WO2020215061A1 - Système de gestion de pression de pneu - Google Patents

Système de gestion de pression de pneu Download PDF

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Publication number
WO2020215061A1
WO2020215061A1 PCT/US2020/028954 US2020028954W WO2020215061A1 WO 2020215061 A1 WO2020215061 A1 WO 2020215061A1 US 2020028954 W US2020028954 W US 2020028954W WO 2020215061 A1 WO2020215061 A1 WO 2020215061A1
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WO
WIPO (PCT)
Prior art keywords
bearing
fluid
management system
pair
tire pressure
Prior art date
Application number
PCT/US2020/028954
Other languages
English (en)
Inventor
Sascha Castriotta
Joseph Cappello
Original Assignee
Airgo Ip, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US16/389,342 external-priority patent/US10647169B1/en
Application filed by Airgo Ip, Llc filed Critical Airgo Ip, Llc
Publication of WO2020215061A1 publication Critical patent/WO2020215061A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00345—Details of the rotational joints
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/003—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving comprising rotational joints between vehicle-mounted pressure sources and the tyres
    • B60C23/00363—Details of sealings

Definitions

  • the present invention relates to the field of tire pressure maintenance.
  • the present invention relates to the management of tire pressure of tires supporting tractor trailers, even while the trailers are traveling along a roadway.
  • the present invention relates to an improved rotary union for use in a central tire pressure management system for automatically maintaining the inflation pressure of the pneumatic tires on moving vehicles such as tractor trailers.
  • tractor trailers utilize the air compressor on the tractor as a source of pressurized air to activate braking systems.
  • the compressor directs air to the reserve air brake tank on the trailer, which generally corresponds to the range of typical inflation pressures in the tires used on trailers.
  • Air from the reserve air brake tank is first directed to the braking system to maintain the air pressure in the braking system.
  • excess air is directed from the tank through a pressure protection valve to a control box for the tire inflation system.
  • the pressure protection valve only opens to direct the air to the control box when excess air pressure is present, thereby preventing air from being directed to the tire inflation system which is needed for the trailer braking system.
  • the control box contains a pressure regulator which is set to the cold tire pressure of the particular tires on the trailer so as to supply air to the tires at the desired pressure level in the event of a leak.
  • Air is directed from the control box to the leaking tire through one of the trailer axles, which either carries an air line from the control box, or is sealed and functions as an air conduit.
  • the pressurized air carried by the axles communicates with each pair of trailer tires mounted thereon through a rotary union assembly by which air flow is directed from a stationary air line to the valve stems on the rotating tires.
  • Pressure responsive valves are employed between each rotary union assembly and its associated tires so that upon the occurrence of a leak in one of the tires, the resulting pressure loss will cause one of the valves to open and allow air flow from the rotary union assembly to pass therethrough to the leaking tire.
  • a tire pressure management system includes at least an axle housing enclosing a pressurized fluid, a hubcap supported by the axle and having an interior and an exterior, and a rotary union axially aligned with the axle and mounted to the hubcap from the exterior of the hubcap.
  • the rotary union including at least a rotary union housing providing a central bore, a fluid conduit, the fluid conduit having a downstream end and an upstream end, a pair of bearings, each of the pair of bearings providing an inner race and an outer race, each inner race of the pair of bearings is preferably in sliding contact with the fluid conduit, via the inner race, and in sliding contact with a bearing sleeve via an outer race.
  • the bearing sleeve in pressing contact with the central bore.
  • the first bearing of the pair of bearings is preferably adjacent the downstream end of said fluid conduit, and a second bearing of the pair of bearings is preferably adjacent the upstream end of the fluid conduit.
  • FIG. 1 is a partial perspective view of a rotary union assembly of the present novel tire pressure management system shown secured to an outer wheel of a pair of tractor trailer tires mounted on a stationary axle.
  • FIG. 2 is a sectional side view of the rotary union assembly of the present novel tire pressure management system and associated axle spindle.
  • FIG. 3 is bottom plan view of the rotary union assembly of the present novel tire pressure management system.
  • FIG. 4 is a cross-sectional side view of the rotary union housing, air lines and associated seals preferably employed by the present novel tire pressure management system.
  • FIG. 5 is a cross-sectional side view of an alternate rotary union assembly of the present novel tire pressure management system and its associated bearings and bearing spacer.
  • FIG. 6 is a view in perspective of a push to connect fluid fitting of the rotary union assembly of FIG. 1.
  • FIG. 7 is a side elevation view of a pair of push to connect fluid fittings of the present novel tire pressure management system of FIG. 1.
  • FIG. 8 is a cross-section view of the rotary union housing of an alternative rotary union assembly of the present novel tire pressure management system showing an anti-rotational means.
  • FIG. 9 is a cross-section view of the rotary union housing of the alternative rotary union assembly of FIG. 8, of the present novel tire pressure management system showing an alternate anti-rotational means.
  • FIG. 10 is a block diagram of the present novel tire pressure management system of FIG. 1.
  • FIG. 11 is a cross-sectional side view of the rotary union housing, air lines, bearing sleeve, and associated seals preferably employed by the present novel tire pressure management system.
  • F1G. 12 is a side view in elevation of a rotary union housing formed from a polymer, and providing a threaded insert molded into the polymer rotary housing.
  • FIG. 13 is a top plan view of a pressure equalization structure of FIG. 11.
  • FIG. 14 is a side view in elevation of an embodiment of the pressure equalization structure of FIG. 13.
  • FIG. 15 is a side view in elevation of an alternate embodiment of the pressure equalization structure of FIG. 13.
  • FIG. 16 is a side view in elevation of an alternative embodiment of the pressure equalization structure of FIG. 13.
  • FIG. 17 is a perspective view of an alternate cartridge bearing secured to a fluid conduit.
  • FIG. 18 is a partial cut away, perspective view of the alternate cartridge bearing secured to the fluid conduit of FIG. 17.
  • FIG. 19 is a partial cut away, perspective view of an alternate rotary union
  • the rotary union assembly 10 (also referred to herein as assembly 10, and rotary union 10) of the first preferred embodiment, while useable on a wide variety of movable vehicles employing stationary axles for automatically maintaining the inflation pressure of the pneumatic tires thereon, is particularly adapted for use on tractor trailers.
  • the assembly 10 of the first preferred embodiment will be described in conjunction with a pair of adjacent vehicle tires 12 and 14 mounted on a stationary tractor trailer axle 16 (also referred to herein as trailer axle 16, axle 16, and axle housing 16). While identical rotary union assemblies 10 are provided at the end of each axle on the trailer to maintain the inflation pressure of the tires carried thereby, in each: the preferred embodiment; the alternate preferred embodiment; and the alternative preferred embodiment, reference will be made to only one such assembly and the pair of tires it services.
  • the trailer axle 16 which carries tires 12 and 14 is sealed and functions as a source for pressurized fluid, else houses an air supply line 18 to supply air to the rotary union assembly 10.
  • a fluid supply line 20 preferably provides air under pressure to the interior of the axle 16, else to an air supply line 18, from the conventional air compressor on the tractor via a standard pressure protection valve and control box (not shown) to pressurize the axle 16, else to pressurize the air supply line 18, at the cold tire pressure of the trailer tires.
  • FIG. 1 further shows that the axle 16 supports an axle plug 22, which in turn supports a push to connect fluid fitting 24.
  • the push to connect fluid fitting 24 is attached to and in fluid communication with a fill tube 26, which in a preferred embodiment is a flexible fill tube 26.
  • the flexible fill tube 26 is connected to a fluid conduit 26, which supplies pressurized air to the rotary union assembly 10.
  • the flexible fill tube 26 is secured to the fluid conduit 28 by a compression fitting 30.
  • a compression fitting or alternate mechanical means, could serve the function of the push to connect fluid fitting 24.
  • the rotary union assembly 10 is mounted to a hubcap 32 from an exterior 34 of the hubcap 32 and provides pressurized air by way of an air delivery channel 36 to tire pressure hose fittings 38 that are secured to tire pressure hoses 40.
  • Each tire pressure hose 40 supplies the pressurized air to tire valve stems 42 of tires 12 and 14.
  • the rotary union assembly 10 provides a removable seal access cover 44, which mitigates escapement of pressurized fluid from the air delivery channel 36, the tire pressure hoses 40, and the tires 12 and 14.
  • the fluid conduit 28 provides a downstream end 48 and an upstream end 46 and the rotary union assembly 10 further preferably includes a pair of bearings 50, in which each of the pair of bearings 50 provides an inner race and an outer race.
  • a first bearing 52 of the pair of bearings 50 is adjacent the downstream end 48 of the fluid conduit 28, while the second bearing 54 of the pair of bearings 50 is adjacent the upstream end 46 of the fluid conduit 28.
  • FIG. 2 further shows that in a preferred embodiment, the rotary union assembly 10 further includes a pair of fluid seals 56 with a first fluid seal 58, is preferably disposed between the first bearing 52 and the downstream end 48 of the fluid conduit 28, while the second fluid seal 62 of the pair of fluid seals 56 is preferably disposed between the second bearing 54 and the upstream end 46 of the fluid conduit 28.
  • the second fluid seal 62 mitigates transfer of an environment contained within an interior 64 of the hubcap 32 from entry into the pair of bearings 50.
  • FIG. 2 further shows that in a preferred embodiment, each of the pair of fluid seals 56 (58 and 62) provide a base portion (66 and 68 respectfully) and the rotary union assembly 10 further includes: a first fluid seal restraint 70, which is disposed between the first bearing 52 and the base portion 66 of the first fluid seal
  • FIG. 2 still further shows that the rotary union 10 preferably includes a bearing spacer 74 disposed between the first bearing 52 and the second bearing 54 of the pair of bearings 50.
  • the bearing spacer 74 provides stability of the first and second bearings (52, 54) during the process of pressing the pair of bearings 50 into a rotary union housing 76 of the rotary union assembly 10.
  • the second fluid seal 62 mitigates transfer of an environment contained within an interior 64 of the hubcap 32 from entry into the pair of bearings 50.
  • a spring loaded pressure relief valve 78 such as a poppet valve
  • a pressure relief seal 80 also referred to herein as a pressure equalization structure 80A (of FIG. 11)
  • an excess pressure collection chamber 82 which is provided by the rotary union housing 76 and is in contact adjacency with the exterior 34 of the hubcap 32 and shown by FIGS. 2 and 3
  • FIG. 4 shows a preferred embodiment that preferably includes at least the rotary union housing 76A supporting and confining the fluid conduit 28 within a central bore 84 (also referred to herein as channel 84) of the rotary union housing 76A.
  • the fluid conduit 28 preferably provides the downstream end 48 and the upstream end 46.
  • the pair of bearings 50 Further shown by FIG. 4 is the pair of bearings 50; each of the pair of bearings 50 provides an inner race and an outer race. Each inner race of the pair of bearings 50 is in pressing communication with the external surface 60 of the fluid conduit 28 and each outer race of the pair of bearings 50 is in pressing communication with a bore surface 86 (also referred to herein as wall 86) of the central bore 84 of the rotary union housing 76A.
  • the first bearing 52 of the pair of bearings 50 is adjacent the downstream end 48 of the fluid conduit 28 and the second bearing 54 of the pair of bearings 50 is adjacent the upstream end 46 of the fluid conduit 28.
  • FIG. 4 further shows that in a preferred embodiment, the rotary union 10A preferably includes a pair of fluid seals 56, the first fluid seal 58 of the pair of fluid seals 56 engages the external surface 60 of the fluid conduit 28 and is disposed between the first bearing 52 and the downstream end 48 of said fluid conduit 28.
  • the second fluid seal 62 of the pair of fluid seals 56 engages the external surface 60 of the fluid conduit 28 and is disposed between said second bearing 54 and the upstream end 46 of the fluid conduit 28.
  • the first fluid seal 58 provides the base portion 66 and the first fluid seal restraint 70, which is in pressing contact with the external surface 60 of the fluid conduit 28, abuts against the base portion 66 of the first fluid seal 58 to maintain the relative position of the first fluid seal 58 adjacent the bore surface 86 of the central bore 84; and the second fluid seal 62 provides the base portion 68 and the second fluid seal restraint 72, which is in pressing contact with the external surface 60 of the fluid conduit 28, abuts against the base portion 68 of the second fluid seal 62 to maintain the relative position of the second fluid seal 62 adjacent the bore surface 86 of the central bore 84.
  • the rotary union housing 76A further provides a fluid distribution chamber 88 (also referred to herein as a fluid chamber 88), which is in fluid communication with the downstream end 48 of the fluid conduit 28.
  • the fluid chamber 88 receives pressurized air from the fluid conduit 28 and transfers the received pressurized air to the tires 12 and 14 (of FIG. 1).
  • FIG. 5 shows that in a preferred embodiment, the hubcap 32 provides an attachment aperture 90.
  • the attachment aperture 90 is preferably disposed between the interior 64 and the exterior 34 of the hubcap 32.
  • the attachment aperture 90 provides an axis of rotation, which is preferably substantially aligned with an axis of the axle 16 (of FIG. 1).
  • the rotary union housing 76A provides at least an attachment member 92, which preferably is in mating communication with the attachment aperture 90.
  • FIG. 5 further shows that the fluid conduit 28 provides a fluid communication portion 94, which extends beyond the attachment member 92 and into the interior of said hubcap 32.
  • FIGS. 6 and 7 show the push to connect fluid fitting 24 of a preferred embodiment.
  • the push to connect fitting model No. 1868X4 by Eaton
  • FIG. 7 shows that in a preferred embodiment, two push to connect fluid fittings 24 are secured to the axle plug 22.
  • one of the pair of push to connect fluid fittings 24 is in fluid communication with the air supply line 18 while the other is in fluid communication with the fill tube 26.
  • FIG. 7 shows that in a preferred alternate embodiment, the axle plug 22 provides a pressure transfer conduit 96 which is used to disburse pressurized air, which may accumulate in the interior 64 of the hubcap
  • FIG. 8 depicts an alternate preferred embodiment of the present invention, in which the fluid conduit 28 A provides the bearing spacer 74 A and the rotary union housing 76A provides the first fluid seal restraint 70.
  • the fill tube 26A is a flexible fill tube formed from a polymer, such as a polyurethane based material, else a metallic material, such as a shape memory alloy.
  • FIG. 8 further shows that when the flexible fill tube 26A is connected to the push to connect fluid fitting 24, an anti-rotational means 98 is incorporated into the rotary union 10A.
  • the anti-rotational means 98 has a first end 100 and a second end 102.
  • the first end 100 of the anti-rotational means 98 is secured to the flexible fill tube 26A adjacent the fluid communication portion 94.
  • the second end 102 of the anti-rotational means 98 connects to the push to connect fluid fitting 24.
  • the anti-rotational means 98 mitigates rotation of the fill tube 26A when the rotary union housing 76A, in conjunction with the hubcap 32, rotates about the fluid conduit 28A.
  • a coiled spring has been found useful as the anti-rotational means 98; in an alternate example, but not by way of limitation, a torsion bar 104 (of FIG. 9) has been found useful to serve as an anti-rotational means 98.
  • any of a host of mechanical structures which serve to mitigate rotation of the fill tube 26A when the rotary union housing 76A, in conjunction with the hubcap 32, rotates about the fluid conduit 28A may be employed to serve this purpose.
  • the rotary union housing 76A in addition to the fluid chamber 88, further provides the air delivery channel 36 which is in fluid communication with, and extending radially from, said fluid chamber 88 as shown by FIG. 8.
  • the fluid conduit 28A further provides a retention barb 106 protruding from the fluid conduit 28A and communicating with an interior surface 108 of said flexible fill tube 26A.
  • the retention barb 106 mitigates an inadvertent removal of said flexible fill tube 26A from the fluid conduit 28A.
  • the retention barb 106 is preferably positioned adjacent to, and downstream from the compression fitting 30, as shown by FIG. 9.
  • FIG. 10 shows a tire pressure management system 110, which preferably includes at least a fluid pressure controller 112, which in a preferred embodiment controls the flow of pressurized air into and out of the tires 12 and 14.
  • the source of the pressurized air is a trailer air tank 114.
  • the trailer air tank 114 is in fluidic communication with a tire pressure tank 116.
  • the pressurized air from the trailer air tank 114 passes through an air regulator 118 and then through an air inlet control valve 120 operating under the control of the fluid pressure controller 112.
  • the tire pressure management system 110 further includes at least: an air outlet valve 122 in fluid communication with the tire pressure tank 116 and under the control of the fluid pressure controller 112; a tire pressure tank pressure gauge 124 in fluid communication with the tire pressure tank 116 and in electronic communication with the fluid pressure controller 112; and an air pressure supply valve 126 in fluid communication with the tire pressure tank 116 and under the control of the fluid pressure controller 112.
  • the air pressure supply valve 126 supplies pressurized air to, or conversely, receives pressurized air from the air supply line 18, depending on whether the pressure in the tire (12,14) is above or below a desired pressure level.
  • pressurized air that flows into or out of the rotary union 10A is modulated by a dual flow control valve 128.
  • the dual flow control valve 128 responds to air pressure supplied by the air supply line
  • the dual flow control valve 128 promotes the flow of pressurized air into the tire (12, 14) when the pressure level within the tire 12, 14 is less than the air pressure in the air supply line 18.
  • FIG. 10 further shows that the tire pressure management system 110 further preferably includes a tire pressure monitoring sensor 130 disposed between the dual flow control valve 128 and the tire (12,14) and in electronic communication with the fluid pressure controller 112.
  • the tire pressure monitoring sensor 130 measures the level of pressure within the tire (12, 14) and relays the measured pressure level to the fluid pressure controller 112.
  • the fluid pressure controller 112 compares the measured pressure level within the tire (12,14) to a target pressure, maintains the pressure available in the tire pressure tank 116 at the target level, and directs the air pressure supply valve 126 to release pressurized air to the dual flow control valve 128, which activates to promote either inflation, or deflation of the tire (12,14) to bring the pressure level within the tire (12,14) into balance with the target pressure level. Once the desired pressure level within the tire (12, 14) is achieved, as measured by the tire pressure monitoring sensor, the fluid pressure controller 112 directs the air pressure supply valve 126 to disengage.
  • the fluid pressure controller 112 operates both the air outlet valve 122 and the air inlet control valve 120 to maintain the pressure within the tire pressure tank 116 at a predetermined pressure level. For example, but not by way of limitation, if the tire pressure of the tires (12, 14) is above the target pressure level, the fluid pressure controller 112 will crack open the air outlet valve 122 to allow relief of pressure from the system; and if the tire pressure of the tires (12, 14) is below the target pressure level, the fluid pressure controller 112 will crack open the air inlet control valve 120 to allow pressure to build in the system.
  • FIG. 11 shows a preferred embodiment that preferably includes at least the rotary union housing 76A supporting and confining the fluid conduit 28 A within a central bore 84 (also referred to herein as channel 84 of FIG. 4) of the rotary union housing 76A.
  • the fluid conduit 28A preferably provides the downstream end 48 and the upstream end 46.
  • FIG. 4 is the pair of bearings 50; each of the pair of bearings 50 provides an inner race and an outer race. Each inner race of the pair of bearings 50 is in pressing communication with the external surface
  • each outer race of the pair of bearings 50 is in pressing communication with a bore surface 86 (also referred to herein as wall 86) of the central bore 84 of the rotary union housing 76A.
  • the first bearing 52 of the pair of bearings 50 is adjacent the downstream end 48 of the fluid conduit 28A and the second bearing 54 of the pair of bearings 50 is adjacent the upstream end 46 of the fluid conduit 28A.
  • FIG. 11 further shows that in a preferred embodiment, the rotary union 10A preferably includes a pair of fluid seals 56, the first fluid seal 58 of the pair of fluid seals 56 engages the external surface 60A of the fluid conduit 28A and is disposed between the first bearing 52 and the downstream end 48 of said fluid conduit 28A.
  • the second fluid seal 62 of the pair of fluid seals 56 engages the external surface 60A of the fluid conduit 28A and is disposed between said second bearing 54 and the upstream end 46 of the fluid conduit 28A.
  • the first fluid seal 58 provides the base portion 66 and the first fluid seal restraint 70, which is in pressing contact with the external surface 60A of the fluid conduit 28A, abuts against the base portion 66 of the first fluid seal 58 to maintain the relative position of the first fluid seal 58 adjacent the bore surface 86 of the central bore 84; and the second fluid seal 62 provides the base portion 68, and the second fluid seal restraint 72, which is in pressing contact with the external surface 60A of the fluid conduit 28A, abuts against the base portion 68 of the second fluid seal 62 to maintain the relative position of the second fluid seal 62 adjacent the bore surface
  • the rotary union housing 76A further provides a fluid distribution chamber 88 (also referred to herein as a fluid chamber 88), which is in fluid communication with the downstream end 48 of the fluid conduit 28 A.
  • the fluid chamber 88 receives pressurized air from the fluid conduit 28 A and transfers the received pressurized air to the tires 12 and 14 (of
  • the rotary union housing 76A provides at least the attachment member 92, which preferably is in mating communication with the attachment aperture 90 of the hubcap 32 and further shows that the fluid conduit 28A provides a fluid communication portion 94, which extends beyond the attachment member 92 and into the interior of said hubcap 32.
  • the rotary union 10 A preferably includes a bearing sleeve 132, and the bearing sleeve 132 is preferably in pressing contact with the central bore 84, or may be joined to the central bore 84 of the rotary union housing 76A by means of the use of an adhesive, weld, solder, or other mechanical joint techniques, such as through an insert molding process.
  • each inner race of the pair of bearings 50 is preferably in direct contact adjacency with the external surface 60 A of the fluid conduit 28 A, while the outer race of each of the pair of bearings 50 are preferably in pressing communication with the internal surface of the bearing sleeve 132.
  • the bearing sleeve 132 may be formed from a composite material; a metallic material (such as, but not limited to brass, aluminum, stainless steel, iron or steel); or from a polymeric materials (such as, but not limited to nylon, DelranTM, phenolic, or TeflonTM).
  • an excess pressure collection chamber 82 is provided by the rotary union housing.
  • the excess pressure collection chamber 82 is preferably adjacent the exterior 34 of the hubcap 32 and serves to accommodate a pressure equalization structure 80A.
  • the pressure equalization structure 80A is preferably disposed within the excess pressure collection chamber 82 and in contact adjacency with the exterior 34 of the hubcap 32.
  • the mechanical configuration of the cooperation between the pressure equalization structure 80A and the excess pressure collection chamber 82 may take on a plurality of forms.
  • FIG. 12 shows a side view in elevation of a rotary union housing 76A formed from a polymeric materials (such as, but not limited to nylon, DelranTM, phenolic, or TeflonTM), and providing a threaded insert 134, the threaded insert 134 molded into the polymer rotary housing 76A confined within the air delivery channel 36 and in fluidic communication with the fluid chamber 88.
  • a polymeric materials such as, but not limited to nylon, DelranTM, phenolic, or TeflonTM
  • FIG. 13 shows a top plan view of the pressure equalization structure 80A of FIG. 11.
  • the pressure equalization structure 80A is a filter material (of metal, fiber, or polymer, such as, but not limited to spun bonded polypropylene) as a top layer, and a bottom layer is preferably formed from flashspun high-density polyethylene fibers that promotes the transfer of air, while mitigating the transfer of dirt and water.
  • FIG. 14 shows a side view in elevation of a preferred component of the bottom layer 136 of the pressure equalization structure 80A of FIG. 13. While FIG. 15 shows a side view in elevation of a preferred component of the top layer
  • FIG. 16 shows a side view in elevation of a combination 140 of the preferred bottom layer 136 applied to an external surface of the top layer 138.
  • FIG. 17 shows an alternate cartridge bearing assembly 142 having a cartridge bearing 144 secured to a fluid conduit 146
  • FIG. 18 shows a partial cut away, perspective view of the alternate cartridge bearing assembly 142 having the cartridge bearing 144 secured to the fluid conduit 146 of FIG. 17.
  • the cartridge bearing 144 preferably includes a bearing sleeve 148 in sliding communication with an outer race 150 of a bearing 152.
  • the cartridge bearing 144 further preferably includes a bearing constraint 154, which is preferably in pressing contact with an internal surface 156 of the bearing sleeve 148.
  • the bearing constraint 154 is in contact adjacency with the outer race 150 of the bearing 152.
  • the fluid conduit 146 provides a bearing support feature 158.
  • an inner race 160 of the bearing 152 is in sliding communication with an outer surface 162 of the fluid conduit 146 and in contact adjacency with the bearing support feature 158.
  • FIG. 19 shows an alternate rotary union assembly 200 (“RU 200”), includes at least the alternate cartridge bearing assembly 142 secured to a rotary union housing 202, which in turn is attached to the hubcap 32 from the exterior of the hubcap 34.
  • the rotary union housing 202 includes: a main body 204 which communicates directly with the hubcap 32; a cover portion 206 secured to the main body 204; and a seal 208 disposed between the main body 204 and the cover portion 206.
  • the main body 204 provides: a cartridge bearing support feature 210, which is in supporting contact adjacency with the bearing sleeve 148; a primary seal support feature 212 (also referred to herein as a first seal restraint 212) supporting a primary seal 214; a secondary seal aperture 216 (also referred to herein as an auxiliary bore 216), which accommodates a secondary seal 218 secured in position by a press plug 220 (also referred to herein as a second seal restraint 220); and a bearing cartridge retention land 222 accommodating a retention structure 224.
  • a cartridge bearing support feature 210 which is in supporting contact adjacency with the bearing sleeve 148
  • a primary seal support feature 212 also referred to herein as a first seal restraint 212
  • a secondary seal aperture 216 also referred to herein as an auxiliary bore 216
  • a bearing cartridge retention land 222 accommodating a retention structure 224.
  • FIG. 19 further shows a threaded insert 234 (which is functionally equivalent, in form and function, to threaded insert 134 of FIG. 12) and into which a valve stem 232 is threaded.
  • primary seal 214 also referred to herein as the first seal 214
  • secondary seal 218 also referred to herein as the first seal 218
  • the first seal 214 of the pair of fluid seals engages the external surface 162 (of FIG. 18) of the fluid conduit 146 (of FIG.
  • the first seal 214 disposed between said bearing sleeve 148 and the upstream end 240 of the fluid conduit 146.
  • the second seal 218 is offset from the first seal 214, and engages the external surface 163 of the fluid conduit 146 and said auxiliary bore 216 of the rotary union housing 202.
  • the second seal 218 is adjacent the interior 64 of said hubcap 32, wherein each the first seal 214 and second seal 218 of said pair of fluid seals forms a rotary seal between the external surface 162 of the fluid conduit 146 and the bore surface 236 of said central bore 238.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne un système de gestion de pression de pneu (110) comprenant au moins un essieu (16), un enjoliveur (32) supporté par l'essieu (16) et ayant un intérieur et un extérieur, et un raccord rotatif monté sur l'enjoliveur (32). Le raccord rotatif comprend au moins un boîtier d'union rotatif disposant d'un alésage central (84), un conduit de fluide (28) ayant des extrémités amont et aval, un premier palier et un second palier. Chacun des paliers est en prise par contact avec le conduit de fluide (28) par l'intermédiaire d'une bague de roulement interne, et en prise coulissante avec un manchon de palier (132) par l'intermédiaire d'une bague de roulement externe. Le manchon de palier (132) est en contact de pression avec l'alésage central (84) ; et un premier et un second joint d'étanchéité, le premier joint d'étanchéité étant disposé entre le premier palier et l'extrémité aval du conduit de fluide (28), le second joint d'étanchéité étant adjacent à l'intérieur de l'enjoliveur (32) et disposé entre la surface externe du conduit de fluide (28) et la surface interne de l'alésage central (84).
PCT/US2020/028954 2019-04-19 2020-04-20 Système de gestion de pression de pneu WO2020215061A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US16/389,342 US10647169B1 (en) 2016-03-31 2019-04-19 Tire pressure management system
US16/389,342 2019-04-19

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Citations (5)

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US3276503A (en) * 1965-01-21 1966-10-04 Scovill Manufacturing Co Tire pressure maintenance system
US3705614A (en) * 1969-07-28 1972-12-12 Graubremse Gmbh Tire equipped vehicle wheel to be connected with a tire air filling device carried by the vehicle
US20040155516A1 (en) * 2002-10-08 2004-08-12 Col-Ven S.A. Vehicle tire pressure control system and process
US20040187568A1 (en) * 2001-07-26 2004-09-30 Marcel Locatelli Device for measuring tyre pressure
US20060179929A1 (en) * 2002-04-10 2006-08-17 John Becker Systems and methods for maintaining air pressure in tires

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3276503A (en) * 1965-01-21 1966-10-04 Scovill Manufacturing Co Tire pressure maintenance system
US3705614A (en) * 1969-07-28 1972-12-12 Graubremse Gmbh Tire equipped vehicle wheel to be connected with a tire air filling device carried by the vehicle
US20040187568A1 (en) * 2001-07-26 2004-09-30 Marcel Locatelli Device for measuring tyre pressure
US20060179929A1 (en) * 2002-04-10 2006-08-17 John Becker Systems and methods for maintaining air pressure in tires
US20040155516A1 (en) * 2002-10-08 2004-08-12 Col-Ven S.A. Vehicle tire pressure control system and process

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