for an axle of a heavy-duty vehicle, said vent system comprising: a check valve including: a first end mounted on said axle; a second end; and a body disposed between said first and second ends and being in selective fluid communication with an interior of said axle, said body including means to enable air flow from said axle interior to atmosphere when a pressure increase in the axle interior is less than about one pound per square inch and means to selectively enable air flow from said axle interior to atmosphere at a flow rate of at least about five standard cubic feet per ; and a vertically-extending exhaust tube ing: a first end mounted on said second end of said check valve; and a second end being open to here and being in fluid communication with said check valve body, whereby said vent system exhausts selectively air from said axle interior to atmosphere to relieve buildups of pneumatic pressure in said axle.
- 2. The vent system for an axle of a duty vehicle of Claim wherein said exhaust tube s rdly 1, from said check valve.
- 3. The vent system for an axle of a heavy-duty e of Claim wherein said exhaust tube includes a length of from about four inches to about six inches.
- 4. The vent system for an axle of a heavy-duty vehicle of Claim wherein said axle extends through 1, a sleeve, and said check valve first end is mounted on the axle in a window formed in said sleeve.
- 5. The vent system for an axle of a heavy—duty vehicle of Claim wherein said check valve body means selectively enable air flow from said axle interior to atmosphere at a flow rate of at least about five to ten standard cubic feet minute when a pressure differential per is less than or equal to about three pounds square inch.
- 6. The vent system for an axle of a heavy-duty vehicle of Claim wherein 5, said check valve body means selectively enable air flow from said axle interior to atmosphere at a flow rate of at least about eight to eight point five standard cubic feet per minute when a pressure differential is less than or equal to about three pounds per square inch. 2554454“ 7. The vent system for an axle of a heavy-duty vehicle of Claim wherein said check valve body includes: 1, a valve chamber disposed between and being in fluid communication with said first check valve end and said second check valve end; a rubber diaphragm disposed in said valve chamber; and a ion pin disposed in said valve chamber and extending through an opening formed in said diaphragm, said retention pin retaining a position of diaphragm in said valve chamber. said 8. The vent system for an axle of a heavy-duty vehicle of Claim wherein said retention pin includes 7, a portion formed of a porous material to prevent a vacuum condition from forming in said axle interior. 9. The vent system for an axle of a heavy-duty vehicle of Claim wherein said check valve body includes: 1, a valve chamber disposed between and being in fluid communication with said first check valve end and said second check valve end; a rubber diaphragm ed in said valve chamber; a retention pin ed in said valve chamber and engaging said diaphragm; and a spring integrated with said retention pin, whereby selective flow of a low volume of air to flow through said valve chamber is enabled by flexing of said agm about the retention pin and said spring, and selective flow of a higher volume of air through the valve chamber is d by a force of said higher air volume overcoming a bias ofthe spring and moving the diaphragm. 10. The vent system for an axle of a heavy—duty vehicle of Claim n said check valve body includes: 1, a valve r disposed between and being in fluid communication with said first check valve end and said second check valve end; a rubber diaphragm ed in said valve chamber; and a pin disposed in said the valve chamber and being connected to said diaphragm, said pin urging the diaphragm against a wall of said valve chamber. 11. The vent system for an axle of a heavy-duty vehicie of Claim wherein said check valve body includes: 1, a valve chamber disposed between and being in fluid communication with said first check valve end and said second check valve end; a seat disposed in said valve chamber and being formed with an opening; a rubber diaphragm disposed in said valve chamber; and a pin ed in said the valve chamber and being connected to said diaphragm, said pin urging the diaphragm against said seat. 2554454vl 12.- The vent system for an axle of a heavy—duty vehicle of Claim wherein said seat is formed of I], a porous material to prevent a vacuum condition from formng in said axle interior. 13. The vent system for an axle of a heavy-duty vehicle of Claim wherein said check valve body includes: 1, a valve chamber disposed between and being in fluid communication with said first check valve end and said second check valve end; an la-shaped member disposed in said valve chamber, said umbrella-shaped member including an upper portion to seal said inlet orifice, and a ball-shaped lower portion to retain said upper portion near the inlet orifice, and a neck extending between the upper portion and said through the inlet orifice. g a retention pin disposed in said valve chamber adjacent said umbrella—shaped member upper portion. 15. The vent system for an axle of a heavy~duty vehicle of Claim wherein said check valve body includes: 1, a valve chamber ed n and being in fluid communication with said first check valve end and said second check valve end; a tapered valve chamber inlet forme ' first check valve end; a ball disposed in said valve chamber; a spring disposed in said valve r in t with said ball selectively retain a position of the ball against said to tapered valve chamber inlet. 16. The vent system for an axle of a heavy-duty vehicle of Claim wherein said check valve body includes: 1, a valve chamber disposed between and being in fluid communication with said first check valve end and said second check valve end; a valve chamber inlet formed in said valve body proximate said check valve end; and first a ll valve disposed in said valve body between said valve chamber and said valve chamber inlet. 17. The vent system for an axle of a he check valve body further comprising: , a diaphragm disposed in said valve chamber; a cylindrical pin disposed in said valve chamber adjacent said diaphragm; and wherein said ll valve is disposed in a center of said diaphragm. 2554454vl 18. The vent system for an axle of a heavy-duty vehicle of Claim wherein said check valve body includes: 1, a valve chamber disposed between and being in fluid communication with said first check valve end and said second check valve end; a tapered plug disposed in said valve chamber, said plug being fonned with a central bore and an r bore; annular bore. 2554454vl WO 25991 / ‘9 \v/Lj W40.)‘1 v III”, 5’ 4 §\\\w:w’«gfiz ‘.“‘'13‘ \ .9)?{afiféffio'.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US201161524476P | 2011-08-17 | 2011-08-17 | |
US61/524,476 | 2011-08-17 | ||
PCT/US2012/051346 WO2013025991A2 (en) | 2011-08-17 | 2012-08-17 | Vehicle axle vent system |
Publications (2)
Publication Number | Publication Date |
---|---|
NZ620320A NZ620320A (en) | 2016-02-26 |
NZ620320B2 true NZ620320B2 (en) | 2016-05-27 |
Family
ID=
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