Source: https://patents.google.com/patent/RU2460650C2/en
Timestamp: 2020-01-25 22:45:35
Document Index: 183777356

Matched Legal Cases: ['art 126', 'art 126', 'art 124', 'art 240', 'art 240', 'art 240']

RU2460650C2 - Integrated rotary unit and hub cap - Google Patents
Integrated rotary unit and hub cap Download PDF
RU2460650C2
RU2460650C2 RU2010151654/11A RU2010151654A RU2460650C2 RU 2460650 C2 RU2460650 C2 RU 2460650C2 RU 2010151654/11 A RU2010151654/11 A RU 2010151654/11A RU 2010151654 A RU2010151654 A RU 2010151654A RU 2460650 C2 RU2460650 C2 RU 2460650C2
RU2010151654A (en
2009-05-15 Application filed by ХЕНДРИКСОН ЮЭсЭй, Эл.Эл.Си. filed Critical ХЕНДРИКСОН ЮЭсЭй, Эл.Эл.Си.
SUBSTANCE: rotary unit is integrated inside high-capacity truck wheel hub cap 104. Hub cap comprises cylindrical sidewall and outer wall made integral with sidewall outer end to extend, on the whole, perpendicular to said sidewall. Hub cap comprises also flange 110 extending radially on inner end of sidewall 106 to receive hub cap fasteners. Sidewall and outer wall define inner chamber to house aforesaid rotary unit 102. The latter is arranged on hub cap outer wall inner surface, and aligned, mainly, axially with axial center line C of the wheel final assembly to allow air passage from tire inflation system to truck wheel.
The invention relates to the field of tire inflation systems for heavy vehicles, such as tractors with a trailer or semi-trailers. In particular, the invention relates to a rotary unit for use in a tire inflation system for heavy vehicles. More specifically, the invention is directed to a rotary unit that is integrated into the interior of the hub cap of the wheel end assembly, which simplifies the installation of the rotary unit and reduces the potential damage to the rotary unit, thereby extending the life of the rotary unit.
In this case, for example, reference is made to tractors with a trailer and semi-trailers, implying that this link applies to other heavy vehicles, such as traditional trucks. All tractor units with a trailer include at least one trailer, and sometimes two or three trailers, all of which are pulled by a single tractor. Each trailer includes a frame to which at least one axle is suspended. The wheel end assembly is rotatably mounted at each end of the axle. In particular, each end wheel assembly typically includes a wheel hub mounted rotatably on a bearing assembly, which, in turn, is fixedly mounted on a corresponding one of the axle ends, commonly known as an axle pin. Thus, the bearing units allow each wheel hub to rotate around the corresponding axle axle. In turn, the tire is mounted on the wheel hub in a manner well known to those skilled in the art.
For normal operation of the wheel end assembly, the bearing assembly and surrounding components must be lubricated with grease or oil. Therefore, the wheel end assembly must be airtight to prevent leakage of the lubricant, as well as to prevent the entry of contaminants into the assembly, as both can be detrimental to its performance. To seal the wheel end assembly, the hub cap is mounted on the outer end of the wheel hub, and the main seal is mounted for rotation on the inner end of the hub and the bearing assembly adjacent to the axle axle, thereby creating a closed or sealed end wheel assembly.
Turning now to tires that are mounted on a wheel hub, each trailer typically includes eight or more tires, each of which is inflated. Optimally, each tire is inflated to a recommended pressure, which typically ranges from about 70 psi to about 130 psi. However, it is well known that air can leak from the tire, usually gradually, and sometimes quickly, if there is a problem with the tire, for example, a defect or a puncture caused by a risk source on the road. As a result of this, it is necessary to regularly check the air pressure in each tire to make sure that the tires are sufficiently inflated. If an air test shows a tire that is not sufficiently inflated, it is desirable to allow air to flow into the tire in order to return it to the optimum tire pressure.
The large number of tires on any given trailer layout makes it difficult to manually check and maintain optimal tire pressure for each tire. This difficulty is compounded by the fact that numerous trailers in the park can be located on the site for an extended period of time during which tire pressure cannot be checked. Any of these trailers could be put into operation at any time, leading to the possibility of working with under-inflated tires. Such work may increase the chance of tire failure in operation or may lead to less efficient operation of the vehicle compared to working with tires in the optimum inflation range.
Moreover, if a leak occurred in the tire, for example, as a result of an impact on a source of risk on the road, the tire could fail if the leak is not reduced when the vehicle is moving along the road. The potential for tire failure is often more pronounced in vehicles such as towing vehicles with trailers that travel long distances and / or for extended periods of time.
As a result of such considerations, systems known in the art as tire inflation systems have been developed. Tire inflation systems try to automatically control the pressure in the vehicle tire and / or inflate the vehicle tire with air to the minimum tire pressure when the vehicle is moving. Many of these automated systems use rotary units that transfer air from an axis under pressure or air ducts to rotating tires. The swivel block thus provides coupling between the static components and the components of the rotating wheel. As a result of this, the rotary unit is typically mounted on or near the outer end of the axle axle and is fluidly connected to the outlet duct, which is connected by compressed air to its corresponding bus closest to the axle axle. Swivel blocks of the prior art consist mainly of two structures, each of which demonstrates disadvantages.
The first type of rotary unit of the prior art is mounted at the outer end of the axle pin. These rotary units have an outlet duct that should exit the hub cap, which seals the outer end of the wheel end assembly. Since the air duct leaves the hub cap, often to ensure that the outgoing air duct passes through one or two tires mounted on this axle axle, a square or tee is used. The elbow or tee is attached to the outer area of the hub cap, which increases the likelihood that the fitting may be damaged. Such damage may undesirably damage the integrity of the tire inflation system and / or may at least create the need to replace the fitting and other system components. To reduce the possibility of such damage, a protective device is typically installed to protect the elbow or tee, which leads to increased costs and weight and adds an additional component that must be removed and replaced when servicing the components of the wheel end assembly or tire inflation system.
The second type of rotary unit of the prior art is mounted on the outer region of the hub cap. These swivel blocks include an exit air line that extends to the tire, and an inside air tube that extends from the body of the swivel block through the hub cap and into the axle pin. During the installation of such rotary blocks for the outer region, the air tube passing inside may be displaced, leading to premature wear of the bearings of the rotary block, which undesirably reduces the service life of the rotary block. In addition, mounting the rotary unit on the outer area of the hub cap causes the rotary block itself to pass outside the hub cap, thereby increasing the likelihood that the rotary block may be undesirably damaged and require replacement.
As a result of this, the potential for damage and displacement associated with the rotary blocks of the prior art creates the desire to develop a rotary block in which such disadvantages are overcome. The present invention satisfies these needs by providing a rotary unit that is integrated into the interior of the hub cap, thereby simplifying and improving the installation of the rotary unit and protecting the rotary unit from damage.
An object of the present invention is to provide a rotary unit for a tire inflation system that is easier to install, thereby reducing the displacement of components associated with the rotary unit.
Another objective of the present invention is to provide a rotary unit for a tire inflation system that is protected without the use of additional protective devices or the like.
These and other problems are solved by creating an integrated rotary unit and hub cap according to the invention. In an exemplary embodiment of the invention, the end wheel assembly includes a wheel hub having an outer end, and the integrated swivel block and hub cap include a portion of the hub cap. The hub cap portion includes at least one wall forming a compartment of the inner region in the hub cap portion. The wall includes means for mounting a portion of the hub cap to the outer end of the wheel hub. The integrated swivel unit and hub cap also include part of the swivel unit. A part of the rotary unit is mounted on the part of the hub cap, in the separation of the inner region, and provides fluid communication from the tire inflation system to the vehicle tires when the part of the hub cap is mounted on the outer end of the wheel hub.
Preferred embodiments of the present invention, illustrating the best option, are disclosed in the following description and shown in the drawings, and are detailed and clearly indicated and set forth in the accompanying claims. In the drawings:
FIG. 1 is a partial perspective cross-sectional view of a portion of the axle axis and the wheel end assembly, showing some components of a tire inflation system including a rotary unit of the prior art, and a brake drum and tire rim mounted on a hub of a wheel end assembly;
FIG. 2 is a partial perspective view of the reverse side with highlighted parts and in section of the axle pin, hub cap, rotary block, and other selected components shown in FIG. one;
FIG. 3 is a vertical side view with hidden parts represented by dashed lines of the rotary unit of FIG. 1 and 2;
FIG. 4 is a cross-sectional view of the housing of the rotary unit shown in FIG. 3;
FIG. 5 is a partial vertical sectional view of an axle pin and a wheel end assembly with hidden parts shown by dashed lines, and which shows a first embodiment of an integrated swivel block and hub cap of the present invention mounted on it;
FIG. 6 is an enlarged view of the part of FIG. 5 surrounded by dashed lines marked “see FIG. 6 ";
FIG. 7 is a partial vertical sectional view of an axle pin and a wheel end assembly with hidden parts shown by dashed lines, and which shows a second embodiment of an integrated swivel block and hub cap of the present invention mounted on it;
FIG. 8 is a vertical sectional view of a third embodiment of an integrated rotary unit and hub cap of the present invention;
FIG. 9 is a perspective view of a cap-shaped wheel flange with an integrated swivel block and a hub cap of the present invention mounted thereon;
FIG. 10 is a vertical sectional view of a wheel flange and integrated swivel block and hub cap along line 10-10 of FIG. 9;
FIG. 11 is a perspective view of a deaf type wheel flange with a rotary unit of the present invention integrated therein; and
FIG. 12 is a vertical sectional view of the wheel flange and integrated swivel block shown in FIG. 11 taken along lines 12-12.
The same reference numerals denote identical elements throughout the drawings.
For a better understanding of the integrated swivel block and hub cap according to the invention in FIG. 1 shows a rotary unit of the prior art mounted on an axle axle, and a rotary unit of the prior art and its surroundings will now be described. Axis 10 hangs and runs across from edge to edge of a heavy-duty tractor trailer with a trailer (not shown). A typical heavy-duty tractor unit with a trailer includes one or more non-drive axles 10 suspended from a trailer, each axle having a wheel end assembly 12 mounted at each end of the axle. For the sake of clarity, only one axle and wheel end assembly 12 will be described. The axis 10 includes a central tube (not shown), and an axle pin 16 is attached to each end of the central tube in one piece by any suitable means, such as welding.
The wheel end assembly 12 includes a bearing assembly having an inner bearing 22 and an outer bearing 24 fixedly mounted on the outer end of the axle pin 16. The screw nut 26 engages with the outer end of the axle pin 16 and locks the bearings 22, 24 in place. The wheel hub 28 is rotatably mounted on the inner and outer bearings 22, 24 in a manner well known to those skilled in the art. The hub cap 30 is mounted on the outer end of the hub 28 using a plurality of bolts 18, each of which passes through one of a plurality of holes 20 made in the hub cap and engages in thread with a corresponding one of the plurality of centered threaded holes 14 made in hub. Thus, the hub cap 30 covers the outer end of the wheel end assembly 12. The main continuous seal 32 is rotatably mounted on the inner end of the wheel end assembly 12 and closes the inner end of the assembly. For mounting the brake drum 36, the tire rim 38 and the tire (not shown) on the wheel end assembly 12, a plurality of threaded bolts 34 are used.
With the aid of a further reference to FIG. 2, an exemplary tire inflation system 40 includes a rotary unit 42 of the prior art. The rotary unit 42 provides the connection of the pneumatic pipe 44 with the air tubular assembly 46, which rotates with the tire. Due to the nature of the pneumatic conduit 44 extending from a relatively static environment to a rotating dynamic environment, there are numerous forces that can cause component malfunction, showing the importance of the fluid connection established by the rotary unit 42. In particular, a central opening 48 is made in axis 10 through which the pneumatic pipe 44 passes towards the outer end of the axle pin 16. The rotary unit 42 is attached to the plug 50, which is pressed into the countersink and on the machine, a portion 52 of the central axis hole 48 on the outer end of the axle pin 16, and is fluidly connected to the pneumatic pipe 44. Alternatively, the axis 10 may be pressurized, in which case the pneumatic pipe 44 is not used, and the rotary unit 42 communicates the fluid directly with compressed air in the Central hole 48. The air tubular assembly 46 is rotatably connected to the rotary block 42, under the hub cap 30, passes through the hub cap, is fastened to it and using compressed air and connects with the tires.
Now, as shown in FIG. 3 and 4, the rotary unit 42 of the prior art includes a cylindrical body 58, which has an inner half 60 and an outer half 62, while the two halves are threaded into engagement with each other. A central bore 64 is provided in the housing 58, which receives a solid rigid air tube 66. A rigid air tube 66 is located on bearings 68, which are located near the central hole 64 and which allow the air tube to rotate with the tire relative to the housing 58. In the housing 58, near the central hole 64 the main seal is also located. A plurality of screw holes 72 are made in the housing 58 to allow screws 84 (see FIG. 2) to fasten the inner and outer halves 60, 62 to the plug 50. The inner half 60 of the housing 58 includes a hose fitting 74 that extends inward to provide a connection for fluid rotary unit with pneumatic pipe 44 (see Fig. 1).
As shown in FIG. 2 and 3, the air tubular assembly 46 is connected and fluidly connected to the rigid air tube 66 of the rotary unit 42 to deliver air from the rotary unit to the tires. The air tubular assembly 46 includes a first flexible air tube 78, which is fluidly connected to the rigid pipe 66 and leads to a bulkhead fitting 76, which, in turn, is fluidly connected to the tee 54. Tee 54, as an addition, includes a check valve (not shown). From the tee 54, the second flexible air tube 80 is fluidly connected to the tee and extends to the outer tire, and the third flexible air tube 82 is fluidly connected to the tee and extends to the inner tire. Each of the second and third flexible air tubes 80, 82 typically includes a check valve (not shown). To protect the tee, over the tee 54 is made and attached to the cap 30 of the hub protective means 56.
As mentioned above, in the rotary unit 42 of the prior art, the use of a tee 54, which is mounted on the outer region of the hub cap 30, undesirably increases the possibility that the fitting may be damaged. As a result, in order to protect the tee 54, a protective means 56 must be used, which leads to increased cost and weight and adds an additional component that must be removed and replaced when servicing the components of the wheel end assembly 12 or the tire inflation system 40.
In the prior art, other types of rotary blocks are mounted on the outer region of the hub cap 30 and therefore are also prone to damage. Such swivel blocks of the prior art with mounting on the external area are also subject to displacement during assembly, since an inwardly passing air tube must be installed that passes through the hub cap and into the axle pin. In the present invention, these disadvantages are eliminated, as will be described later.
Referring now to the drawings of the present invention, a first exemplary embodiment of an integrated swivel unit and hub cap is shown in FIG. 5 and 6, a second exemplary embodiment of the integrated rotary unit and hub cap is shown in FIG. 7, and a third exemplary embodiment of an integrated rotary unit and hub cap is shown in FIG. 8.
As shown in FIG. 5 and 6, the first embodiment of the rotary unit and the hub cap is indicated generally by 100. The integrated rotary unit and the hub cap 100 includes a rotary unit 102 and a hub cap 104. The hub cap 104 includes a cylindrical side wall 106 and an outer wall 108 integrally formed with the outer end of the side wall and extending generally perpendicular to the side wall. Preferably, a radially extending flange 110 is provided at the inner end of the side wall 106, comprising a plurality of bolt holes (not shown) for bolting the hub cap 104 to the outer end of the wheel hub 28. Thus, the hub cap 104 defines the inner compartment 112. It will be apparent to those skilled in the art that other means than bolts may be used to secure the hub cap 104 to the wheel hub 28, such as a threaded connection between the hub cap and the wheel hub, others types of mechanical fasteners and / or press fit.
A cylindrical protrusion 114 is formed on the inner surface of the outer wall 108, which protrudes inwardly from the outer wall into the inner compartment 112 of the hub cap 104. The protrusion 114 is centered with the axial center line C of the axle pin 16 to provide convenient and proper centering of the rotary unit 102, as will be described in more detail below. At the inner end of the protrusion 114, a cavity 116 is arranged coaxially with the axial center line C of the axle axle, which is in fluid communication with the air channel 118 formed in the hub cap 104. The cavity 116 is formed in the protrusion 114 with tight tolerances by machining or other suitable processes known to those skilled in the art, such as molding or casting.
A flange 120 is formed on the inner surface of the outer wall 108 of the hub cap 104, which extends inward to the outer compartment 112. The flange 120 extends radially outward from the protrusion 114 to the cylindrical side wall 106 of the hub cap. A flange 120 is provided with an air channel 118 extending from the cavity 116 in the protrusion 114 radially outward through the side wall 106 of the hub cap for convenient connection to air hoses that extend to the tires (not shown). Alternatively, the hub cap 104 may be formed without collar 120, in which case the air passage 118 extends axially from the protrusion 114 directly outward through the outer wall 108 of the hub cap for connection to the air hoses that extend to the tires.
The rotary unit 102 is mounted directly in the cavity 116 in the protrusion 114, and is thereby integrated into the inner region of the hub cap 104, as will be described in more detail below. The swivel unit 102 includes a shaft 122, which in turn includes an inner portion 124 and an outer portion 126. The threaded inner portion 124 is engaged in a hose connector 132 of a female type pneumatic tubing 44 of a tire inflation system. An oil seal or seal 128 is located between the inner portion 124 of the pivoting rod shaft and the female-type hose connector 132 to seal the fluid connection between the two. The shaft 122 of the rotary unit is made with a central hole 130, which corresponds to the inner diameter of the pneumatic pipe 44 to allow air to pass through the rotary unit 102. It is understood that, alternatively, the axis 10 can be a pressure axis, in this case the pneumatic pipe 44 is not used , and the rotary unit shaft 122 is in fluid communication directly with the compressed air in the central bore 48 of the axis.
The outer part 126 of the shaft 122 of the rotary unit is mounted in the hub cap 104. To ensure this installation, each of the pair of bearings 138 is pressed onto the outer part 126 of the shaft 122 of the rotary block. The U-ring lip seal 134 and seal stop 136, respectively, are inserted into the cavity 116, and the outer portion 126 of the shaft 122 of the rotary block with bearings 138 and the retaining ring 140 are pressed into the cavity. Then, the snap ring 140 is inserted into the groove made by the machine in the cavity 116 from the inside of the bearings 138. This assembly, from the outer U-ring seal 134, seal stop 136, bearings 138 and the inner snap ring 140, provides proper centering of the rotary block 102. Since the cavity 116 is a cavity with a tight tolerance, which is made near the axial midline C of the axle pin 16, which is the middle line of rotation of the axle pin and hub cap 104, the shaft 122 of the rotary block securely supported in proper centerline alignment.
To ensure the connection of the rotary unit 102 with the pneumatic pipe 44 of the tire inflation system by means of a press fit or tight fit into a bore hole 52 with a tight tolerance obtained by machining at the outer end of the axial hole 48, a pin 142 is fitted. The trunnion stopper is provided with a central hole 146, which is centered with the axial center line C of the axle 16 and allows the hose connector 132 of the female type pneumatic tubing 44 of the tire inflation system to pass through the trunnion stopper and connect to the inner part 124 of the shaft 122 of the rotary unit. Preferably, the threaded hose connector 132 engages with the inner portion 124 of the pivot block rod 122.
Thus, the pipe 44 of the tire inflation system in the axial hole 48 is connected using compressed air to the shaft 122 of the rotary unit, and the air passes through the central hole 130 made in the shaft 122 of the rotary unit and the centered air channel 118 made in the hub cap 104. Bearings 138 mounted on the outer portion 126 of the shaft 122 enable the hub cap 104 to rotate around the shaft of the rotary unit, which remains stationary while air is being transferred from the tire inflation system 40 to the tires.
This design of the integrated rotary unit and hub cap 100 eliminates the problems caused by the possible displacement of the components of the rotary unit relative to the axle pin 16 during installation. In addition, the design of the integrated swivel block and hub cap 100 by allowing the swivel block 102 to be housed in the hub cap 104 makes it possible to use a variety of wheel hub sizes and hub cap sizes and eliminates the need for gaskets for the hub cap. In particular, since the rotary unit 102 is located in the hub cap 104, and the only other component with which it is connected is a flexible pneumatic conduit 44, the rotary unit is able to move in and out along the length of the axial center line C. This moving ability satisfies any axial shift that is necessary to fit different sizes of the end surface of the hub relative to the end 16 of the axle axle, various sizes of the hub cap and / or various sizes and types of locknuts.
In FIG. 7, reference numeral 160 generally indicates a second embodiment of an integrated rotary unit and hub cap. The second embodiment of the integrated rotary block and hub cap 160 includes the same rotary block rod 122 and bearing components 134, 136, 138, 140 as the first embodiment of the integrated rotary block and hub cap 100, but the hub cap 162 is used, which different from the first embodiment. In particular, the hub cap 162 of the second embodiment of the integrated rotary unit and the hub cap 160 is provided with an opening 164 to provide direct connection of the tire hoses to the hub cap without the need for external elbows and tees, and also provides a poppet valve assembly 166 that is integrated into the hub cap .
In particular, the cylindrical protrusion 114 is made on the inner surface of the outer wall 108 of the hub cap 162 and protrudes inwardly from the outer wall into the compartment 112 of the inner region of the hub cap. A flange 120 is made on the surface of the inner region of the outer wall 108 of the hub cap 162 of the hub, which extends axially inward, into the inner region compartment 112, and radially outward from the protrusion 114 to the cylindrical wall 106 of the hub cap. An air channel 118 is formed in the shoulder 120, extending from the cavity 116 in the protrusion 114 and radially outward towards the side wall 106 of the hub cap. A hole 164 is made in the shoulder 120 extending from the inner region of the cylindrical side wall 106 of the hub cap radially inward around the air channel 118. The hole 164 has a larger diameter than the air channel 118 and is centered with the air channel. The radial depth of the hole 164 from the inner region of the side wall 106 of the hub cap is sufficient to allow connection of the tire hoses, as will be described later.
Hole 164 receives a tire hose that includes a threaded joint 176. Hub cap 162 is preferably made with features such as a thread 174 around hole 164 adjacent to side wall 106 of the hub cap that engages threadedly with joint 176 for direct connection tire hose with hub cap. The tire hose also includes a Schroeder valve or check valve assembly 170, which prevents excessive air leakage from the tire when removing the tire hose. Hole 164 receives a fixed sleeve or sleeve 168, and Schröder valve assembly 170 is housed in the sleeve. Preferably, when the tire hose joint 176 is disconnected and removed from the hole 164, the Schröder valve assembly 170 remains with the hose joint and the sleeve 168 remains in the hole.
The poppet valve assembly 166 prevents excessive exhaust from the tire inflation system 40 while removing the tire hose from the hub cap 162. In particular, the sleeve 168 is made with a narrowing 172 at its radially inwardly directed end, which corresponds to the radially inwardly directed end of the hole 164. The poppet valve assembly includes a spring 178 that is adjacent to the air duct 118, a seat 180 that engages the spring, and a sealing ring 182 mounted on the saddle. When the tire hose is connected to the hub cap 162, the Schröder valve assembly 170 pushes the seat 180, the o-ring 182, and the spring 178 radially inward, which creates a space between the o-ring and the sleeve narrowing 172. Air flows from the pneumatic conduit 44 through the rotary unit 102, through the air channel 118, through the spring 178 and through the space between the O-ring 182 and the narrowing 172 of the sleeve. However, when the tire hose is removed from the hub cap 162, the bias of the spring 178 presses the seat 180 and the o-ring 182 radially outward, so that the o-ring is in contact with the narrowing 172 of the sleeve to close the space or gap, thereby preventing air from flowing out of the tire inflation system 40 into the atmosphere. The poppet valve assembly 166, respectively, provides a check valve for the tire inflation system 40, which is integrated in the hub cap 162.
Thus, air passes through a pipe 44 of the tire inflation system in the axis hole 48, through a central hole 130 made in the pivot block rod 122, through a centered air channel 118, through a poppet valve assembly 166 and a Schröder valve assembly 170 located in the hole 164, and through the tire hoses. As a result of this, the second embodiment of the integrated rotary unit and hub cap 160 eliminates the need to protect the elbow or tee with a protective device, since no other components except the tire hose (s) are open outside the outer area of the hub cap 162. The exclusion of such a protective agent reduces the cost and weight, and also reduces the number of components that must be removed or reinstalled when servicing the system.
In FIG. 8, as a whole, 210 denotes a third embodiment of an integrated rotary unit and hub cap. The third embodiment of the integrated rotary unit and hub cap 210 is similar to the second embodiment of the integrated rotary unit and hub cap 160, except that the third embodiment of the integrated rotary unit and hub cap includes a rotary unit casing that is bolted to the inner surface of the cap hubs, as will be described in more detail below.
The integrated swivel unit and hub cap 210 of the third embodiment includes a swivel unit 212 and a hub cap 214.
The hub cap 214 includes a cylindrical side wall 216 and an outer wall 218 integrally formed with the outer end of the side wall and extending generally perpendicular to the side wall. At the inner end of the side wall 216, a radially extending flange 220 is made, comprising a plurality of bolt holes (not shown) for bolting the hub cap 214 to the outer end of the wheel hub 28 with bolts (see FIG. 5). Thus, the hub cap 214 defines the inner compartment 222.
The outer wall 218 of the hub cap includes an inner surface 224, and a cylindrical cavity 226 is formed coaxially with the axial center line C of the axle 16 (see FIG. 6). The cylindrical cavity 226 is in fluid communication with the air channel 228 which is made in the outer wall 218 of the hub cap, as will be described in more detail below. The rotary unit 212 protrudes into the compartment 222 of the inner region of the hub cap 214 and includes a cylindrical casing 230 that is mounted on the inner surface 224 of the outer wall 218 of the hub cap.
In particular, the casing 230 is made with an outwardly extending flange 232 and a radially extending flange 234. The flange 232 receives a cylindrical cavity 226, and the outer surface of the flange 234 is adjacent to the inner surface 224 of the outer wall of the hub cap. Confident mechanical engagement of the shoulder 232 in the cavity 226 and the flange 234 to the inner surface 224 forces the casing 230 of the rotary block and, accordingly, the rotary block 212 to be centered with the axial center line C of the axle pin 16. For fastening the casing 230 of the rotary unit to the inner surface 224 of the outer wall 218 of the hub cap, preferably, bolts 244 or other fasteners are used, including mechanical fasteners and bonding techniques such as welding, adhesives, and the like. To ensure tightness between the casing 230 and the inner surface 224 of the outer wall 218 of the hub cap, optionally around the shoulder 232, in the groove 256, which is made around the cavity 226, an oil seal 254 can be placed.
The rotary unit 212 includes a rod 236, which, in turn, includes an inner portion 238 and an outer portion 240. The threaded inner portion 238 engages in a hose connector 132 (see FIG. 6) of the female type pneumatic tubing 44 (see Fig. 6) a tire inflation system. The rod 236 of the rotary unit is made with a central hole 242, which corresponds to the inner diameter of the pneumatic pipe 44, to allow air to pass through the rotary unit 212. Alternatively, the axis 10 can be an axis under pressure, in which case the pneumatic pipe 44 is not used, and the rod 236 of the rotary unit in fluid communication directly with compressed air in the Central hole of the axis 48 (see Fig. 6).
The outer part 240 of the shaft 236 of the rotary block is mounted to rotate in the casing 230. In particular, the shell 230 is made with a mounting cavity 246, and an external retaining ring 250 is inserted into the mounting cavity. Each of the pair of bearings 248 is pressed onto the outer part 240 of the shaft of the rotary block, and the outer part of the rod with bearings is pressed into the mounting cavity 246. In the groove obtained by machining on the machine, in the mounting cavity 246, an inner circlip 252 is located in the center of the bearings 248. To ensure this, add In order to ensure tightness between the outer part 240 of the rotary unit shaft and the rotary block casing 230, an outer groove 260 is made in the casing, and a sealing ring 258 and a flexible lip seal 264 are located in the groove on the outer part of the rotary block rod 236. This assembly is made of a sealing ring 258, lip seal 264, the outer retaining ring 250, the bearings 248 and the inner retaining ring 252 provides proper centering and easy scaling of the rotary block 212. Since the installation cavity 246 made in the casing 230, is a cavity with a tight tolerance, which is made around the axial midline C of the axle pin 16, which is the middle line of rotation of the axle axle and hub cap 214, then the rotary block shaft 236 is reliably supported in proper centering along the axial midline.
The connection of the rotary unit 212 to the pneumatic pipe 44 of the tire inflation system is the same as described above for the first and second embodiments of the integrated rotary unit and hub cap 100, 160, respectively. In the outer wall 218 of the hub cap 214, from the cylindrical cavity 226 towards the side wall 216 of the hub cap, an air channel 228 extends radially outward. Like the second embodiment of the integrated rotary unit and hub cap 160, the third embodiment of the integrated rotary unit and hub cap 210 includes a hole 262 formed in the outer wall 218 extending from the outer region of the side wall 216 of the hub cap radially inward around the air channel 228. The hole 262 has a larger diameter than air duct 228, and centered with the air duct.
Hole 262 receives a tire hose, which includes a joint 176 for direct connection of the tire hose to the hub cap 210. Hole 262 receives sleeve 168, and a Schroeder valve, or check valve, is located in the sleeve to prevent excessive air leakage from the tire when the tire hose is removed. node 170 (see Fig. 7). As with the second embodiment of the integrated rotary unit and hub cap 160, the third embodiment of the rotary unit and hub cap 210 includes a poppet valve assembly 166 that prevents excess air from being released from the tire inflation system 40 when the tire hose is removed from the hub cap 214. In particular, the poppet valve assembly 166 includes a spring 178, a seat 180, and an o-ring 182 mounted on the seat. When the tire hose is connected to the hub cap 214, the Schröder valve assembly 170 pushes the seat 180, the o-ring 182, and the spring 178 radially inward, which creates a space between the o-ring and the sleeve narrowing 172. Thus, air flows through the rotary unit 212, through the air channel 228, through the spring 178 and through the space between the sealing ring 182 and the narrowing 172 of the sleeve. When the tire hose is removed from the hub cap 214, the bias of the spring 178 presses the seat 180 and the o-ring 182 radially outward so that the o-ring is in contact with the constriction 172 of the sleeve to close the space or gap, thereby preventing air from leaking from the tire inflation system 40 to the atmosphere . Thus, the poppet valve assembly 166 provides a check valve for the tire inflation system 40, which is integrated in the hub cap 214.
The design of the third embodiment of the integrated rotary block and hub cap 210 allows air to pass through the tire inflation system pipe 44 in the axis hole 48 (see FIG. 6), through the central hole 242, made in the shaft 236 of the rotary block, through the centered air channel 228 through the poppet valve assembly 166 and the Schroeder valve assembly 170 located in the hole 262 and through the bus hoses to the tires (not shown). As a result of this, the third embodiment of the integrated rotary unit and hub cap 210 eliminates the need to protect the elbow or tee with a protective device, since no other components except the tire hose (s) are open outside the outer area of the tire cap 214. The exclusion of such a protective agent reduces the cost and weight, and also reduces the number of components that must be removed or reinstalled when servicing the system. In addition, since the third embodiment of the integrated rotary unit and the hub cap 210 includes a rotary block casing 230, which is bolted to the inner surface 224 of the outer wall 218 of the hub cap, it eliminates the need to manufacture the hub cap with the protrusion 114 made in one piece, which may reduce the manufacturing cost of the hub cap 214.
The integrated swivel unit and hub cap 100, 160, 210 of the present invention includes a swivel unit 102, 212 that is securely located in the inner region of the hub cap 104, 162, 214 on the same axis as the axial center line C of the hub cap and axle pin 16. In the first and second embodiments of the integrated rotary unit and the hub cap 100, 160, respectively, the rotary unit 102 located in the cavity 116 formed in the protrusion 114 of the hub cap 104, 162 is used, while in the third embodiment the integrated rotary unit and the hub cap 210 employs a rotary block 212 that is attached to the inner surface 224 of the outer wall 218 of the hub cap. This design allows easy installation of the rotary block 102, 212 in the hub cap 104, 162, 214 with reliable centering.
In addition, an air channel 118, 228 is made in the hub cap 104, 162, 214, which, accordingly, provides the possibility of air communication from the rotary unit 102, 212 to the tire hoses through the hub cap, thereby eliminating the need for additional components, such as protective equipment, squares and / or tees. In addition, the second and third embodiments of the integrated swivel block and hub cap 160, 210 include an opening 164, 262 in the hub cap 162, 214, respectively, which makes it possible to directly couple the tire hoses to the hub cap, thereby eliminating the need for protective means, and also makes it possible to include a poppet valve or check valve assembly 166 in the hub cap.
It should be understood that the present invention finds application in all types of tire inflation systems, hub caps, axle trunks of heavy-duty axles, wheel end assemblies and vehicles known to those skilled in the art, including other types of tire inflation systems, hub caps axle trunnions, wheel end assemblies and vehicles than those shown and described in this application and known to those skilled in the art without affecting the nature or operation of the invention. For example, the axis 10 may be an axis under pressure, in which case the pneumatic conduit 44 is not used, and the rotary unit 102 is in fluid communication directly with the compressed air in the central hole 48 of the axis.
It should be clear that in addition to the flange 110, 220 and mechanical fasteners for mounting or attaching the hub cap 104, 162, 214 to the outer end of the wheel hub 28, other means known to those skilled in the art can be used without affecting the substance or operation of the invention. For example, the hub cap 104, 162, 214 may be screwed or screwed onto the outer end of the wheel hub 28, tightly mounted on the outer end of the hub, riveted to the hub, and the like. Obviously, the particular design or layout of the hub cap 104, 162, 214 can be adapted to accommodate such a variety of fastening means.
It should also be clear, without affecting the substance or operation of the invention, the shapes and configurations of the hub cap 104, 162, 214 other than those shown and described above can be applied. For example, instead of making a hub cap 104, 214 with a cylindrical side wall 106, 216 and an outer wall 108, 218, which extends generally perpendicular to the side wall, the hub cap can be made with a single wall that has a dome, conical or otherwise shaped. Moreover, the hub cap 104, 162, 214 may be configured with a plurality of walls that are stepped or have a rectangular, octagonal, or other geometric shape. Obviously, the particular design or layout of the hub cap 104, 162, 214 can be adapted to accommodate such various shapes and configurations.
Additionally, the integrated rotary unit and hub cap 100, 160, 210 of the present invention can be configured to use a hub cap on the wheel flange or adapter 200, as shown in FIG. 9 and 10, or the blind flange of the wheel or wheel adapter 202, as shown in FIG. 11 and 12. In particular, with reference to FIG. 9 and 10, and using the second embodiment of the integrated swivel block and hub cap 160 for example, a structure of a protrusion 114, cavity 116, air channel 118 and, optionally, holes 164 are included in the cap flange 200 of the wheel. That is, the cap-like flange 200 of the wheel essentially functions as the cap of the hub 160. Air, respectively, passes through a central hole 130 made in the shaft 122 of the rotary block, through a centered air channel 118, through a poppet valve assembly 166 and a Schrader valve assembly 170 located in the hole 164, and to the tire hoses, as described above.
Again, using, for example, a second embodiment of an integrated swivel block and hub cap 160 and referring to FIG. 11 and 12, the structure of the protrusion 114, the cavity 116, the air channel 118 and, optionally, the holes 164 are included in the blind flange 202 of the wheel, allowing air to pass through the Central hole 130, made in the shaft 122 of the rotary unit, through a centered air channel, through the poppet valve assembly 166 and through the Schröder valve assembly 170 and to the tire hoses as described above. Alternatively, the integrated rotary unit and hub cap 100, 160, 210 of the present invention can be configured to be used directly on the hub assembly or brake rotor assembly without affecting the essence or operation of the invention as a whole.
Thus, the improved integrated rotary block and hub cap are simplified, provide an efficient, safe, not expensive and efficient structure, with which all of the above tasks are achieved, which include eliminating the difficulties encountered in the rotary blocks and hub caps of the prior art, solve problems and provide new results in the art.
In the above description, some terms were used for brevity, clarity, and understanding; however, they do not imply any mandatory limitations beyond the requirements of the prior art, as such terms are used for description purposes and should be construed as broadly as possible. Moreover, the present invention has been described with reference to exemplary embodiments. It should be clear that this illustration is exemplary rather than limiting, since the scope of the invention is not limited to the exact details shown or described herein. When reading and understanding this description, others will come to mind the potential modifications and changes, and it is understood that the invention includes all such modifications and changes and their equivalents.
Now, having described the features, finds and principles of the invention, the way in which the improved integrated rotary unit and hub cap are designed, assembled and used, structural characteristics and layouts, and advantageous, new and useful results; In the attached claims, new, useful and advantageous features of the claimed invention will be disclosed.
1. An integrated swivel block and hub cap for a final wheel assembly of a vehicle, wherein the end wheel assembly includes a wheel hub having an outer end, the integrated swivel block and hub cap comprising:
part of the hub cap, including at least one wall forming a separation of the inner region in the part of the hub cap, and means for mounting part of the hub cap on the outer end of the wheel hub; and
the part of the rotary unit mounted in the casing attached to the surface of the inner region of the wall and protruding inwardly from the wall into the compartment of the inner region of the hub cap portion, while the rotary block portion provides fluid communication from the tire inflation system to the vehicle tires when the hub cap portion mounted on the outer end of the wheel hub.
2. The integrated rotary unit and hub cap for the end node of the vehicle wheel according to claim 1, wherein the rotary unit part includes a rod comprising an inner part and an external part, the outer part of the rotary block rod being mounted in the casing.
3. The integrated rotary unit and the hub cap for the end node of the vehicle wheel according to claim 2, in which at least one bearing is mounted on the outer part of the shaft of the rotary block, the outer part of the shaft and the bearing being placed in a mounting cavity made in the casing .
4. The integrated rotary unit and hub cap for the end unit of the vehicle wheel according to claim 1, wherein the part of the rotary unit includes a rod comprising an inner part and an external part, the inner part of the rotary unit rod engaging with a hose connector of the pneumatic pipe tire inflation systems.
5. The integrated rotary unit and hub cap for the end unit of the vehicle wheel according to claim 1, wherein the wheel hub is mounted on the axle under pressure, and part of the rotary unit is in fluid communication directly with compressed air in the center hole of the axle.
6. The integrated swivel block and hub cap for the end node of the vehicle wheel according to claim 1, wherein an air channel is provided in the wall of the hub cap part in fluid communication with the swivel part and the tires.
7. The integrated rotary unit and the hub cap for the final node of the vehicle wheel according to claim 6, in which part of the hub cap includes a flange made on the surface of the inner region of the wall and extending radially outward from the axial middle zone of the hub cap, the air channel being made in the bead.
8. The integrated rotary block and the hub cap for the end node of the vehicle wheel according to claim 7, further comprising a hole made in the shoulder and extending radially inward from the inner region of the hub cap wall around the air channel, the hole serving as a receiver for articulating the tire hose.
9. The integrated swivel block and hub cap for the end unit of the vehicle wheel of claim 8, further comprising a poppet valve assembly located in said hole and providing a check valve for the tire inflation system that is integrated into the hub cap portion.
10. The integrated rotary block and hub cap for the end node of the vehicle wheel according to claim 6, further comprising a hole made in the wall of the hub cap portion and extending radially inward from the outer wall region around the air channel, the hole serving as a receiver for connecting the tire hose .
11. The integrated rotary unit and the hub cap for the end unit of the vehicle wheel of claim 10, further comprising a poppet valve assembly located in said hole and providing a check valve for the tire inflation system that is integrated into the hub cap portion.
12. The integrated rotary block and hub cap for the end node of the vehicle wheel according to claim 6, in which the air channel extends axially directly outward through the wall of the hub cap portion.
13. The integrated rotary block and hub cap for the end node of the vehicle wheel according to claim 1, in which part of the hub cap is a bell-shaped flange of the wheel.
14. The integrated rotary block and the hub cap for the end node of the vehicle wheel according to claim 1, in which at least one wall includes: a generally cylindrical side wall made with means for mounting part of the hub cap to the outer end of the wheel hub ; and the outer wall, made in one piece with the outer end of the side wall and extending mainly perpendicular to the side wall; moreover, the side wall and the outer wall form a separation of the inner region in the part of the hub cap.
15. The integrated rotary block and hub cap for the end node of the vehicle wheel of claim 14, wherein the means for mounting a portion of the hub cap to the outer end of the wheel hub includes a radially extending flange formed on the inner end of the side wall, the flange being configured with a plurality holes for receiving fasteners to mount the hub cap on the outer end of the wheel hub.
16. An integrated rotary unit and a blind flange of the wheel for the final node of the wheel of the vehicle, while the final node of the wheel includes a wheel hub having an outer end, and the integrated rotary block and a blind flange of the wheel contain:
a blind wheel flange part including at least one wall forming a separation of the inner region in the blind wheel flange part, and means for mounting the blind wheel flange part to the outer end of the wheel hub; and
a part of the rotary unit mounted in a casing attached to the surface of the inner region of the wall and protruding inwardly from the wall into the compartment of the inner region of the blind portion of the wheel flange, while the rotary section provides fluid communication from the tire inflation system to the vehicle tires when the blind portion The wheel flange is mounted on the outer end of the wheel hub.
RU2010151654A RU2010151654A (en) 2012-06-27
RU2460650C2 true RU2460650C2 (en) 2012-09-10
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2009-05-15 EP EP09747667A patent/EP2285601B1/en active Active
2009-05-15 CN CN200980117738.3A patent/CN102026832B/en active IP Right Grant
2009-05-15 PL PL09747667T patent/PL2285601T3/en unknown
2009-05-15 DK DK09747667.5T patent/DK2285601T3/en active
2009-05-15 CA CA2724001A patent/CA2724001C/en active Active
PL2285601T3 (en) 2012-05-31
RU2010151654A (en) 2012-06-27
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