Patent Application
20230382165
This field generally relates to tire inflation systems for towed recreational vehicles.
This section is intended to provide a background or context to the invention that is recited in the claims. Unless otherwise indicated herein, what is described in this section is not prior art to the description and claims in this application and is not admitted to be prior art by inclusion in this section.
Many recreational vehicles (RVs) have two or more pneumatic tires requiring inflation as specified by the tire manufacturer. Such recreational vehicles may include, but not be limited to, towed vehicles utilized for the purpose of camping, temporary accommodations, tailgating, or other activities of the sort. This broad collection of towed vehicles may sometimes be referred to herein as trailers. Such trailers may be used infrequently and often have improperly inflated tires or may be prone to other problems associated with infrequently used or improperly maintained vehicles. It would, for example, be advantageous to provide systems that warn users of possible problems to components of an inflation system before such systems become damaged or where components (e.g., a spare tire) are needed in an emergency type situation. For example, detection of standing water or residual moisture in fluid supply lines or related components may initiate a warning to a user that maintenance or flushing of fluid supply lines may be desirable. Furthermore, trailers may commonly include axles such as torsion axles that may need particular modification so as to securely route fluid supply lines within or through and couple rotary union components thereto. There remains a need for a tire inflation system adapted for use in such trailers and for systems for avoiding, monitoring, and warning users of potential problems.
In some embodiments, a tire inflation system for a trailer may include at least one axle and pneumatic tires mounted at each end of the at least one axle. A fluid pressure source may be mounted to the trailer and powered by energy provided by a tow vehicle or a power source on the trailer. A level of residual moisture in fluid provided by the fluid pressure source may be controlled using an electromechanical control system. For example, the fluid pressure source may be connected to a drain valve used to divert accumulated water from the pressure source, such as to a holding tank or gray water tank of the trailer. The drain valve may, for example, be controlled by a timing circuit of the control system. In some embodiments, the drain valve may further be adjustable based on one or more sensor signals provided by or one or more water level sensors, including, for example, a capacitive sensor positioned in a drain line connected to the fluid pressure source.
It is an objective of some embodiments herein to provide a source of fluid pressure mounted to a towable trailer for use in a tire inflation system with reduced risk of contamination of components of the tire inflation system with residual water or condensate and/or other contaminants. The source of fluid pressure may be powerable by energy provided by a tow vehicle or a power source on the trailer. For example, the fluid pressure source may be an air tank coupled to an air compressor so as to receive air therefrom. One or more sensors may be disposed so as to detect the temperature and/or pressure of air provided from one or more of the air compressor and air tank. The air tank may further comprise a liquid drain valve under control of an electromechanical system control. For example, the liquid drain valve may be operatively controlled using a dump solenoid actuated by a timer circuit and/or using other suitable components or means. Purging of residual water or standing water from the air tank may help to mitigate risk of contamination of components of the tire inflation system so as to reduce risk of corrosive damage, for example.
In some embodiments, a tire inflation system for a trailer may include at least one axle and pneumatic tires mounted at each end of the at least one axle. A fluid pressure source may be mounted to the trailer and powered by energy provided by a tow vehicle or a power source on the trailer. A first fluid pathway may provide sealed fluid communication between the fluid pressure source and at least one of the pneumatic tires. The axle may comprise a torsion axle having at each end thereof a torsion arm and a spindle having one of the pneumatic tires mounted thereto, the spindle having a free end and a fixed end coupled to the torsion arm, the spindle forming a fluid channel extending from the fixed end to the free end along the central long axis of the spindle, the fluid channel being sealingly coupled to the first fluid pathway. A rotary union may be sealingly coupled to the fluid channel at the free end of the spindle and an air hose may provide sealed fluid communication between the rotary union and the pneumatic tire mounted to the spindle.
In some embodiments, a tire inflation system for a trailer may include at least one axle and pneumatic tires mounted at each end of the at least one axle. A fluid pressure source may be mounted to the trailer and powered by energy provided by a tow vehicle or a power source on the trailer. A first fluid pathway may provide sealed fluid communication between the fluid pressure source and at least one of the pneumatic tires so as to allow pressurized fluid from the fluid pressure source to flow from the fluid pressure source to the at least one of said pneumatic tires. A second fluid pathway may provide sealed fluid communication between the fluid pressure source and a spare tire of the trailer so as to allow pressurized fluid from the fluid pressure source to flow from the fluid pressure source to the spare tire.
It is an objective of some embodiments herein to provide a spare tire that may be used only infrequently and stored in a trailer, including trailers that may not be equipped with air brakes. For example, the spare tire may be placed in fluid communication with a tire inflation system fluid pressure source mounted to the trailer and powered by energy provided by a tow vehicle or a power source on the trailer. The spare tire may be automatically provided with pressurized air when needed so that the spare tire is available for immediate use. For example, the spare tire may be provided with air from a compressor such as may be prone to contamination with residual water. The tire inflation system may further be controlled so as to minimize a risk of collection of residual water or other contaminants in the spare tire. For example, an air compressor may be controlled by an electromechanical control system operated so as to automatically purge an air tank of residual water on regular intervals and/or when pressurized fluid is needed by the spare tire. It is further an objective of some embodiments herein to provide a system for detection of residual water in the spare tire or in adjacent fluid supply lines so that a user may be warned of a risk that the spare tire has unexpectedly become contaminated.
In some embodiments, a method of providing a tire inflation system for a trailer comprising an axle having a spindle at each end is provided. The trailer may, for example, be a trailer that is not equipped with air brakes, the method comprising forming an axial channel along the central axis of a spindle, the axial channel terminating at a free end of the spindle.
In some embodiments, a hubcap for a trailer is described. The trailer may, for example, be a trailer not being equipped with air brakes. The hubcap may comprise a hollow body having a first end enclosed by a face and having a second end open and adapted for coupling to a hub of the trailer by a screw threading, bolt, retainer ring, friction fit or twist lock.
In some embodiments, a tire inflation system for a trailer comprising an axle and a pneumatic tire mounted at each end of the axle is described. The trailer may, for example, be a trailer not being equipped with air brakes. The inflation system may comprise a fluid pressure source mounted to the trailer, the fluid pressure source powerable by energy provided by the vehicle or a power source on the trailer. A fluid conduit may provide sealed fluid communication between the fluid pressure source and each pneumatic tire so as to allow pressurized fluid from the trailer-mounted fluid pressure source to flow from the fluid pressure source to each pneumatic tire. An auxiliary conduit may provide sealed fluid communication between the fluid pressure source and an auxiliary air connection.
This disclosure is directed towards towable trailers, tire inflation systems for towable trailers, electronic control systems for inflation of tires on towable trailers, sensor systems for monitoring tire inflation on towable trailers, methods for installing tire inflation systems in towable trailers, and related systems and methods. Tire inflation systems described herein may, for example, include an air compressor in fluid communication with a fluid supply tank or chamber and a pressure regulator. Pressurized fluid provided therefrom may be routed to one or more tires of a towable trailer. The tire inflation systems may be particularly configured for use in towable trailers. For example, some embodiments herein may be particularly configured for communication of pressurized fluid to tires of a towable trailer by routing the fluid through shaped axles, including those designed to be used with offset torsion axles, sometimes used in RVs. Systems herein may further be used in towable trailers that may lack an air brake system or other source of pressurized fluid.
Further, in some embodiments, pressurized fluid may be particularly conditioned for use in inflation systems that may be used in RVs or other towable trailers that may be used infrequently. For example, some embodiments herein may comprise an electromechanically controlled system for minimizing and/or warning a user of the presence of residual water and/or other contaminants in fluid supply lines, such as may be used to reduce risk of corrosive or other damage to inflation system components. For example, in some embodiments, a dump solenoid for controlling a dump valve and reducing residual moisture in air provided by an inflation system may be electromechanically controlled using a timing circuit or other means.
The towable trailers described herein may include any recreational vehicle or other light-duty trailer of the sort capable of being pulled by a non-class 8 vehicle. Such RVs may be attached to a suitable tow vehicle, such as a pickup truck, a passenger car, van, SUV (sport utility vehicle), ATV (all-terrain vehicle), motorcycle, class 8 vehicle, or other vehicle capable of towing. By way of example, RVs may be attachable to such a tow vehicle by a bumper-mounted hitch ball, clevis hitch, or fifth-wheel or goose-neck hitch configuration, or any other suitable attachment mechanism. Some RVs including systems as described herein may not include a braking system or may include a brake system such as an electrically operated brake system powered by a tow vehicle, a hydraulic brake system, or a surge brake system, for example. Some embodiments of tire inflation and related systems disclosed herein may, advantageously, be applied in recreational vehicles or light-duty trailers having any brake type, including those without air brakes. It is also to be understood that the disclosed tire inflation and related systems may also be suitable for other towed vehicles besides RVs. Such vehicles may include, but not be limited to, utility trailers, horse trailers, boat trailers, or other wheeled towable trailers capable of being towed by a non-class 8 vehicle.
The tire inflation and related systems described herein may be installed in a towed trailer, such as the exemplary recreational vehicle (RV) 100 shown in
Still referring to
In some embodiments, the compressor 112 may be electrically powered. For example, compressor 112 may, for example, run from a 12V or 24V vehicle electrical system, and may be connected to a tow vehicle by an electrical connection 118. Electric air compressor 112 may be of any suitable make and model, such as Hadley 850 Series Mini Compressor, Oasis XD 3000 Extreme Duty Air Compressor, Viair 495C Air Compressor, Chassis Tech DC7000 Air Compressor, Air Zenith OB2-156 Air Compressor, Pacbrake HP625 Series Air Compressor, and Helix UltraAer Air Compressor, for example.
The pressure regulator 124 may be of any suitable type, such as model LR-1/8-D-O-mini-NPT manufactured by Festo or some models manufactured by Parker or by SMC, and may be set to pass air through at any pressure suitable for maintaining a desired tire inflation pressure. A shut-off valve 126 may be disposed inline of the system between the air source or pressure supply 120 and pressure regulator 124 so as to selectively permit or prevent fluid communication between the pressure supply 120 and the regulator 124.
In some embodiments, one or more of the components 112, 120, and 124 may be included in a common housing. For example, the compressor 112 may include a pressure chamber suitably configured (e.g., with one or more pistons or rotating vanes) for increasing the pressure of an input source of air (e.g., atmospheric air). An integrated air source or pressure supply 120 may be commonly housed and adjacent to the pressure chamber in a compressor head region 103 (shown in
As shown in
As illustrated in
The control systems 113, 115 may be particularly configured to minimize a risk of overheating. This may, for example, be particularly important for some of the compressors 112, 212 described herein that may be suitable for use in small trailers. For example, those compressors may, at least under some conditions, be driven to provide significant output of pressurized air for extended periods of time. At least for this reason, it may be important to monitor the head temperature and/or motor temperature of the compressors 112, 212. The control systems 113, 115 may include various components to prevent overworking of the compressor 113, 115 or to shut off or idle the compressor in the even that of a temperature excursion. For example, the control system 115 is particularly configured to include a high temperature cutoff element 141. In some of those embodiments, systems herein may warn a user of a risk that a compressor 112, 212 may be overheating or otherwise experiencing or at risk of experiencing some other condition.
Viewed in the above context, as shown in the control systems 113, 115, a battery 146 may be connected to a first and second bus bar 140, 142 (as shown in
In some embodiments, the control systems 113, 115 may be particularly configured to minimize a risk of collection of residual water within a TIS under its control. For example, as described above, some of the air compressors 112, 212 described herein may be particularly designed for use in a small trailer and may sometimes create an excessive amount of condensate water when the TIS is in operation. This may be contrasted with some other system for supplying pressure to tires, such as those that may rely on an in-line brake system where the pressure source may be protected from water vapor and/or other contaminants as may be dissolved therein and spread throughout the TIS system. Because the small-trailer pressure sources described herein may sometimes be prone to water contamination, a drain system may be disposed in the TIS system (e.g., at the compressor 112, 212 or at the air source or pressure supply 120) to prevent an excessive accumulation of water in the compressed air system. For example, as described above, a dump solenoid 130 may be used to control the drain valve 123, such as may be used to divert accumulated water to the gray water holding tank 341 of an RV or to some other appropriate plumbing system. In some embodiments, one or more additional drain valves may be disposed at some other position in the TIS system (e.g., a position wherein standing water or moisture may collect). For example, a drain valve may sometimes be positioned near the spare tire 159, or at some other location in the fluid pathways for a TIS.
In some embodiments, the control systems described herein 113, 115 may not only control operation of one or more drain systems, but may also be designed to prevent backflow of pressurized fluid during system operation. This may be particularly important because backflow of pressurized fluid may considerably increase a risk that collected standing or residual water in one part of the TIS system may be spread throughout other TIS fluid pathways. For example, in some embodiments, backflow of pressurized fluid may be controlled using a pressure switch 134. The pressure switch may, for example, be operatively controlled using pressure data from one or more pressure sensors as described herein. Coordinated activation or deactivation of the solenoids 136, 130 may further be used to help prevent uncontrolled perturbation of fluid or standing water in TIS components and to minimize risk of water from being delivered throughout the TIS system.
The timer circuit 132 may be provided to control operation of the solenoids 130, 136. In some embodiments, such a timer circuit 132 may be initiated at the start of compressor 112 operation and at a set interval send a timing signal to control the dump solenoid 130 so as to control the drain valve 123 for a prescribed time interval and thus realize the transfer of the accumulated water to the holding tank 341, or to atmosphere. Such a process may, for example, continue at the timed intervals until compressor operation 112. The timer 132 may cease operation and reset when power ceases, e.g., when on/off switch 144 is used or a high temperature condition triggered. The TIS system may, in some embodiments, be configured to prevent providing compressed air to the tires 108 when the air source or pressure supply 120 may contain residual moisture. This may, for example, be accomplished through selective operation of the compressor solenoid 136 and valve 312, operation of the shut off valve 126, or both. For example, shut off valve 126 may remain closed during one or more cycles of operation during which the drain valve 123 is open. Following completion of a cycle of transfer of accumulated water to the hold tank 341, shut off valve 126 may open and/or compressor solenoid 136 may be activated so as to allow compressed air to be provided to the tires and/or through an auxiliary connection.
In some embodiments, the TIS components and circuits may be provided as discrete components. In other embodiments, all or some of the TIS components and circuits may be integrated into a circuit, such as an ASIC. For example, the low-voltage cutoff, timer circuit and high-temperature cutoff may be provided as modules or components of an integrated circuit. The TIS components and circuits may be provided through software-based functions or as hardware components, or as any combination of hardware and software.
Additional details of the TIS 101 and control systems 113, 115 described above may be further understood in light of
Still referring to
As further shown in
Temperature signals provided from the one or more sensors 114 may be used to control operation of one or more components of the TIS 101. For example, in various embodiments, any combination of the sensors 114a, 114b, and 114e shown in
In some embodiments, the one or more sensors 114 may be disposed so as to sense one or more temperatures (e.g., a compressor head temperature, a motor temperature, or a temperature of air exiting therefrom) and communicate a signal representative of the one or more temperatures to a receiver unit. For example, referring to
In some embodiments, the one or more sensors 114, may, for example, comprise thermocouple sensors. In one example, the sensors 114 may comprise different sensing heads which may share a common thermocouple body (e.g., a common voltmeter or reference may be used for different sensing heads). Other suitable types of sensors including, for example, thermistors, and resistance temperature detectors such as resistance thermometer silicon bandgap temperature sensors, may be used in some embodiments. Visual display 318 may, for example, comprise a user display device (e.g., an iPad or phone) or a dashboard display. In some embodiments, TIS sensor data may be received by a tire pressure monitoring system (TPMS system) and provided on a visual display in connection with tire pressure information.
Air compressor 112, 212 and any sensors 114 integrated therewith may be disposed at any suitable location. For example, a suitable location for the air compressor 112, 212 may be inside a forward facing storage area 106a (
In some embodiments, spare tire 159 may include one or more sensors 161 such as may be disposed at or adjacent to said spare tire so as to monitor inflation conditions of said tire 159, or to measure other TIS conditions. For example, in some embodiments, a first member of the one or more sensors 161 may be a pressure sensor. A second member of the one or more sensors 161 may be a water detection sensor configured to measure a level of moisture (e.g., water vapor) or standing water that may have accumulated in the TIS system. For example, in one embodiment, one of the one or more sensors 161 may be a liquid level sensor, such as a capacitive liquid level sensor or optical sensor. In some of those embodiments, the TIS system may further be configured to send a warning to a vehicle user of detection of water vapor or standing water in the TIS system. In some embodiments, detection of standing water, as may be executed by one or more of the sensors 161, 261 may be used to control or adjust operation of a dump solenoid 130 (as described above) or to adjust other operating conditions of the TIS system 101 described herein, such as a target temperature of circulating air or a set point for in line dryer 126.
Although not shown in
Some towable trailers, as shown for RV 100, may include hollow axles 102 that may be sealed at each end by a cap or plug, such as those described in one of U.S. Pat. Nos. 5,769,979, 6,131,631, 6,394,556, 6,892,778, and 6,938,658, or by any other suitable threadable cap or insertable axle plug. Further, as disclosed in each of U.S. Pat. Nos. 6,325,124 and 7,273,082, a cap or plug may serve to support air conduits, or rotary union 148 components supported therein. A cap or plug may be used to seal the axles 102, so that air conduit 150 may be sealingly connected between pressure regulator 124 and the sealed, hollow axles 102. Thus sealed, each axle may serve as part of the overall fluid pathway to communicate pressurized air to the tires 108. In other embodiments, an air conduit 150 may be provided from a compressed air source 120 through the hollow axles without need for sealing the axles.
Other towable trailers may include solid axles. In such embodiments, an axial hole may be drilled in the axles, as described, and the axles may be further sealed with a stator or with a plug as described above. Alternatively, an air conduit may be provided through the hole drilled in the solid axle without need for sealing the axle.
Thus, in some embodiments, one or more recreational vehicle axles may be hollow sealed axles 102. The axles 102 may be hollow and may be sealed to serve as part of a conduit for pressurized air. An air conduit 150 may be sealingly connected to the axle 102 to allow pressurized air to flow from the air compressor 120 or pressure regulator 124 to the axles 108. The pressurized air may flow through the axles 102 to a rotary air connection 148 mounted in or near the axle end as described in more detail below. An air conduit 157, such as a hose, may connect to the rotary air connection or rotary union 148 to a valve stem of a wheel to which the pneumatic tire is mounted, thus allowing pressurized air to flow to and/or from the tire. In some embodiments, the air conduit 150 may be sealingly connected to a tee 158 to allow pressurized air to flow to a second axle or other downstream tire such a spare tire 159.
An air conduit may, in other embodiments, be disposed in the trailer axle. The axle may carry an air conduit to communicate pressurized air to a rotary connection, for example, such as is disclosed in U.S. Pat. Nos. 6,325,124 and 7,273,082. Air hoses may connect the rotary connection to the valve stem of the wheel to which the pneumatic tire is mounted, thus allowing pressurized air to flow to and/or from the tire. In other embodiments, if the axle is solid, then a channel may be bored in the axle to permit positioning of all or part of the conduit inside the axle.
The TIS may further comprise a rotary air connection or rotary union 148 mounted on or in the wheel-end assembly to allow communication from an air source to the rotatable tires so as to allow pressurization of the tires. Suitable rotary air connections (rotary unions), and other suitable TIS components, may include those disclosed, for example, in U.S. Pat. Nos. 5,377,736, 6,698,482, 6,105,645, 6,325,124, 6,325,123, 7,302,979, 6,269,691, 5,769,979, 6,668,888, 7,185,688, 7,273,082, 6,145,559, 6,425,427, 7,963,159, 10,471,782 and U.S. Pat. Pub. No 2009/0266460, the disclosures of which are incorporated herein by reference. Thus, any suitable rotary coupling may be used to communicate air between the air source and the rotatable tires. For example, with respect to U.S. Pat. No. 5,769,979, a stator may be mounted in a hollow or axially-drilled axle. In some embodiments, a stator may be mounted in a cap or plug sealing an axle, such as the one described above, or affixed to the end of an air conduit provided through a hollow or axially-drilled axle. Alternatively, with respect to U.S. Pat. No. 10,471,782 a rotary coupling may include a rotary air connection directly mounted in an axially-drilled channel of an axle.
For example, as shown in
The first annular seal 192 may provide a rotating or non-rotating seal and a pivotable or non-pivotable sealing engagement with the tubular member 184. For example, depending on the configuration of the first annular seal 192, the tubular member 184 may or may not rotate in the seal 192. The first end 186 of the tubular member 184 may be sealably connected through a second annular seal 194 to an air connection 196 or tee-body mounted on the hub cap 156. The second annular seal 194 may provide a rotating or non-rotating seal and a pivotable or non-pivotable sealing engagement. For example, depending on the configuration of the second annular seal 194, the tubular member 184 may or may not rotate in the seal 194. However, the tubular member 184 should be permitted to rotate in at least one or the other of annular seals 192 and 194, if not in both. Furthermore, the tubular member 184 may be rigid, or flexible, or may include both a flexible portion and a rigid portion. The tubular member 184 may include a flexible joint or coupling. The annular seals may comprise o-rings, washers, lip seals, face seals, or any suitable sealing interface, and may comprise a variety of materials, such as rubber, silicone, graphite, and steel or any other suitable sealing material or interface.
In some embodiments, such as seen in
The stator 152 may be sealingly disposed in the air channel or axial channel 162. The stator 152 may comprise a stator body 202 and a head 204, the stator body 202 extending into the axial channel 162 along the central axis. For example, the stator head 204 may extend within the counterbore region 160 (also shown in
As similarly described in relation to the embodiment shown in
The air connection 196 may be provided on the grease cap or hubcap 156 for communicating air to the tire or tires 108 via an air hose 157 connected to the wheel valve stems (not shown). The first end 186 of the tubular member 184 may include a shoulder 198 that co-acts with a bearing 200. In operation, air may be supplied to the tires through the rotary air connection or rotary union 148. The grease cap or hubcap 156 and air connection 196 may rotate with the tires 108 relative to the wheel spindle 154. The tubular member 184 may rotate, as well, in some embodiments. Air may flow from the air source or pressure supply 120 through a filter 176 into the tubular member 184 of the rotary air connection or rotary union 148 to the air connection 196. Said filter may be removably disposed in the air channel or axial channel 162 and integrated into the stator 152. Alternately, said filter may be an independent body wherein the end of the stator body 202 abuts or slightly nests into the filter end. Air may flow from the air connection 196 through air hoses 157 and tire valves 151 into the tires. Of course, if the tire inflation system provides for tire deflation, air may flow in the reverse direction from that just described. The rotary air connection or rotary union 148 may further comprise a hubcap vent shield. The grease cap or hubcap 156 may have one or more over-pressurization vents 167 disposed through the outboard face 166 of the hubcap to allow excess pressure to escape. Such a shield may prevent lubrication from spraying on the exposed rotary connection components in the event of a hubcap over-pressurization event. Such a shield may comprise a semi-rigid internal flapper 201 which covers vent holes 167 in the hubcap and an outer rigid cover 203 that aids in protecting said flapper. In the event of pressure release, the air escaping past the flapper may cause the flapper to vibrate violently, thus emitting a high-pitched noise to warn the driver of a pressure leak in the TIS.
Of course, any suitable rotary connection may be provided. In other embodiments, air conduits may be routed for external attachment to a rotary union mounted to the trailer wheels. In such embodiments, air conduits may be routed from the air source or upstream component next closest to the rotary union through brackets mounted to the trailer, such as to the tire fenders. The air conduits may be sealingly connected to rotary unions mounted to the RV wheels.
For an axle or spindle that accepts a stator 152 (e.g., as in
In some embodiments, such as shown in
The rotary air connection or rotary union 148 may include a rotatable part including a tubular member 184 having a first end 186 and a second end 188. The second end 188 of the tubular member 184 may be coaxially extendable through and longitudinally movable in the spindle air channel or axial channel 162, and may sealably engage a first annular seal 192 disposed in the spindle air channel or axial channel 162 so as to allow sealed air communication with the air source or pressure supply 120 through air conduit 178. The spindle air channel or axial channel 162 may narrow at the outboard end of the spindle so as to sealingly accept the second end 188 of the tubing member 184. Annular seal 192 may be disposed in said narrowed section of the air channel or axial channel 162.
The first annular seal 192 may provide a rotating or non-rotating seal and a pivotable or non-pivotable sealing engagement with the tubular member 184. In other words, depending on the configuration of the first annular seal 192, the tubular member 184 may or may not rotate in the seal 192. The first end 186 of the tubular member 184 may be sealably connected through a second annular seal 194 to an air connection 196 or tee-body mounted on the grease cap or hubcap 156. The second annular seal 194 may provide a rotating or non-rotating seal and a pivotable or non-pivotable sealing engagement. In other words, depending on the configuration of the second annular seal 194, the tubular member 184 may or may not rotate in the seal 194. However, the tubular member 184 should be permitted to rotate in at least one or the other of annular seals 192 and 194, if not in both. Furthermore, the tubular member 184 may be rigid, or flexible, or may include both a flexible portion and a rigid portion. The tubular member 184 may include a flexible joint or coupling. The annular seals may comprise o-rings, washers, lip seals, face seals, or any suitable sealing interface, and may comprise a variety of materials, such as rubber, silicone, graphite, and steel or any other suitable sealing material or interface.
The air connection 196 may be provided on the grease cap or hub cap 156 for communicating air to the tire or tires 108 via an air hose 157 connected to the wheel valve stems (not shown). The first end 186 of the tubular member 184 may include a shoulder 198 that co-acts with a bearing 200. In operation, air may be supplied to the tires through the rotary air connection or rotary union 148. The grease cap or hubcap 156 and air connection 196 may rotate with the tires 108 relative to the wheel spindle 154. The tubular member 184 may rotate, as well, in some embodiments. Air may flow from the air source or pressure supply 120 through a filter 176 into the tubular member 184 of the rotary air connection or rotary union 148 to the air connection 196. Said filter may be removably attached to said tubular member at the second end 188 and reside in the larger portion of the spindle air channel or axial channel 162. Air may flow from the air connection 196 through air hoses 157 and tire valves 151 into the tires. Of course, if the tire inflation system provides for tire deflation, air may flow in the reverse direction from that just described. The rotary air connection or rotary union 148 may further comprise a hubcap vent shield. Such a shield may prevent lubrication from spraying on the exposed rotary connection components in the event of a hubcap over-pressurization event. Such a shield may comprise a semi-rigid internal flapper 201 which covers vent holes in the hubcap and an outer rigid cover 203 that aids in protecting said flapper.
As shown in
As shown in
As seen in
In the embodiment of
Referring to
In some embodiments, such as in
In some embodiments, as may be seen in the embodiment of
In some embodiments, as also may be seen in
In some embodiments, other sources of providing pressurized fluid may be used other than shown in
Of course, references to “air” with respect to tire inflation should be understood to include any gas or air suitable for inflating a tire, such as pure nitrogen or nitrogen-enriched air.
Although the disclosed embodiments and their advantages have been described in detail, it should be understood that various changes, substitutions and alterations can be made herein without departing from the subject matter defined by the appended claims. Moreover, the scope of the present disclosure is not intended to be limited to the particular embodiments of the process, machine, manufacture, composition, or matter, means, methods and steps described in the specification. As one will readily appreciate from the disclosure, processes, machines, manufacture, compositions of matter, means, methods, or steps, presently existing or later to be developed that perform substantially the same function or achieve substantially the same result as the corresponding embodiments described herein may be utilized. Accordingly, the appended claims are intended to include within their scope such processes, machines, manufacture, compositions of matter, means, methods or steps.
This application claims priority to both U.S. Provisional Patent Application No. 63/090,053 titled “Small Trailer Tire Inflation System” filed Oct. 9, 2020, and U.S. Provisional Patent Application No. 63/149,495 also titled “Small Trailer Tire Inflation System” filed Feb. 15, 2021. The full disclosure of each of the aforementioned patent applications are herein fully incorporated by reference.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/US2021/054328 | 10/9/2021 | WO |
| Number | Date | Country | |
|---|---|---|---|
| 63149495 | Feb 2021 | US | |
| 63090053 | Oct 2020 | US |
