Rotary joint with energy harvesting structure

Abstract

A rotary joint for a tire inflation system of a heavy-duty vehicle, the rotary joint including an energy harvesting structure for generating electrical power to power electronic components of the heavy-duty vehicle. The energy harvesting structure is integrated with and protected by the rotary joint. The energy harvesting structure includes components attached to respective static and rotatable components of the rotary joint that generate electrical power during rotational movement of the rotatable component relative to the static component during operation of the heavy-duty vehicle for powering the electronic components. The components of the energy harvesting structure can be completely excluded or isolated from and sealed off from a flow path of pressurized air through the rotary joint.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of U.S. Provisional Patent Application Serial No. 63 / 141,044, filed January 25, 2021. Technical Field

[0003] The disclosed subject matter relates to tire inflation systems for heavy-duty vehicles (e.g., tractor-trailers or semi-trailers). More specifically, the disclosed subject matter relates to rotary joints used in tire inflation systems for heavy-duty vehicles. Still more specifically, the disclosed subject matter relates to rotary joints for heavy-duty vehicle tire inflation systems, the rotary joint including an energy harvesting structure integrated into the rotary joint for powering electronic components (e.g., wheel-end sensors) associated with the wheel ends of the heavy-duty vehicle, thereby eliminating the need for a primary energy source such as a battery and minimizing vehicle maintenance associated with such components, thus reducing vehicle downtime. The rotary joint of the disclosed subject matter also eliminates the need for other energy-saving strategies employed for such electronic components when using a primary energy source (e.g., limiting the functionality of electronic components in some cases to maximize battery life), thereby improving the overall functionality and lifespan of the components. Furthermore, the energy harvesting structure is housed within and protected by the rotary joint, and the components within the wheel end assembly are protected from the influence of the energy harvesting structure, thereby minimizing potential damage to the energy harvesting structure of the rotary joint and / or other components of the wheel end assembly should a component of the energy harvesting structure be defective, as well as reducing packaging space and overall vehicle weight, and thus lowering the costs associated with using an energy harvesting structure in the wheel end of a heavy vehicle. Background Technology

[0004] Tire inflation systems have been widely used in heavy-duty vehicles for many years. Heavy-duty vehicles typically include trucks and tractor-trailers or semi-trailers and their trailers. For convenience, this document refers to heavy-duty vehicles, but it should be understood that such reference includes trucks, tractor-trailers, and semi-trailers and their trailers. Each heavy-duty vehicle typically includes a vehicle frame from which at least one axle is suspended. Wheel end assemblies are rotatably mounted on each end of the axle. More specifically, each wheel end assembly typically includes a hub rotatably mounted on a bearing assembly, which is then immovably mounted on a corresponding end of each of the ends of the axle, commonly referred to as an axle journal. In this way, the bearing assembly allows each hub to rotate about the corresponding axle journal. A hubcap is attached to the outer end of the hub and seals the outer end of the wheel end assembly. One or more tires are then mounted on the hub in a manner known in the art. All heavy-duty vehicles include multiple tires, each of which is inflated to an optimal or recommended pressure using a fluid or gas (e.g., air). This optimal or recommended tire pressure is commonly referred to in the art as the target inflation pressure or target pressure.

[0005] However, it is well known that air can typically leak from tires gradually, but if a tire has a problem, such as a defect or a puncture caused by a road hazard, air can sometimes leak rapidly. As a result, it is necessary to periodically check the air pressure in each tire to ensure that the tire is not significantly below the target pressure and therefore underinflated. If an air check shows that a tire is underinflated, it is desirable to allow air to flow into the tire to restore it to the target pressure. Similarly, it is well known that the air pressure inside a tire can increase with rising ambient air temperatures, therefore it is necessary to periodically check the air pressure in each tire to ensure that the tire is not significantly above the target pressure and therefore overinflated. If an air check shows that a tire is overinflated, it is desirable to allow air to flow out of the tire to restore it to the target pressure.

[0006] The sheer number of tires on any given heavy vehicle configuration makes it difficult to manually check and maintain target pressure for each tire. This difficulty is further complicated by the fact that heavy vehicles in a fleet may remain stationary for extended periods, during which time tire pressure checks may be impossible. Any of these heavy vehicles may be immediately called into service, potentially leading to operation with tires underinflated or overinflated. Such operation can increase the likelihood of tires performing below their optimal performance and / or having a shorter lifespan compared to operating the tires at or within the target pressure range.

[0007] Furthermore, if tires encounter conditions during heavy vehicle operation that lead to underinflation (e.g., leaks due to a road hazard) or overinflation (e.g., increased pressure due to elevated ambient air temperature), tire life and / or performance may be significantly reduced if underinflation or overinflation persists unabated during continuous heavy vehicle operation. The likelihood of a significant reduction in tire life is typically increased in heavy vehicles traveling long distances and / or for extended periods.

[0008] The need to maintain target pressure in each tire, coupled with the inconvenience of vehicle operators manually checking and maintaining proper tire pressure at or near the target pressure, led to the development of tire inflation systems. Tire inflation systems attempt to automatically monitor tire pressure, inflate tires with air, and / or deflate tires to maintain target tire pressure during heavy vehicle operation. Many of these tire inflation systems utilize rotary joints that transfer air from a pressurized axle or pneumatic line in fluid communication with an air source (e.g., an air canister) located on the vehicle to the rotating tire. The rotary joint provides an interface between static components and rotating wheel components. Consequently, the rotary joint is typically mounted in or near the outer end of the axle journal and is in fluid communication with one or more outward pneumatic lines pneumatically connected to the corresponding tire near the axle journal. The rotary joint is then in fluid communication via a pneumatic line located on the heavy vehicle, which connects to the rotary joint and extends inward from the rotary joint into the axle journal and connects to the air source.

[0009] Such a rotary joint is mounted inside a hubcap, which is attached to the outer end of a wheel hub rotatably mounted on an axle journal of an axle. This rotary joint typically includes a housing for mounting the rotary joint to the hubcap and a rod having inner and outer portions. The inner portion of the rotary joint rod is threaded into a concave hose connector extending through a pneumatic conduit or line of the tire inflation system of the axle. The outer portion of the rotary joint rod includes one or more bearings press-fitted onto the outer portion of the rod. The bearings are then press-fitted into the housing, which is attached to the intermediate wall of the hubcap via suitable fasteners, such as bolts. As the hubcap rotates via the bearings during operation of a heavy vehicle, the housing rotates about the outer portion of the rotary joint rod. The statically held outer portion of the rotary joint rod is then in fluid communication with a tire hose connected to the hubcap via a pneumatic conduit assembly integrated / attached to the hubcap.

[0010] Electronic components are commonly used with the wheel ends of heavy-duty vehicles, including parts of the wheel end assembly. For example, wheel end sensors attached to or integrated into the wheel end assembly (e.g., hubcap) of a heavy-duty vehicle are typically used to sense and monitor the condition of the wheel end assembly to determine if any of its components, including parts of the tire inflation system, have malfunctioned. For instance, such wheel end sensors have been used to monitor the temperature of the wheel end assembly, as sustained high temperatures may indicate a lack of lubrication or malfunction in bearing assemblies. These sensors have also been used to monitor vibrations experienced within the wheel end assembly, as sustained high levels of vibration may also indicate malfunction in bearing assemblies. Furthermore, these sensors have been used to monitor: humidity within the wheel end assembly, which can indicate excessive moisture that may damage components; wheel speed and direction; and / or the number of revolutions of the wheel hub, which can be used to calculate the distance the vehicle has traveled based on tire size. Additionally, these wheel end sensors have been used to monitor the pressure within the tires (multiple tires) of heavy-duty vehicles.

[0011] When electronic components, such as wheel-end sensors, are used with wheel-end assemblies, the wheel-end assemblies typically utilize a single-use energy source, such as a battery, to power the electronics. While generally suitable for their intended use, this single-use energy source eventually needs replacement, which usually requires removing the wheel-end sensor from the wheel end, resulting in increased vehicle maintenance and downtime. Additionally, in some wheel-end assembly configurations where the wheel-end sensor is located within the hubcap, removing the sensor from the hubcap may expose the interior of the hubcap, potentially allowing contaminants to enter or lubricant to escape from it, and thus into the wheel-end assembly. Furthermore, energy-saving strategies are often used with such electronic components to attempt to extend the lifespan of the single-use energy source associated with the component, such as reducing the component's functionality under certain driving conditions. While such energy-saving strategies can extend the lifespan of the single-use energy source, the cost is an undesirable reduction in the functionality of the electronic components (multiple individual components) under certain conditions.

[0012] Energy harvesting structures that generate current to power electrical components associated with heavy-duty vehicles have been incorporated into or integrated with wheel-end assembly components (e.g., hubcaps) in an attempt to eliminate the use of a one-time energy source associated with such electronic components. Existing energy harvesting structures incorporated into or integrated with wheel-end assembly components typically occupy considerable space and are unsuitable for modern wheel-end assemblies due to packaging limitations. Furthermore, such prior art energy harvesting structures often include numerous bulky components and therefore undesirably increase the overall weight and operating costs of heavy-duty vehicles when adopted. Moreover, such prior art energy harvesting structures are often not sealed within and / or protected by the associated wheel-end assembly components, which could potentially lead to damage to the energy harvesting structure and / or other components of the wheel-end assembly during heavy-duty vehicle operation if the components of the energy harvesting structure are defective. Additionally, the overall size and power of prior art energy harvesting structures incorporated into or integrated with wheel assembly components may potentially cause increased torque on the associated wheel-end assembly and thus on the mounted wheel, potentially resulting in power loss in heavy-duty vehicles.

[0013] Therefore, there is a need in the art for a rotary joint for a heavy-duty vehicle tire inflation system, the rotary joint including an energy harvesting structure integrated into the rotary joint for powering electronic components (e.g., wheel-end sensors) associated with the heavy-duty vehicle (including wheel ends), thereby eliminating the need for a primary energy source (e.g., a battery) and minimizing vehicle maintenance associated with such electronic components, thereby reducing vehicle downtime. There is also a need in the art for a rotary joint that eliminates the need for other energy-saving strategies for such components when using a primary energy source (e.g., limiting component functionality in certain situations to maximize battery life), thereby improving the overall functionality of the component. Additionally, there is a need in the art for a rotary joint with an energy harvesting structure housed within and protected by the rotary joint, thereby minimizing potential damage to the energy harvesting structure and / or other components of the wheel-end assembly, reducing packaging space and overall vehicle weight, and thus lowering the costs associated with employing an energy harvesting structure in the wheel ends of heavy-duty vehicles. The rotary joint with an energy harvesting structure of the disclosed subject matter meets these needs and overcomes the aforementioned disadvantages, defects, and limitations, and will now be described. Summary of the Invention

[0014] The purpose of the disclosed subject matter is to provide a component for a heavy vehicle tire inflation system, the component including an energy harvesting structure integrated therein for powering electronic components associated with the heavy vehicle.

[0015] Another object of the disclosed subject matter is to provide a component for a heavy vehicle tire inflation system that eliminates the need for a primary energy source (e.g., a battery) to power electronic components associated with the heavy vehicle, thereby minimizing vehicle maintenance associated with such a primary energy source and reducing vehicle downtime.

[0016] Another object of the disclosed subject matter is to provide a component for a heavy vehicle tire inflation system that eliminates the need for additional energy-saving strategies for electronic components associated with heavy vehicles when using a disposable energy source (e.g., limiting the function of components in certain cases to maximize battery life), thereby improving the overall function and lifespan of the component.

[0017] Another object of the disclosed subject matter is to provide a component for a heavy vehicle tire inflation system having a structure for housing and encapsulating an energy harvesting structure, thereby minimizing potential damage to the energy harvesting structure and / or other components of the wheel end assembly should a component of the energy harvesting structure be defective.

[0018] Another object of the disclosed subject matter is to provide a component for a heavy vehicle tire inflation system, the component including an energy harvesting structure with reduced packaging space and total weight, thereby reducing the total weight of the vehicle and the costs associated with adopting an energy harvesting structure in a heavy vehicle.

[0019] These and other objectives are achieved by a rotary joint with an energy harvesting structure of the disclosed subject matter, the rotary joint comprising: a static portion that remains static during operation of a heavy vehicle; a rotatable portion that rotates during operation with one or more rotating components at the wheel end of the heavy vehicle, at least one of the static portion and the rotatable portion being mounted to a component associated with the wheel end, at least one of the static portion and the rotatable portion being in fluid communication with an air source located on the heavy vehicle, the rotary joint being in fluid communication with at least one wheel at the wheel end and allowing pressurized air from the air source to flow to at least one wheel; and an energy harvesting structure integrated with the rotary joint that generates electricity during operation of the heavy vehicle for powering one or more electronic components of the heavy vehicle. Attached Figure Description

[0020] Exemplary embodiments of the disclosed subject matter are set forth in the following description and illustrated in the accompanying drawings, which illustrate the best mode of application of the principles envisioned by the applicant.

[0021] Figure 1The cross-section shows a portion of the axle journal and a partial perspective view of the wheel end assembly, which shows certain components of the tire inflation system (including prior art rotary joints) as well as the brake drum and tire rim mounted on the hub of the wheel end assembly.

[0022] Figure 2 This is an exploded perspective view of a hubcap for heavy vehicles, viewed along the inside direction. The hubcap incorporates tire inflation system components including prior art rotary joints and includes wheel end sensors mounted in the hubcap.

[0023] Figure 3 yes Figure 2 A cross-sectional view of the hubcap and the associated tire inflation system components shown.

[0024] Figure 4 It is a cross-sectional view of a hubcap incorporating a component with a tire inflation system, the component including a rotary joint of a first exemplary embodiment of the disclosed subject matter having an integrated energy harvesting structure;

[0025] Figure 5 It is viewed from the outside direction. Figure 4 A perspective view of the hubcap and the rotary joint of the first exemplary embodiment shown;

[0026] Figure 6 It is shown as being removed from the hubcap. Figure 4 An enlarged cross-sectional view of the rotary joint shown in the first exemplary embodiment;

[0027] Figure 7 It is shown as being removed from the hubcap. Figure 4 An enlarged perspective view of the rotary joint shown in the first exemplary embodiment;

[0028] Figure 8 It is viewed along the inside direction. Figure 6 The first exemplary embodiment of the rotary joint shown is a perspective view, which shows the removed pneumatic distribution plate and the energy harvesting structure integrated into the rotary joint;

[0029] Figure 9 This is a perspective view of a second exemplary embodiment of the rotary joint with an integrated energy harvesting structure of the disclosed subject matter, shown in cross section;

[0030] Figure 10 yes Figure 8 A cross-sectional view of a rotary joint with an integrated energy harvesting structure, as shown in a second exemplary embodiment.

[0031] Figure 11 It is a feature installed inside the hubcap when viewed from the inside. Figure 9A plan view of the hub cover of the rotary joint shown in the second exemplary embodiment;

[0032] Figure 12 It is intercepted along line AA. Figure 11 The cross-sectional view shown is of the hubcap and the rotary joint of the second exemplary embodiment, which illustrates the orientation of the hubcap, the rotary joint of the second exemplary embodiment, and other components of the tire inflation system relative to each other.

[0033] In all the accompanying drawings, similar numbers and characters refer to similar parts. Detailed Implementation

[0034] To better understand the rotary joint with energy harvesting structure and its operating environment as disclosed in this paper, Figure 1 The figure shows a heavy-duty vehicle wheel-end assembly incorporating components of a tire inflation system 40, and is generally indicated by reference numeral 12. In a heavy-duty vehicle (not shown), one or more axles 10 are typically suspended from a vehicle frame (not shown) and extend laterally below the vehicle frame. An axle 10 includes a center tube (not shown) and a pair of axle journals 14 (only one shown), which are attached to the respective ends of the center tube by any suitable means (e.g., welding). A wheel-end assembly 12 is mounted on each axle journal 14 of the axle 10. Since each of the axle journals 14 and its corresponding wheel-end assembly 12 is similar, for the sake of brevity and clarity, only one axle journal and its corresponding wheel-end assembly are described.

[0035] The wheel end assembly 12 includes a bearing assembly 13 having an inner bearing 16 and an outer bearing 18 mounted on the outer end of an axle journal 14. A journal nut assembly 20 is threaded into the outer end of the axle journal 14 and secures the inner bearing 16 and the outer bearing 18 in place. The wheel hub 22 of the wheel end assembly 12 is rotatably mounted on the inner bearing 16 and the outer bearing 18 in a manner known in the art.

[0036] The hubcap 24 of the wheel end assembly 12 is mounted to the outer end of the hub 22 by a plurality of bolts 26, each bolt passing through a corresponding one of a plurality of openings 28 formed in the hubcap and threadedly engaging a corresponding one of a plurality of aligned threaded openings 30 formed in the hub. In this way, the hubcap 24 closes the outer end of the hub 22, and thus closes 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 wheel end assembly. In a typical heavy-duty vehicle two-wheel configuration, a plurality of bolts 34 are used to mount the brake drum 36 and a pair of tire rims 38 to the wheel end assembly 12. Each of the pair of tires (not shown) is mounted on a corresponding one of the rims 38 as is known in the art.

[0037] As described above, the wheel end assembly 12 incorporates components of the tire inflation system 40. More specifically, a center bore 48 is formed in the axle journal 14 of the axle 10, through which the pneumatic conduit 44 of the tire inflation system 40 extends toward the outer end of the axle journal. The pneumatic conduit 44 is fluidly connected to an air source (not shown) (e.g., an air canister) located on a heavy-duty vehicle and to a prior art rotary joint 42 of the tire inflation system 40, and extends between the air source and the prior art rotary joint. The rotary joint 42 is attached to a plug 50, which is press-fitted into a machined countersunk hole 52, which is formed in the center bore 48 of the axle journal 14 at the outer end of the axle journal. This facilitates the connection of the pneumatic conduit 44, as a static component, to the air hose assembly 46, which rotates with the tire.

[0038] The air hose assembly 46 includes a first tube 54 fluidly connected at one end to a prior art rotary joint 42 within the hubcap 24 and at the other end to a tee joint 56 that passes through and is secured to the hubcap. Additional pneumatic conduits or tubes (not shown) are fluidly connected to each of the two outlets of the tee joint 56 on the outside of the hubcap 24 and extend therefrom to each of a corresponding pair of tires mounted on the rim 38. In this way, air from an air source located on the heavy vehicle reaches the tires via the pneumatic conduit 44, rotary joint 42, first air hose 54, and tee joint 56. Alternatively, the axle 10 can be pressurized, in which case the pneumatic conduit 44 is not used, and the rotary joint 42 is in direct fluid communication with pressurized air in the center bore 48. In this configuration, the air hose assembly 46 is rotatably connected to the rotary joint 42 within the hubcap 24, passes through and is secured to the hubcap, and is pneumatically connected to the tires via suitable means (e.g., pneumatic conduits).

[0039] refer to Figures 2 to 3 To further understand the rotary joint with energy harvesting structure of the disclosed subject matter and its operating environment, a hubcap 176 is shown and will be described, which incorporates and houses components of the tire inflation system 170 (including the prior art rotary joint 86) and employs a wheel end sensor 300 for monitoring the condition in the associated wheel end assembly. Figure 2 Hub cover 176 is of the type described in U.S. Patent No. 9,132,704, which has been assigned to the applicant, Hendrickson, U.S. LLC, of ​​the disclosed subject matter.

[0040] The hubcap 176 includes a cylindrical sidewall 178. The hubcap 176 further includes an intermediate wall 177 integrally formed with the sidewall 178. The intermediate wall 177 extends perpendicular to the sidewall 178. The intermediate wall 177 provides mounting support for components of the tire inflation system 170, which will be described in more detail below. A radially extending flange 180 is formed on the inner end portion 179 of the sidewall 178 and has a plurality of bolt openings 182. Figure 2 Multiple bolts (not shown) are provided through the bolt openings to secure the hub cap 176 to the hub (not shown) of the wheel end assembly (not shown) (e.g., the hub 22 of the wheel end assembly 12). Figure 1 The outer end of the hub. More specifically, each of the plurality of bolts passes through a corresponding one of the plurality of bolt openings 182 and engages threadedly with a corresponding one of the plurality of aligned threaded openings (not shown) formed in the outer end of the hub. The hub cap 176 also includes separate outer sidewalls 190. Figure 2 This is used to seal the outer end of the hub cap, and thus seal the wheel end assembly, which will be described in detail below.

[0041] The hubcap 176 incorporates and accommodates the mounting of components of a tire inflation system 170, including a prior art rotary joint 86. The tire inflation system 170 includes a dual-wheel valve assembly 172 of a type known in the art, which is integrated into the intermediate wall 177 of the hubcap 176. More specifically and referring to… Figure 2 The dual-wheel valve assembly 172 includes a pair of wheel valves 148A and 148B. Each wheel valve 148A and 148B is disposed within a corresponding wheel valve receiving chamber 216A and 216B formed in the intermediate wall 177 of the hub cap 176 and attached to the intermediate wall by suitable means (e.g., fasteners (not shown)). In this way, the intermediate wall 177 of the hub cap 176 serves as a dual-wheel valve housing for the wheel valves 148A and 148B. (See reference...) Figure 2 The hubcap 176 also includes a pair of cylindrical holes 222 formed through the sidewall 178 and into the intermediate wall 177 and at approximately 180 degrees to each other, which enables an optimal configuration that allows direct connection via corresponding couplings to two tire hoses (not shown) to the cylindrical holes, wherein each hose extends to a corresponding one of a pair of tires in a heavy vehicle dual-wheel configuration.

[0042] Each wheel valve 148A and 148B is a spring-biased diaphragm valve that remains open during normal operating conditions and is capable of isolating each tire in the tire inflation system 170 from one or more tires experiencing significant pressure loss, such as, as is well known, if a tire is punctured. If the tire inflation system 170 experiences a leak exceeding its inflation capacity, each wheel valve 148A and 148B is also known to isolate each tire from other components of the tire inflation system 170.

[0043] refer to Figures 2 to 3 The tire inflation system 170 further includes an air distribution plate 204. The air distribution plate 204 includes an inner surface 186 abutting against the intermediate wall 177 of the hubcap 176. Figure 3 The outer surface 206 is provided. The pneumatic distribution plate 204 includes an inner surface 208. Figure 3 The rotary joint 86 is positioned against and attached thereto. The pneumatic distribution plate 204 is attached to the inner surface 186 of the intermediate wall 177 of the hub cap 176 via multiple fasteners (not shown). Figure 3 The plurality of fasteners are provided through axial openings 205 formed in the pneumatic distribution plate. Figure 2 This allows the threaded engagement to form aligned axial openings (not shown) in the center wall of the hub cap. (See reference) Figure 3 The pneumatic distribution plate 204 includes a central recess 210 and a pair of supply openings 214 formed in the central recess of the pneumatic distribution plate. Each of the supply openings 214 is in fluid communication with a corresponding wheel valve 148A, 148B housed in the intermediate wall 177 of the hub cap 176.

[0044] refer to Figures 2 to 3 The rotary joint 86 includes a housing 84. The housing 84 is formed with a mounting flange 85 for attaching the rotary joint 86 to the pneumatic distribution plate 204 of the tire inflation system 170. More specifically, and referring to... Figure 2 The mounting flange 85 of the housing 84 has a plurality of openings 87, which are aligned with corresponding openings 207 formed in the pneumatic distribution plate 204. A plurality of fasteners 188 are provided through the openings 87 of the mounting flange 85 and threadedly engaged with the corresponding openings 207 in the pneumatic distribution plate 204 to secure the housing 84 of the rotary joint 86 to the pneumatic distribution plate. (Reference) Figures 2 to 3 When the housing 84 is attached to the pneumatic distribution plate in the manner described above, the outer extension 89 of the mounting flange 85 is positioned in the central recess 210 of the pneumatic distribution plate 204. Figure 3 Inside. Washer 88 is disposed on the mounting flange 85 of the rotary joint housing 84 and the inner surface 208 of the pneumatic distribution plate 204. Figure 3Between the rotary joint housing and the pneumatic distribution plate, a seal is provided.

[0045] The rotary joint 86 includes a rod 90 having a threaded inner portion 92. The threaded inner portion 92 of the rod 90 engages a pneumatic conduit (not shown) of the tire inflation system 170 (e.g., the aforementioned pneumatic conduit 44). Figure 1 A concave hose connector (not shown). The pneumatic conduit is then connected to and in fluid communication with an air source (not shown) (e.g., an air canister) mounted on a heavy vehicle. The threaded inner portion 92 of the rod 90 can be connected to the pneumatic conduit via any known threaded or unthreaded pneumatic connection device (including threads, push-fit fittings, pipe fittings, crimp fittings, friction fittings, hose clamps, etc.).

[0046] refer to Figures 2 to 3 The rod 90 of the rotary joint 86 further includes an outer portion 98, which allows the housing 84 of the rotary joint to be rotatably mounted. More specifically, to facilitate the rotatable mounting of the housing 84 of the rotary joint 86 onto the outer portion 98 of the rod 90, each of a pair of bearings 102 is press-fitted onto the outer portion of the rod, and the outer portion of the rod, together with the bearings, is pressed into a mounting cavity 104 formed in the housing. Figure 3 The bearing 102 allows the hub cap 72 and the attached rotary joint housing 84 to rotate about a rod 90 that remains stationary. To provide an additional seal between the rod 90 and the rotary joint housing 84, an outer groove 106 is formed in the housing. Figure 3 Furthermore, the rotary seal 108 is disposed in a groove on the outer end of the outer portion 98 of the rod. (See reference) Figure 3 The rod 90 has a central hole 100, which facilitates the passage of air through the rotary joint 86.

[0047] Continue to refer to Figure 3 When the rotary joint 86 is attached to the inner surface 208 of the pneumatic distribution plate 204, a supply cavity 212 is formed at a central recess 210 between the rotary joint and the pneumatic distribution plate. A pair of supply openings 214 are formed at the central recess 210 in the pneumatic distribution plate 204, allowing air to flow from the central hole 100 of the rod 90 through the supply cavity 212 and into the pneumatic distribution plate via the supply openings. More specifically, air flows from an air source located on the heavy vehicle through the central hole 100 of the rod 90, through the supply cavity 212, and through the supply openings 214 in the pneumatic distribution plate 204, which split the airflow into two separate paths, allowing air to flow into each wheel valve 148A and 148B.

[0048] When each wheel valve 148A and 148B is open, air flows from each corresponding wheel valve through the corresponding wheel valve ports 218A and 218B formed in the pneumatic distribution plate 204, through the corresponding channels (not shown) formed in the pneumatic distribution plate, and out of the pneumatic distribution plate through the corresponding outlet ports 220A and 220B formed in the pneumatic distribution plate. Each outlet port 220A and 220B of the pneumatic distribution plate 204 corresponds to a corresponding cylindrical hole 222 formed in the intermediate wall 177 of the hub cap 176. Figure 2 (Only one is shown) fluid communication, the cylindrical orifice then fluidly connected to the respective tire of the heavy vehicle via a corresponding coupling (not shown) and a pneumatic line (not shown). In the event of a significant pressure loss in one of the tires or the pneumatic components of the tire inflation system 170 that allows the pressure level in the pneumatic conduit to drop below a selected pressure setting, the spring bias of wheel valves 148A and 148B causes the wheel valve to close, thereby isolating each tire from the rest of the tire inflation system.

[0049] refer to Figure 2The hubcap 176 allows the wheel-end sensor 300 to be mounted within the hubcap. The wheel-end sensor 300 is of the type described in U.S. Patent No. 9,933,337, assigned to the applicant of the disclosed subject matter, Hendrickson, U.S., LLC. The wheel-end sensor 300 includes a sensor block 320 having a peripheral ring 321 for mounting the wheel-end sensor 300 within the hubcap 176. The sensor block 320 also includes a component mounting block 327 integrally formed within the peripheral ring 321. The component mounting block 327 has a plurality of recesses (not shown) of different sizes and shapes for receiving components of the wheel-end sensor 300. A main circuit board 354 and a pair of batteries 324 for supplying electrical power to the circuit board via a corresponding pair of wires 355 are attached to and accommodated within the recesses formed in the component mounting block 327 by any suitable means known in the art. The main circuit board 354 includes sensor instruments (not shown) for sensing certain specified operating conditions in a known manner and generating data signals. The main circuit board 354 includes one or more processors 356 that receive data signals from sensor instruments to collect and process sensed data. The wheel-end sensor 300 also includes a light-emitting diode (LED) reader (not shown) operatively connected to the main circuit board 354, which provides a visual indicator of unwanted operating conditions within the wheel-end assembly that may require attention or maintenance (such as programming in the main circuit board). Alternatively, the wheel-end sensor 300 may include an integrated RF antenna operatively connected to the main circuit board 354 for generating a signal that wirelessly transmits data indicating such unwanted operating conditions to a receiver that may or may not be visible to the vehicle operator during vehicle operation, or wirelessly transmits the data to a remote receiver for centralized collection and analysis, such as a computer or smartphone.

[0050] The sensor block 320 is mounted in the hubcap 176 using the wheel-end sensor mounting assembly 325. The wheel-end sensor mounting assembly 325 typically includes a retaining ring 326, an annular first washer 328, and an annular second washer 330. The first washer 328 is disposed on the inner surface 323 of the peripheral ring 321 and the outer end 200 of the sidewall 178 of the hubcap 176. Figures 2 to 3 Between. The first washer 328 has a plurality of circumferentially spaced openings 329. The peripheral ring 321 has a plurality of circumferentially spaced openings 336, which extend axially through the peripheral ring. The openings 336 of the peripheral ring 321 are circumferentially aligned with the plurality of openings 329 of the first washer 328 and the plurality of circumferentially spaced threaded openings 240 formed in the outer end 200 of the sidewall 178 of the hub cap 176.

[0051] Continue to refer to Figure 2The outer wall 190 of the hubcap 176 is disposed in a circumferentially extending recess 322 formed in the peripheral ring 321, such that its outer surface is coplanar with the outer surface of the peripheral ring. A gasket or O-ring (not shown) is disposed between the outer wall 190 of the hubcap 176 and the recess 322 to provide a seal between the outer wall and the recess, thereby protecting the electronic components of the wheel-end sensor 300 from contaminant ingress. The outer wall 190 may be colored, transparent, or translucent to allow the vehicle operator to observe the LED reader of the main circuit board 354 (if used), and / or to enable visual inspection of the components of the wheel-end sensor 300 and / or the wheel-end assembly (including the hubcap 176) for undesirable operating conditions.

[0052] A second washer 330 of the wheel-end sensor mounting assembly 325 is disposed between the coplanar connection between the inner surface of the retaining ring 326 and the outer surface of the outer side wall 190 of the hub cap 176 and the outer surface of the peripheral ring 321 of the sensor block 320. The second washer 330 has a plurality of circumferentially spaced openings 331, which are circumferentially aligned with the openings 336 of the peripheral ring 321. The retaining ring 326 has a plurality of circumferentially spaced openings 332, which extend through the retaining ring and are circumferentially aligned with the plurality of openings 331 of the second washer 330. Multiple bolts or other mechanical fasteners 333 are provided through the openings 332 of the correspondingly aligned retaining ring 326, the opening 331 of the second washer 330, the opening 336 of the peripheral ring 321, and the opening 329 of the first washer 328, and are threadedly engaged with the threaded opening 240 of the outer end 200 of the sidewall 178 of the hub cap 176 to capture and secure the wheel end sensor 300 in the hub cap.

[0053] While generally suitable for its intended purpose, the wheel-end sensor 300 uses a battery 324 to supply power to the circuit board 354 and to power the sensor instruments associated with the wheel-end sensor. The battery 324 is a disposable energy source and will eventually need to be replaced, requiring the removal of the wheel-end sensor 300 from the hubcap 176, resulting in increased vehicle maintenance and costs, as well as increased downtime for heavy vehicles. Furthermore, removing the wheel-end sensor 300 from the hubcap 176 may expose the interior of the hubcap, potentially allowing contaminants to enter or lubricant to escape from it, and consequently, contaminants to enter or lubricant to escape from the wheel-end assembly. While the wheel-end sensor 300 could employ energy-saving strategies to attempt to extend the life of the battery 324, such as reducing the functionality of certain components of the wheel-end sensor under certain operating conditions of heavy vehicles, such strategies would undesirably reduce the functionality of the wheel-end sensor under said operating conditions. The rotary joint with an energy harvesting structure of the disclosed subject matter overcomes the aforementioned disadvantages, defects, and limitations, and will now be described.

[0054] exist Figures 4 to 8 The diagram shows a first exemplary embodiment of a rotary joint with an energy harvesting structure of the disclosed subject matter, and it is generally indicated by 700. The first exemplary embodiment rotary joint 700 is shown as being connected to a tire inflation system 470 (…). Figures 4 to 6 The first exemplary embodiment of the rotary joint includes components that are coupled to or mounted on the hub cap 576. Figures 4 to 5 The hubcap also mounts a wheel end sensor 400. Figures 4 to 5 Hub cap 576 is of the type described in U.S. Patent No. 9,132,704, which has been assigned to the applicant, Hendrickson, U.S. LLC, of ​​the disclosed subject matter.

[0055] refer to Figures 4 to 5 The hubcap 576 is structurally and functionally similar to the hubcap 176 described above, and generally includes cylindrical sidewalls 578. The hubcap 576 also includes a truncated conical transition portion 579 extending outward from the sidewalls 578. The intermediate wall 577 of the hubcap 576 is integrally formed with the truncated conical transition portion 579 and extends substantially perpendicular to the sidewalls 578. The intermediate wall 577 provides mounting support for components of the tire inflation system 470, which will be described in more detail below. The intermediate wall 577 also has a central opening 575 (…). Figure 4 The importance of this will be described below. It should be understood that other shapes and configurations of the hubcap 576 (including sidewalls 578, transition portions 579 and / or intermediate walls 577) may be adopted without affecting the overall concept or operation of the disclosed subject matter, such as being formed as one or more integrated dome or conical shapes, and / or adjusting the intermediate walls to be outer walls.

[0056] A radially extending flange 580 is formed on the inner end of the sidewall 578 of the hub cap 576, and a plurality of bolt openings 582 are formed so that bolts (not shown) can secure the hub cap 576 to the hub (not shown) of the wheel end assembly (e.g., the aforementioned wheel end assembly 12). Figure 1 ) hub 22 ( Figure 1 The outer end of the hubcap 576. In this way, the hubcap 576 defines the internal compartment 583. It should be understood that, in addition to bolts, measures known to those skilled in the art (e.g., threaded connections between the hubcap and the hub, other types of mechanical fasteners and / or press-fits) may also be used to secure the hubcap 576 to the hub. Reference Figure 4 The hubcap 576 also includes a separate outer sidewall 590 to seal the outer end of the hubcap and thus seal the wheel end assembly.

[0057] refer to Figure 4The wheel-end sensor 400 is mounted in the hubcap 576. The wheel-end sensor 400 is similar to the wheel-end sensor 300 described above and is of the type described in U.S. Patent No. 9,933,337, which has been assigned to the applicant of the disclosed subject matter, Hendrickson, U.S. LLC. Reference Figures 4 to 5 The wheel-end sensor 400 includes a sensor block 420 having a peripheral ring 421 for mounting the wheel-end sensor in a hub cap 576. The sensor block 420 also includes a component mounting block 427 integrally formed inside the peripheral ring 421. Figure 4 The component mounting block 427 has multiple recesses (not shown) of different sizes and shapes for receiving components of the wheel end sensor 400, including the main circuit board 454. Figure 4 The device includes a processor, an LED reader (not shown), an integrated RF antenna (not shown) (if used), and sensor instruments (not shown), which are attached to and housed within the recess by any suitable means known in the art.

[0058] refer to Figure 4 The sensor block 420 and therefore the wheel-end sensor 400 are mounted in the hubcap 576 using the wheel-end sensor mounting assembly 425. The wheel-end sensor mounting assembly 425 typically includes a retaining ring 426, an annular first washer 428, and an annular second washer 430. The first washer 428 is disposed between the inner surface 423 of the peripheral ring 421 and the outer end 500 of the transition portion 579 of the hubcap 576. The first washer 428 has a plurality of circumferentially spaced openings 429. The peripheral ring 421 has a plurality of circumferentially spaced openings 429. Figure 4 The peripheral ring 421 extends axially through the peripheral ring. The opening 436 of the peripheral ring 421 is circumferentially aligned with the plurality of openings 429 of the first washer 428 and the plurality of circumferentially spaced threaded openings 540 formed in the outer end 500 of the transition portion 579 of the hub cap 576.

[0059] The outer wall 590 of the hubcap 576 is disposed in a circumferentially extending recess 422 formed in the peripheral ring 421, such that its outer surface is coplanar with the outer surface of the peripheral ring. A gasket or O-ring 434 is disposed between the outer wall 590 of the hubcap 576 and the recess 422 of the peripheral ring 421 to provide a seal between the outer wall and the recess, thereby protecting the electronic components of the wheel-end sensor 400 (e.g., main circuit board 454) from contaminant ingress. The outer wall 590 of the hubcap 576 is colored, transparent, or translucent to allow visual inspection of components of the wheel-end sensor 400, such as an LED reader (if employed), to determine the presence of unwanted operating conditions within the wheel-end assembly and / or to check the lubricant level within the hubcap 576.

[0060] A second washer 430 of the wheel-end sensor mounting assembly 425 is disposed between the inner surface of the retaining ring 426 and the outer surface of the outer side wall 590 of the wheel-end sensor mounting assembly and the coplanar connection between the outer surface of the peripheral ring 421 of the sensor block 420. The second washer 430 has a plurality of circumferentially spaced openings 431. The retaining ring 426 has a plurality of circumferentially spaced openings 432, which extend through the retaining ring and are circumferentially aligned with the plurality of openings 431 of the second washer 430. A plurality of bolts 424 or other mechanical fasteners are disposed through the correspondingly aligned openings 432 of the retaining ring 426, the openings 431 of the second washer 430, the openings 436 of the peripheral ring 421, the openings 429 of the first washer 428, and threadedly engage the threaded opening 540 of the outer end 500 of the transition portion 579 of the hubcap 576 to capture and secure the wheel-end sensor 400 in the hubcap. It should be understood that the hubcap 576 and / or wheel-end sensor mounting assembly 425 may include different components, configurations and / or structures than those shown and described, without affecting the overall concept or operation of the disclosed subject matter.

[0061] refer to Figures 4 to 5 The hubcap 576 integrates and accommodates the installation of components of the tire inflation system 470, which includes a rotary joint 700 with an energy harvesting structure 700, as described in a first exemplary embodiment. The tire inflation system 470 is structurally and functionally substantially similar to the tire inflation system 170 described above, except that it employs the rotary joint 700 of the first exemplary embodiment. (See reference...) Figure 4 The tire inflation system 470 includes a dual-valve assembly 672 integrated into the intermediate wall 577 of the hubcap 576. More specifically, the dual-valve assembly 672 includes a pair of wheel valves 648A and 648B. Each wheel valve 648A and 648B is disposed within a corresponding wheel valve receiving chamber 516A and 516B formed in the intermediate wall 577 of the hubcap 576. In this way, the intermediate wall 577 of the hubcap 576 serves as a dual-valve housing for the wheel valves 648A and 648B. (Reference) Figure 5The hubcap 576 also includes a pair of cylindrical holes 622 (only one shown) formed at approximately 180 degrees to each other in the intermediate wall 577. This allows for an optimal configuration where two tire hoses (not shown) are directly connected to the cylindrical holes via their respective couplings (not shown), with each hose extending to a corresponding tire in a pair of tires in a heavy-duty vehicle dual-wheel configuration. Alternatively, a single tire hose (not shown) may be connected to one of the cylindrical holes 622 via a corresponding coupling (not shown) and plugged or sealed to the other cylindrical hole, where the single tire hose extends to and connects to a single tire (not shown) in a heavy-duty vehicle single-wheel configuration, such as a wide-base single tire. In such a heavy-duty vehicle single-wheel configuration, the hubcap 576 may have only a single cylindrical hole 622 to which the single tire hose is connected via a coupling.

[0062] Each wheel valve 648A and 648B is a spring-biased diaphragm valve that remains open during normal operating conditions and is capable of isolating each tire in the tire inflation system 470 from one or more tires experiencing significant pressure loss (e.g., if a tire is punctured). Each wheel valve 648A and 648B is also capable of isolating each tire from the other components of the tire inflation system 470 if the system experiences a leak exceeding its inflation capacity.

[0063] refer to Figures 4 to 6 The tire inflation system 470 further includes an air distribution plate 604, which is structurally and functionally similar to the air distribution plate 204 described above. The air distribution plate 604 includes an inner surface 586 abutting against the intermediate wall 577. Figure 4 and Figure 6 The outer surface 606 is set Figure 4 and Figure 6 The pneumatic distribution plate 604 includes an inner surface 608 to which a rotary joint 700, as described below, is attached in a first exemplary embodiment. (Reference) Figure 5 The pneumatic distribution plate 604 is attached to the inner surface 586 of the intermediate wall 577 of the hub cap 576 via a plurality of fasteners 609, the plurality of fasteners being configured to thread into aligned axial openings (not shown) formed in the pneumatic distribution plate. Reference Figure 4 and Figure 6 The pneumatic distribution plate 604 includes a central recess 610 and a pair of supply openings 614 formed in the central recess of the pneumatic distribution plate. Each of the supply openings 614 of the pneumatic distribution plate 604 is in fluid communication with a corresponding wheel valve 648A and 648B housed in the intermediate wall 577 of the hub cap 576.

[0064] refer to Figures 4 to 8In a first exemplary embodiment, the rotary joint 700 serves as a component of the tire inflation system 470. The rotary joint 700 includes a housing 784. The housing 784 has a generally cylindrical / stepped shape and is formed of a suitable rigid material (e.g., aluminum). [Reference] Figure 4 and Figure 6 The housing 784 has a first cavity 792 and a second cavity 794. (Reference) Figures 4 to 8 The housing 784 further includes a mounting flange 790 for attaching the rotary joint 700 to the pneumatic distribution plate 604 of the tire inflation system 470. More specifically, and particularly refer to Figures 7 to 8 The mounting flange 790 has a plurality of openings 793, which are aligned with corresponding plurality of openings (not shown) formed in the inner surface 608 of the pneumatic distribution plate 604. (See reference) Figure 5 and Figures 7 to 8 Multiple fasteners 791 ( Figure 5 An opening 793 is provided through the mounting flange 790 and threadedly engaged with a corresponding opening formed in the inner surface 608 of the pneumatic distribution plate 604 to secure the housing 784 of the rotary joint 700 to the pneumatic distribution plate. A gasket (not shown) may be disposed between the housing 784 of the rotary joint 700 and the inner surface 608 of the pneumatic distribution plate 604 to provide a seal between the rotary joint housing and the pneumatic distribution plate.

[0065] refer to Figures 4 to 8 The first exemplary embodiment of the rotary joint 700 includes a threaded inner portion 787. Figures 4 to 7 The rod 786, with its threaded inner portion engaging with a concave hose connector (not shown) of an air source (not shown) (e.g., an air canister) mounted on a heavy-duty vehicle and in fluid communication with a pneumatic conduit (not shown). It should be understood that the rod 786 can be connected to the pneumatic conduit via any suitable known pneumatic connection device (e.g., threaded or unthreaded devices, including threads, push-fit fittings, pipe fittings, crimp fittings, friction fittings, hose clamps, etc.) without affecting the overall concept or operation of the disclosed subject matter. Reference Figure 4 , Figure 6 and Figure 8 The rod 786 of the rotary joint 700 further includes an outer portion 788, which allows the housing 784 to be rotatably mounted. The rod 786 has a central bore 795 in fluid communication with a pneumatic conduit connected to a threaded inner portion 787. The central bore 795 extends completely through both the threaded inner portion 787 and the outer portion 788 of the rod 786. It should be understood that the rod 786 may include other structures, shapes, and / or configurations besides those shown and described without affecting the overall concept and operation of the disclosed subject matter.

[0066] refer to Figure 4 and Figure 6 To facilitate the rotatable mounting of the housing 784 of the rotary joint 700 around the outer portion 788 of the rod 786 in the first exemplary embodiment, a pair of bearings 730 are press-fitted onto the outer portion of the rod, and the outer portion of the rod, together with the bearings, is press-fitted into a first cavity 792 formed in the housing. Thus, the bearings 730 enable the housing 784, attached to the pneumatic distribution plate 604, to rotate together with the hub cap around the stationary rod 786, which in turn is attached to the intermediate wall 577 of the hub cap 576.

[0067] According to an important aspect of the disclosed subject matter, a first exemplary embodiment of the rotary joint 700 enables operation of the rotary joint to be used with a tire inflation system 470, and the rotary joint includes an energy harvesting structure that generates electricity using the rotation of the hub cap 576 and the attached rotary joint for powering the wheel-end sensor 400 and its components. More specifically and with reference to... Figure 4 , Figure 6 and Figure 8 The rotary joint 700 includes an energy harvesting assembly 750 integrated into the rotary joint. The energy harvesting assembly 750 includes a coil mount 752. The coil mount 752 is generally annular and is disposed within a second cavity 794 of the housing 784 of the rotary joint 700. The coil mount 752 is connected via fasteners 753. Figure 8 The mounting flange 790 is attached to the housing 784, and the fastener is provided through an opening (not shown) formed in the coil mount and threadedly engaged in a recess 785 of the mounting flange. Figure 8 The corresponding opening (not shown) is shown in the figure. The coil mount 752 has a plurality of radial arms 754 extending radially inward from the coil mount, the plurality of radial arms terminating to form a generally segmented central opening 756. Figure 8 This provides the coil mount with its generally annular shape. (Reference) Figure 8 A coil 755, formed of a suitable metallic material, is wound around each radial arm 754, the importance of which will be described below. Each coil 755 is preferably formed of copper or other electrical winding materials known in the art.

[0068] refer to Figure 4 , Figure 6 and Figure 8 The energy harvesting assembly 750 further includes a generally annular stator 760. The stator 760 is disposed within a second cavity 794 of the housing 784 of the rotary joint 700, such that it is positioned at the central opening 756 of the coil mount 752. Figure 8The stator 760 includes an annular body 763 with a central opening 764, through which the outer portion 788 of the rod 786 of the rotary joint 700 is disposed. The stator 760 is attached to the outer portion 788 of the rod 786 by any suitable means, such as welding, threading, or press fitting. The stator 760 includes a plurality of magnets 762. Figure 6 and Figure 8 The plurality of magnets are attached to the radially outer end of the stator by any suitable means (e.g., adhesive) and are circumferentially spaced around the radially outer end of the stator. As shown, the stator 760 includes eight magnets 762 attached to the body 763 and circumferentially spaced around the body 763, but may include more or fewer magnets without affecting the overall concept or operation of the disclosed subject matter. Because the stator 760 is attached to the outer portion 788 of the rod 786, the magnets 762 are statically mounted and positioned in precise locations adjacent to the radially inner end of the radial arm 754 of the coil mount 752, the importance of which will be described below.

[0069] refer to Figure 4 and Figure 6 The energy harvesting assembly 750 of the rotary joint 700 in the first exemplary embodiment further includes a power transmission assembly 770. The power transmission assembly 770 includes a body portion 772 located within and extending inwardly from a central recess 610 of a pneumatic distribution plate 604 of the tire inflation system 470, such that it is partially disposed within a second cavity 794 of the housing 784. The body portion 772 is formed with an exterior of a non-conductive material (e.g., plastic) and an interior of a suitable conductive material (e.g., steel, nickel-plated beryllium copper, or a copper alloy). [Further details omitted] Figure 6 The first O-ring 773 and the second O-ring 775 are positioned between the main body portion 772 of the power transmission assembly 770 and the central recess 610 of the pneumatic distribution plate 604 of the tire inflation system 470 to provide a seal between the power transmission assembly and the pneumatic distribution plate.

[0070] Continue to refer to Figure 6 The main body portion 772 of the power transmission assembly 770 has a radially extending recess 774. (Reference) Figure 4 and Figure 6 The rectifier PC board 776 is disposed within the recess 774, the importance of which will be described in detail below. Special Reference Figure 6The rectifier PC board 776 has a plurality of circumferentially spaced openings 777. The openings 777 of the rectifier PC board 776 are aligned with corresponding openings 778 formed in the main body portion 772 and with corresponding threaded openings 607 formed in the inner surface 608 of the pneumatic distribution plate 604 of the tire inflation system 470. A plurality of fasteners 779 are provided through the correspondingly aligned openings 777 of the rectifier PC board 776 and the openings 778 of the main body portion 772 of the power transmission assembly 770, and threadedly engage the threaded openings 607 of the inner surface 608 of the pneumatic distribution plate 604 to secure the PC board to the main body portion. The rectifier PC board 776 is operatively connected to the coil 755 of the energy harvesting assembly 750 by any suitable means (e.g., one or more wires (not shown)).

[0071] refer to Figure 4 and Figure 6 The power transmission assembly 770 further includes a conductive rod 771 formed on a main body portion 772. Similar to the main body portion 772 of the power transmission assembly 770, the conductive rod 771 has an exterior of a non-conductive material (e.g., plastic) and an interior of a suitable conductive material (e.g., steel, nickel-plated beryllium copper, or copper alloy). The conductive rod 771 extends outward from the main body portion 772 and passes through a central opening 605 formed in the pneumatic distribution plate 604 of the tire inflation system 470 and a hub cap 576. Figures 4 to 5 The middle wall of 577 ( Figures 4 to 5 The center opening of 575 () Figure 4 ). refer to Figure 4 The power transmission assembly 770 includes a power transmission connector 780 attached to the outer end of the conductive rod 771. The power transmission connection 780 is directly attached to the main circuit board 454 of the wheel end sensor 400 via a fastener 781, the importance of which will be described below.

[0072] Special Reference Figure 6 The power transmission assembly 770 provides a flow path to guide air from the central hole 795 of the rod 786 of the rotary joint 700 in the first exemplary embodiment to the pneumatic distribution plate 604 of the tire inflation system 470. More specifically, the body portion 772 of the power transmission assembly 770 is formed with a pair of supply openings 782. Each supply opening 782 is in fluid communication with a corresponding supply opening 614 formed in the pneumatic distribution plate 604 and a supply cavity 783 formed between the outer portion 788 of the rod 786 and the body portion 772 of the power transmission assembly 770. (See reference...) Figure 4 and Figure 6The supply chamber 783 is sealed and isolated from the second chamber 794 and the first chamber 792 of the housing 784 of the rotary joint 700 via a rotary seal 734 disposed on the outer end of the outer portion 788 of the rod 786, such that the supply chamber is positioned between the rod and the main body portion 772 of the power transmission assembly 770.

[0073] In this manner, the first exemplary embodiment of the rotary joint 700 provides a sealed flow path that allows air to be transferred from an air source mounted on a heavy vehicle through a pneumatic duct, rod 786, supply chamber 783, and supply opening 614 of the pneumatic distribution plate 604 into each wheel valve 648A and 648B. When each wheel valve 648A and 648B is opened, air flows from each respective wheel valve through a corresponding wheel valve port (not shown) formed in the pneumatic distribution plate 604, through a corresponding channel (not shown) formed in the pneumatic distribution plate, and exits the pneumatic distribution plate through a corresponding outlet port (not shown) formed in the plate. Each of the outlet ports of the pneumatic distribution plate 604 corresponds to a corresponding cylindrical hole 622 formed in the intermediate wall 577 of the hub cap 576. Figure 5 (Only one is shown) fluid communication, with the cylindrical orifice subsequently connected to the respective vehicle tire via a corresponding coupling (not shown) and a hose (not shown). The sealed flow path provided by the rotary joint 700 of the first exemplary embodiment ensures that other energy harvesting components of the rotary joint's energy harvesting assembly 750 (e.g., coil mount 752 including coil 755 and stator 760 including magnet 762) are not within the pressurized air path of the rotary joint, thereby preventing potential damage to these components from pressurized air during operation of the tire inflation system 470.

[0074] Furthermore, the rotary joint 700 in the first exemplary embodiment is also capable of generating electricity during operation of the heavy vehicle to power the wheel end sensor 400 mounted in the hubcap 576. More specifically, during operation of the heavy vehicle, as the hubcap 576 rotates, the housing 784 of the rotary joint 700 also rotates because the housing 784 is attached to the pneumatic distribution plate 604, which in turn is attached to the intermediate wall 577 of the hubcap. Therefore, the coil mount 752 attached to the housing 784 of the rotary joint 700, and thus the coil 755 wound around the radial arm 754 of the coil mount, rotates about a magnet 762 attached to a stator 760, which remains static together with the rod 786 of the rotary joint 700. As the coil 755 rotates about the magnet 762, the coil and magnet are very close, allowing an AC current to be generated in the coil. Because the rectifier PC board 776 is adjacent to and operatively connected to the coil 755, the generated AC current is transmitted to the PC board, which then converts the AC current to DC current via one or more circuits (not shown). The DC current is then transmitted from the rectifier PC board 776, through the body portion 772 of the power delivery assembly 770 attached thereto, and through the conductive rod 771 of the power delivery assembly to the power delivery connector 780. Because the connector 780 is directly attached to the main circuit board 454 of the wheel end sensor 400, the DC current generated by the energy harvesting assembly 750 of the rotary joint 700 can be used to directly power the wheel end sensor and associated components (e.g., processors, sensor instruments, LED readers, and / or integrated RF antennas (if used) associated with the main circuit board).

[0075] In this way, the energy harvesting component 750 of the rotary joint 700 in the first exemplary embodiment can generate current to power the wheel-end sensor 400 and its associated components, thereby eliminating the need for a disposable energy source (e.g., a battery) to power the wheel-end sensor and its associated components. Furthermore, since the energy harvesting component 750 of the rotary joint 700 in the first exemplary embodiment can generate current to power the wheel-end sensor 400 and its associated components, the rotary joint eliminates the need for the wheel-end sensor 400 to employ energy-saving strategies to conserve energy (e.g., limiting functionality in certain situations to maximize battery life when the wheel-end sensor uses a battery), thereby improving the overall functionality of the wheel-end sensor and its associated components.

[0076] It is conceivable that the current generated by the energy harvesting component 750 of the rotary joint 700 can also be stored via an energy storage device (not shown) operatively connected to the energy harvesting component (e.g., a capacitor, supercapacitor, supercapacitor, battery, and / or other energy storage device) to provide future power for the wheel-end sensor 400 and its associated components and / or other electronic components of the heavy vehicle, for example, when the heavy vehicle is stationary and the energy harvesting structure is not generating current. It is also conceivable that the current generated by the energy harvesting component 750 of the rotary joint 700 can be used to power other components, processes, and / or systems of the heavy vehicle, such as active pneumatic control systems, powering local displays, supporting continuous wireless data streaming, enabling wheel speed and direction monitoring, and anti-lock braking systems and stability event recognition, without affecting the overall concept or operation of the disclosed subject matter. It should be understood that the rotary joint 700 can generate current using configurations of coil 755 and magnet 762 other than those shown and described, without affecting the overall concept or operation of the disclosed subject matter.

[0077] According to another important aspect of the rotary joint 700 in the first exemplary embodiment, the energy harvesting component of the energy harvesting assembly 750 is housed within and protected by the housing 784 of the rotary joint, and the components within the wheel end assembly are protected from the influence of the energy harvesting component of the energy harvesting assembly. More specifically, and particularly referring to... Figure 4 and Figure 6 When the housing 784 of the rotary joint 700 is attached to the pneumatic distribution plate 604 of the tire inflation system 470 in the manner described above, the energy harvesting components of the energy harvesting assembly 750 (including the stator 760, magnet 762, coil mount 752 and coil 755, and rectifier PC board 776 (which helps convert the AC current generated by the energy harvesting assembly into DC current)) are effectively enclosed within the housing in the second cavity 794. In this way, the energy harvesting components of the energy harvesting assembly 750 are protected during operation. Furthermore, if one or more of the energy harvesting components of the energy harvesting assembly 750 become defective during operation, because they are enclosed within the housing 784 of the rotary joint 700, there is virtually no risk that these components will damage other components within the wheel end assembly, such as other components of the tire inflation system 470 and / or components within the hub to which the hubcap 576 is attached.

[0078] In this way, the rotary joint 700 of the first exemplary embodiment minimizes potential damage to the energy harvesting components of the energy harvesting assembly 750 during operation and / or to other components of the wheel end assembly if components of the energy harvesting assembly become defective during operation. Furthermore, because the rotary joint 700 allows the energy harvesting components of the energy harvesting assembly 750 to be housed within the rotary joint housing 784, the overall design of the rotary joint including the energy harvesting component is relatively compact, thereby reducing packaging space and overall vehicle weight, and thus lowering the costs associated with employing energy harvesting structures in the wheel end assemblies of heavy-duty vehicles. The relatively compact energy harvesting assembly 750 of the rotary joint 700 can power the wheel end sensor 400 and its associated components and / or other electronic components associated with the wheel end of the heavy-duty vehicle, while minimizing the torque induced by the energy harvesting structure on the associated wheel end assembly and the wheels (multiple wheels) thus mounted. Additionally, the energy harvesting components of the energy harvesting assembly 750 of the rotary joint 700 of the first exemplary embodiment are sealed and isolated from the pressurized air path of the rotary joint, thereby preventing potential damage to these components by pressurized air.

[0079] Therefore, the first exemplary embodiment of the rotary joint with energy harvesting structure 700 of the disclosed subject provides a functional rotary joint for a tire inflation system, comprising an energy harvesting structure integrated into the rotary joint that can power electronic components associated with the wheel ends of heavy vehicles, such as wheel end sensors, thereby eliminating the need for a primary energy source (e.g., a battery) and minimizing vehicle maintenance associated with such components, thereby reducing vehicle downtime. The first exemplary embodiment rotary joint 700 also eliminates the need for other energy-saving strategies employed for such electronic components when utilizing a primary energy source (e.g., limiting functionality in some cases to maximize battery life), thereby improving the overall functionality of the components. Furthermore, the energy harvesting structure of the first exemplary embodiment rotary joint 700 is housed within and protected by the rotary joint, thereby minimizing potential damage to the energy harvesting structure and / or other components of the wheel end assembly, reducing packaging space and overall vehicle weight, and thus lowering the costs associated with employing an energy harvesting structure in the wheel ends of heavy vehicles.

[0080] exist Figures 9 to 12A second exemplary embodiment of a rotary joint with an energy harvesting structure is shown in the figure, and is generally indicated by reference numeral 800. The second exemplary embodiment rotary joint 800 is structurally and functionally similar to the first exemplary embodiment rotary joint 700, except for the manner in which it is mounted to the hubcap and the associated structure, the flow path of pressurized air through the second exemplary embodiment rotary joint and the associated structure, and the manner in which the energy harvested by the second exemplary embodiment rotary joint is transferred to the electronic components of the heavy vehicle and the associated structure, as will be described in detail below. Similar to the first exemplary embodiment rotary joint 700, the second exemplary embodiment rotary joint 800 is associated with the tire inflation system 702 and the hubcap 976 (…). Figures 11 to 12 Together, the hubcap can accommodate components of the tire inflation system and mount the wheel end sensor 400. Figures 9 to 12 (Not shown together with the rotary joint 800 of the second exemplary embodiment). It should be understood that the hub cap 976 can be installed on wheel end sensors that are structurally and / or functionally different from wheel end sensors 400 without affecting the overall concept or operation of the disclosed subject matter.

[0081] refer to Figures 11 to 12 The hubcap 976 is structurally and functionally similar to the hubcap 576 described above, except for structural modifications to accommodate the mounting of the rotary joint 800 of the second exemplary embodiment, which will be described in detail below. The hubcap 976 typically includes cylindrical sidewalls 978. The hubcap 976 also includes a truncated conical transition portion 979 extending outward from the sidewalls 978. Figure 11 The intermediate wall 977 of the hubcap 976 and the transition portion 979 ( Figure 11 It is integrally formed and extends between the sidewalls 978. The middle wall 977 is the tire inflation system 702. Figures 9 to 12 ) components (including rotary joint 800) Figures 9 to 12 The intermediate wall 977 provides mounting support, which will be described in more detail below. A central opening 975 is formed in the intermediate wall 977. Figure 12 Its importance will also be described below. It should be understood that a hubcap 976 (including sidewalls 978 and transition portion 979) can be used. Figure 11 Other shapes and configurations of the intermediate wall 977, without affecting the overall concept or operation of the disclosed subject matter, such as being formed as one or more integrated dome or cone shapes.

[0082] The hubcap 976 includes a pair of bosses 974, each boss having a cylindrical hole 987. Figure 12 Cylindrical hole 987 Figure 12The hoses are positioned approximately 180 degrees to each other and extend into the intermediate wall 977, which allows for an optimal configuration where two tire hoses (not shown) are directly connected to the cylindrical bore via their respective couplings (not shown), with each hose extending to a corresponding one of the tires in a pair of heavy-duty vehicle tires. Alternatively, a single tire hose (not shown) can be connected to the cylindrical bore 987 via a corresponding coupling (not shown). Figure 12 One of the cylindrical holes is plugged or sealed, wherein a single tire hose extends to and is connected to a single tire (not shown) in a heavy-duty vehicle single-wheel configuration, such as a wide-base single tire. In such a heavy-duty vehicle single-wheel configuration, the hubcap 976 may be formed with a single boss 974 having a cylindrical hole 987 to which the single tire hose is connected via a coupling.

[0083] A radially extending flange 980 is formed on the inner end of the sidewall 978 of the hub cap 976, and a plurality of bolt openings 982 are formed therein. Figure 11 This allows the bolts (not shown) to secure the hub cap 976 to the hub (not shown) of the wheel end assembly (not shown) (for example, the hub 22 of the wheel end assembly 12 described above). Figure 1 The outer end of the hub. In this way, the hub cap 976 closes the outer end of the hub, and thus closes the wheel end assembly, and defines the internal compartment 983. Figure 12 It should be understood that, in addition to bolts, means known to those skilled in the art can also be used to secure the hubcap 976 to the hub, such as threaded connections between the hubcap and the hub, other types of mechanical fasteners, and / or press-fitting. The hubcap 976 also includes separate outer sidewalls (not shown), such as the outer sidewall 590 described above, to seal the outer end of the hubcap, and thus the wheel end assembly. The wheel end sensor 400 is mounted in the hubcap 976 in the transition portion 979 (…). Figure 11 Between the outer end 984 of the hubcap and the outer wall of the hubcap. More specifically, and refer to Figure 11 The outer end 984 has a plurality of circumferentially spaced threaded openings 985, which engage with fasteners (not shown) for mounting the wheel end sensor 400. The outer wall of the hub cap 976 is secured to the outer end of the wheel end sensor 400 by suitable means (e.g., fasteners or welding).

[0084] refer to Figures 11 to 12 The hubcap 976 integrates and accommodates the mounting of components of the tire inflation system 702, including a rotary joint 800 as described in the second exemplary embodiment. The tire inflation system 702 is structurally and functionally similar to the tire inflation system 470, except that it includes a pneumatic distribution plate 704 with a structure that accommodates the rotary joint 800. Figure 12Apart from the above, which will be described in detail below, the tire inflation system 702 includes a dual wheel valve assembly (not shown) integrated into the intermediate wall 977 of the hubcap 976. More specifically, the dual valve assembly includes a pair of wheel valves (not shown) with structures and functions similar to wheel valves 648A and 648B described above. Each wheel valve is disposed within a corresponding wheel valve receiving chamber (not shown) formed in the intermediate wall 977 of the hubcap 976. In this way, the intermediate wall 977 of the hubcap 976 serves as a dual wheel valve housing for the wheel valves.

[0085] refer to Figure 12 The tire inflation system 702 further includes an air distribution plate 704. The air distribution plate 704 is functionally substantially similar to the air distribution plate 604 described above, except that it includes a structure and is configured to receive the rotary joint 800 of the second exemplary embodiment. The air distribution plate 704 includes an outer surface 706 disposed abutting against an inner surface 986 of a median wall 977. The air distribution plate 704 is attached to the inner surface 986 of the median wall 977 of the hubcap 976 via suitable means (e.g., fasteners (not shown)). The air distribution plate 704 includes a central opening 710, the significance of which will be described below.

[0086] The pneumatic distribution plate 704 includes a pair of pneumatic conduits 716. Each pneumatic conduit 716 is in fluid communication with a corresponding cylindrical hole 987 of the boss 974 of the hubcap 976 via a corresponding auxiliary pneumatic channel 720 formed in the intermediate wall. An O-ring 721 is positioned around each corresponding pneumatic conduit 716 and auxiliary pneumatic channel 720 between the inner surface 986 of the intermediate wall 977 of the hubcap 976 and the outer surface 706 of the pneumatic distribution plate 704 to provide a seal between the conduit and the channel. Each pneumatic conduit 716 is also in fluid communication with a corresponding wheel valve housed in the intermediate wall 977 of the hubcap 976, which will be described in detail below.

[0087] In a second exemplary embodiment, the rotary joint 800 is used as a component of the tire inflation system 702. (See reference...) Figures 9 to 12 The rotary joint 800 includes a housing 884. The housing 884 has a generally cylindrical / stepped shape and is formed of a suitable rigid material (e.g., aluminum). [Reference] Figure 12 The inner portion of the housing 884 of the rotary joint 800 is provided with a central opening 710 through the pneumatic distribution plate 704. An annular end plate 989 is positioned against the inner surface 708 of the pneumatic distribution plate 704 and the inner end of the housing 884 of the rotary joint. The end plate 989 forms a seal between the pneumatic distribution plate 704 and the housing 884 of the rotary joint 800 via an O-ring 713 positioned between the pneumatic distribution plate and the annular end plate, and an O-ring 715 positioned between the inner end of the housing 884 of the rotary joint 800 and the annular end plate. The end plate 989 includes a central opening 990, the purpose of which will be described below.

[0088] refer to Figures 9 to 10 and Figure 12 The housing 884 has a first cavity 892 facing inward and a second cavity 894 facing outward. The first cavity 892 and the second cavity 894 are connected by a pneumatic passage 896 extending through the housing 884. Figures 9 to 10 Separate by ) Reference Figures 9 to 12 The housing 884 further includes a mounting flange 890. The mounting flange 890 enables the rotary joint 800 to be mounted to the intermediate wall 977 of the hub cap 976. More specifically, the housing 884 of the rotary joint 800 is provided with a central opening 975 through the intermediate wall 977. Figure 12 This positions the mounting flange 890 on the outer surface 991 of the intermediate wall. Figures 11 to 12 Mounting flange 890 is mounted via multiple fasteners 981. Figure 11 Attached to the intermediate wall 977, the plurality of fasteners are provided through corresponding openings (not shown) formed in the mounting flange, such that they are connected to the outer surface 991 formed in the intermediate wall. Figures 11 to 12 The aligned threaded opening (not shown) in the ) thread engagement secures the rotary joint 800 to the hub cap 976. The mounting flange 890 also enables the rotary joint 800 to be directly attached to the wheel end sensor 400 by any suitable means (e.g., fasteners (not shown)).

[0089] refer to Figures 9 to 12 The second exemplary embodiment of the rotary joint 800 includes a rod 886 having a threaded inner portion 887. Figures 9 to 10 and Figure 12 ). refer to Figure 12 The threaded inner portion 887 is provided with a central opening 990 through the end plate 989. The threaded inner portion 887 engages a concave hose connector (not shown) of a pneumatic conduit (not shown), which is connected to and in fluid communication with an air source (not shown) (e.g., an air canister) mounted on a heavy-duty vehicle. It should be understood that the rod 886 can be connected to the pneumatic conduit by any suitable known pneumatic connection means (e.g., threaded or unthreaded devices, including threads, push-fit fittings, pipe fittings, crimp fittings, friction fittings, hose clamps, etc.) without affecting the overall concept or operation of the disclosed subject matter. The rod 886 of the rotary joint 800 further includes an outer portion 888 on which the housing 884 of the rotary joint is rotatably mounted, as will be described in detail below. Reference Figures 9 to 10 and Figure 12The rod 886 has a central hole 895, which is in fluid communication with a pneumatic conduit connected to a threaded inner portion 887. The central hole 895 extends partially outward through the outer portion 888 of the rod 886 and is fluidly connected to a transverse hole 897 positioned perpendicular to the central hole. The transverse hole 897 connects to the pneumatic passage 896 of the housing 884. Figures 9 to 10 The fluid communication allows it to split the flow path from the central orifice 895 into two separate flow paths, each directed to a corresponding opposite side of the pneumatic channel. It should be understood that the rod 886 may include other structures, shapes, and / or configurations besides those shown and described, without affecting the overall concept and operation of the disclosed subject matter.

[0090] 896 per pneumatic channel Figures 9 to 10 All of these are in fluid communication with corresponding wheel valves housed within the intermediate wall 977 of the hubcap 976, which in turn are in fluid communication with corresponding cylindrical holes 987 of the boss 974 of the hubcap. More specifically, and referring to... Figure 12 An annular channel 714 is formed between the housing 884 of the rotary joint 800 and the pneumatic distribution plate 704. The inner end of the annular channel 714 is sealed and isolated from the internal compartment 983 of the hub cap 976 via an end plate 989, an O-ring 713, and an O-ring 715. The annular channel 714 is in fluid communication with a wheel valve housed in the intermediate wall 977 of the hub cap 976 via an annular channel 711 formed between the housing and a recess 988 formed in the intermediate wall. The annular channel 714 is continuous with the annular channel 711. An O-ring 717 is positioned around the annular channels 714 and 711 between the inner surface 986 of the intermediate wall 977 of the hub cap 976 and the outer surface 706 of the pneumatic distribution plate 704 to provide a seal between the channels. The outer end of the annular channel 711 is located via an annular recess 789 formed in the intermediate wall 977 of the hub cap 976. Figure 12 The O-ring 725 inside the rotary joint 800 is sealed, and the annular recess is positioned between the housing 884 and the intermediate wall of the rotary joint 800.

[0091] refer to Figures 9 to 10 and Figure 12 In a second exemplary embodiment, the rotary joint 800 includes a first rotary seal 898 disposed within a first cavity 892 of the housing 884 surrounding an outer portion 888 of the rod 886, such that the first rotary seal is positioned inside the pneumatic passage 896. The rotary joint 800 also includes a second rotary seal 899 disposed within a second cavity 894 of the housing 884 surrounding an outer portion 888 of the rod 886, such that the second rotary seal is positioned outside the pneumatic passage 896.

[0092] To facilitate the rotatable mounting of the housing 884 of the rotary joint 800 around the outer portion 888 of the rod 886 in the second exemplary embodiment, a pair of bearings 830 are press-fitted onto the outer portion of the rod, and the outer portion of the rod, together with the bearings, is press-fitted into a second cavity 894 formed in the housing, such that the bearings are positioned near and outside the second rotary seal 899. Therefore, the bearings 830 enable the housing 884 attached to the hub cap 976 to rotate together with the hub cap around the statically held rod 886.

[0093] According to an important aspect of the disclosed subject matter, a second exemplary embodiment of the rotary joint 800 enables operation of the rotary joint to be used with a tire inflation system 702, and includes an energy harvesting structure that generates electricity using rotation of the hub cap 976 and the attached rotary joint to power the wheel end sensor 400. More specifically, and referring to... Figures 9 to 12 The rotary joint 800 includes an energy harvesting assembly 850 integrated into the rotary joint. The energy harvesting assembly 850 includes a coil mount 852. The coil mount 852 is generally annular in shape and is disposed within a third cavity 900 formed in a mounting flange 890 of a housing 884 of the rotary joint 800. The coil mount 852 is attached to the mounting flange 890 of the housing 884 via fasteners (not shown), the fasteners being disposed through an opening 853 formed in the coil mount. Figure 9 and Figure 11 ) and formed in the recess 885 of the mounting flange. Figure 9 and Figure 11 The corresponding opening (not shown) in the coil mount 852 is threadedly engaged. The coil mount 852 is formed with a plurality of radial arms 854 extending radially inward from the coil mount, terminating to form a generally segmented central opening 856. Figure 9 This provides the coil mount with its generally annular shape. A coil (not shown) formed of a suitable metallic material is wound around each radial arm 854, the importance of which will be described below. Each coil is preferably formed of copper or other electrical winding materials known in the art.

[0094] The energy harvesting assembly 850 further includes a generally annular stator 860. The stator 860 is disposed within a third cavity 900 of the mounting flange 890 of the housing 884, such that it is positioned within a central opening 856 of the coil mount 852. The stator 860 includes an annular body 863 having a central opening 864, through which an outer portion 888 of the rod 886 of the rotary joint 800 is disposed. The stator 860 is attached to the outer portion 888 of the rod 886 by any suitable means (e.g., welding or press fitting). The stator 860 includes a plurality of magnets 862 attached to radially outer ends of the stator by any suitable means (e.g., adhesive) and circumferentially spaced around the radially outer ends of the stator. The stator 860 includes eight magnets attached to the body 863 and circumferentially spaced around the body, but may include more or fewer magnets without affecting the overall concept or operation of the disclosed subject matter. Because the stator 860 is attached to the outer portion 888 of the rod 886, the magnet 862 is statically mounted and positioned in a precise location near the radially inner end of the radial arm 854 of the coil mount 852, the importance of which will be described below.

[0095] In a second exemplary embodiment, the rotary joint 800 further includes a rectifier PC board 876. Figure 10 and Figure 12 The rectifier PC board 876 is attached to the outer surface of the mounting flange 890 of the housing 884 by any suitable means (e.g., fasteners (not shown)). The rectifier PC board 876 is operatively connected to the coil of the energy harvesting assembly 850 by any suitable means (e.g., wires (not shown)). The rectifier PC board 876 is operatively connected to the wheel end sensor 400 by suitable means (e.g., wires), the importance of which will be described below.

[0096] refer to Figures 9 to 10 and Figure 12 In a second exemplary embodiment, the rotary joint 800 provides a flow path for guiding air from the central bore 895 of the rod 886 to other components of the tire inflation system 702. More specifically, the rotary joint 800 provides a sealed flow path, enabling the transfer of air from an air source mounted on a heavy vehicle through pneumatic ducts, through the central bore 895 of the rod 886, the transverse bore 897, the pneumatic passage 896, and into each wheel valve housed within the intermediate wall 977 of the hubcap 976. (See reference...) Figure 12When each wheel valve opens, air flows from each corresponding wheel valve through annular channel 711, annular channel 714, corresponding pneumatic duct 716 of pneumatic distribution plate 704, corresponding auxiliary pneumatic channel 720 formed in intermediate wall 977 of hub cap 976, corresponding cylindrical hole 987 formed in intermediate wall, and finally into the corresponding connected vehicle tire. The sealed flow path provided by rotary joint 800 in the second exemplary embodiment ensures that the energy harvesting components of the rotary joint, such as coil mount 852 including coils and stator 860 including magnet 862, are completely excluded from the pressurized air path of the rotary joint.

[0097] In an exemplary embodiment, the rotary joint 800 also provides a fluid path to guide air from the cylindrical orifice 987 to the rectifier PC board 876. Figure 10 and Figure 12 This enables the wheel-end sensor 400 to measure the operating conditions of the tire inflation system 702, such as the pressure inside the tire connected to the cylindrical bore. More specifically, and refer to Figures 11 to 12 The mounting flange 890 of the housing 884 of the rotary joint 800 forms a pair of pneumatic channels 889 extending through the mounting flange. Each pneumatic channel 889 is connected to a corresponding auxiliary channel 922 formed in the intermediate wall 977 of the hub cap 976. Figure 12 The corresponding auxiliary channel is in fluid communication with the corresponding cylindrical hole 987 formed in the intermediate wall. (Reference) Figure 12 An O-ring 723 is positioned around each corresponding pneumatic channel 889 and auxiliary channel 922 between the outer surface 991 of the intermediate wall 977 of the hubcap 976 and the inner surface of the mounting flange 890 of the housing 884 of the rotary joint 800 to form a seal between the pneumatic and auxiliary channels. In this way, air can flow from the corresponding tire through the cylindrical hole 987, the auxiliary channel 922, the pneumatic channel 889, and reach the inner surface of the rectifier PC plate 876, which in turn can transmit information about the operating status of the tire inflation system 702 to the wheel end sensor 400, which is operatively connected to the rectifier PC plate.

[0098] Additionally, the rotary joint 800 in the second exemplary embodiment is also capable of generating electricity during operation of the heavy vehicle to power the wheel end sensor 400 mounted on the hubcap 976. More specifically, during operation of the heavy vehicle, as the hubcap 976 rotates, the housing 884 of the rotary joint 800 also rotates because it is attached to the intermediate wall 977 of the hubcap 976. Therefore, the coil mount 852 attached to the housing 884 of the rotary joint 800, and thus the coil of the radial arm 854 of the coil mount, rotates about a magnet 862 attached to the stator 860, which remains static together with the rod 886 of the rotary joint 800. The close proximity of the coil and magnet as the coil rotates about the magnet 862 allows AC current to be generated in the coil. Since the rectifier PC board 876 is very close and operatively connected to the coil, the AC current generated by the energy harvesting assembly 850 is transferred to the PC board, which then facilitates the conversion of the AC current to DC current via one or more circuits (not shown) on the PC board. The DC current is then directly transmitted from the rectifier PC board 876 to the wheel end sensor 400, and the DC current generated by the energy harvesting component 850 of the rotary joint 800 can be used to directly power the wheel end sensor and associated components.

[0099] In this way, the energy harvesting component 850 of the rotary joint 800 in the second exemplary embodiment can generate current to power the wheel-end sensor 400 and its associated components, thereby eliminating the need for a disposable energy source (e.g., a battery) to power the wheel-end sensor and its associated components. Furthermore, since the energy harvesting component 850 of the rotary joint 800 in the second exemplary embodiment can generate current to power the wheel-end sensor 400 and its associated components, the rotary joint eliminates the need for energy-saving strategies for the wheel-end sensor 400 to conserve energy (e.g., limiting functionality in certain situations to maximize battery life when the wheel-end sensor uses a battery), thereby improving the overall functionality of the wheel-end sensor and its associated components.

[0100] It is conceivable that the current generated by the energy harvesting component 850 of the rotary joint 800 can also be stored via an electrical energy storage device (not shown) operatively connected to the energy harvesting component (e.g., a capacitor, supercapacitor, supercapacitor, battery, and / or other energy storage device) to provide future power to the wheel-end sensor 400 and its associated components and / or other components of the heavy vehicle, for example, when the heavy vehicle is stationary and the energy harvesting structure is not generating current. It is also conceivable that the current generated by the energy harvesting component 850 of the rotary joint 800 can be used to power other components, processes, and / or systems of the heavy vehicle, such as active pneumatic control systems, powering local displays, supporting continuous wireless data streams and enabling wheel speed and direction monitoring, as well as anti-lock braking systems and stability event identification, without affecting the overall concept or operation of the disclosed subject matter. It should be understood that the rotary joint 800 can employ other types of configurations of coil and magnet 862 besides the configurations shown and described, without affecting the overall concept or operation of the disclosed subject matter. It should also be understood that although the rectifier PC board 876 is shown attached to the outer surface of the mounting flange 890 of the housing 884 of the rotary joint 800, so that the energy harvesting structure of the energy harvesting assembly 850 is completely encapsulated, it is conceivable that the rectifier PC board 876 could be positioned away from the rotary joint 800, for example, directly integrated into the wheel end sensor and operatively connected to the energy harvesting assembly 850 via one or more wires, without affecting the overall concept or operation of the disclosed subject matter.

[0101] According to another important aspect of the rotary joint 800 in the second exemplary embodiment, the energy harvesting components of the energy harvesting assembly 850 are housed within and protected by the housing 884 of the rotary joint. More specifically, when the housing 884 of the rotary joint 800 is attached to the intermediate wall 977 of the hubcap 976, the energy harvesting components of the energy harvesting assembly 850, including the stator 860, magnet 862, coil mount 852, and coil, are effectively encapsulated within the third cavity 900 of the mounting flange 890 by the housing. In this way, the energy harvesting components of the energy harvesting assembly 850 are protected during operation. Furthermore, if one or more of the energy harvesting components of the energy harvesting assembly 850 become defective during operation, because they are encapsulated within the housing 884 of the rotary joint 800, there is virtually no risk that the components could damage other components within the wheel end assembly, such as other components of the tire inflation system 702 and / or components within the hub attached to the hubcap 976.

[0102] In this way, the rotary joint 800 of the second exemplary embodiment minimizes potential damage to the harvesting components of the energy harvesting assembly 850 during operation and / or to other components of the wheel end assembly if the components of the energy harvesting assembly 850 become defective during operation. Furthermore, because the rotary joint 800 allows the energy harvesting components of the energy harvesting assembly 850 to be housed within the housing 884 of the rotary joint, the overall design of the rotary joint including the energy harvesting assembly is relatively compact, thereby reducing packaging space and overall vehicle weight, and consequently lowering the costs associated with employing an energy harvesting structure in the wheel end of a heavy-duty vehicle. The relatively compact energy harvesting assembly 850 of the rotary joint 800 is capable of powering the wheel end sensor 400 and its associated components and / or other electronic components associated with the wheel end of a heavy-duty vehicle, while minimizing the torque induced by the energy harvesting structure on the associated wheel end assembly and thus on the wheel (or multiple wheels) mounted thereon.

[0103] Therefore, the second exemplary embodiment of the rotary joint with energy harvesting structure 800 of the disclosed subject provides a functional rotary joint for a tire inflation system, comprising an energy harvesting structure integrated into the rotary joint that can power electronic components (e.g., wheel-end sensors) associated with the wheel ends of a heavy vehicle, thereby eliminating the need for a primary energy source (e.g., a battery) and minimizing vehicle maintenance associated with such components, thus reducing vehicle downtime. The second exemplary embodiment of the rotary joint 800 also eliminates the need for other energy-saving strategies employed for such electronic components when using a primary energy source (e.g., limiting functionality in certain situations to maximize battery life), thereby improving the overall functionality of the components. Furthermore, the energy harvesting structure of the second exemplary embodiment of the rotary joint 800 is housed within and protected by the rotary joint, thereby minimizing potential damage to the energy harvesting structure and / or other components of the wheel-end assembly, reducing packaging space and overall vehicle weight, and thus lowering the costs associated with employing an energy harvesting structure in the wheel ends of a heavy vehicle.

[0104] It should be understood that the rotary joint with energy harvesting structure of the disclosed subject matter can be applied to all types of tire inflation systems, hubcaps, heavy-duty axle journals, wheel end assemblies, and vehicles known to those skilled in the art, including other types of tire inflation systems, hubcaps, wheel end assemblies, and vehicles besides those shown and described herein and known to those skilled in the art, without affecting the concept or operation of the disclosed subject matter. It should also be understood that other shapes and configurations of the rotary joint with energy harvesting structure of the disclosed subject matter, besides those shown and described above, can be used without affecting the overall concept or operation of the disclosed subject matter. Furthermore, although the components of the energy harvesting structure of the disclosed rotary joint are shown and described as being excluded from the pressurized flow path within the rotary joint, it is contemplated that some or all of these components could be located within the pressurized flow path without affecting the overall concept or operation of the disclosed subject matter.

[0105] Therefore, the rotary joint with energy harvesting structure of the disclosed subject matter is simplified; it provides an effective, safe, inexpensive and efficient structure that achieves all the listed objectives; it eliminates the difficulties encountered in the prior art; and it solves problems in the field and achieves new results.

[0106] In the foregoing description, certain terms have been used for the sake of brevity, clarity, and understanding, but without any unnecessary limitation beyond the requirements of the prior art, as such terms are used for descriptive purposes and are intended to be interpreted broadly. Furthermore, the descriptions and illustrations of the disclosed subject matter are by way of example, and the scope of the disclosed subject matter is not limited to the exact details shown or described.

[0107] The features, discoveries and principles of the disclosed subject matter have now been described; the manner of using and installing the energy harvesting structure of the disclosed subject matter; the features of its construction and arrangement; and the advantageous, new and useful results obtained; new and useful structures, devices, elements, arrangements, components and combinations are set forth in the appended claims.

Claims

1. A rotary joint for a tire inflation system of heavy vehicles, the rotary joint comprising: The static portion remains static during the operation of the heavy vehicle; A rotatable portion that rotates together with one or more rotating components at the wheel end of the heavy vehicle during operation; at least one of the static portion and the rotatable portion is mounted to a component associated with the wheel end; at least one of the static portion and the rotatable portion is in fluid communication with an air source located on the heavy vehicle remote from the wheel end; the rotary joint is in fluid communication with at least one wheel at the wheel end and allows pressurized air from the air source to flow to the at least one wheel. An energy harvesting structure integrated with the rotary joint generates electricity during operation of the heavy vehicle to power one or more electronic components of the heavy vehicle. and The energy harvesting structure is housed within the housing of the rotary joint, and the housing is separate from the hubcap, axle journal, and hub of the heavy vehicle.

2. The rotary joint for a tire inflation system for heavy vehicles according to claim 1, wherein the energy harvesting structure is protected by the rotary joint.

3. The rotary joint for a tire inflation system for heavy vehicles according to claim 1, wherein the energy harvesting structure is completely excluded from the flow path of the pressurized air through the rotary joint and is sealed and isolated from the flow path of the pressurized air through the rotary joint.

4. The rotary joint for a tire inflation system for heavy vehicles according to claim 1, wherein at least one component of the energy harvesting structure is attached to the static portion, and at least one component of the energy harvesting structure is attached to the rotatable portion, wherein rotation of the rotatable portion relative to the static portion generates electricity to power the one or more electronic components.

5. The rotary joint for a tire inflation system for a heavy vehicle according to claim 1, wherein during operation of the heavy vehicle, the power generated by the energy harvesting structure directly supplies power to the one or more electronic components.

6. The rotary joint for a tire inflation system for heavy vehicles according to claim 5, wherein the one or more electronic components include wheel-end sensors.

7. The rotary joint for a tire inflation system for heavy vehicles according to claim 1, wherein the electricity generated by the energy harvesting structure is stored via an electrical energy storage device operatively connected to the energy harvesting structure.

8. The rotary joint for a tire inflation system for heavy vehicles according to claim 7, wherein the energy storage device is a capacitor, supercapacitor, supercapacitor, or battery.

9. The rotary joint for a tire inflation system for heavy vehicles according to claim 1, wherein the rotatable portion is the housing and the static portion is a rod, the housing being rotatably mounted on the rod, the rod being in fluid communication with the air source and providing a flow path for the pressurized air through the rotary joint.

10. The rotary joint for a tire inflation system for a heavy vehicle according to claim 9, wherein the housing is connected to the hub cap of the wheel end assembly of the heavy vehicle, and the energy harvesting structure is enclosed by the housing.

11. The rotary joint for a tire inflation system for heavy vehicles according to claim 10, wherein the housing is connected to the intermediate wall of the hub cap.

12. The rotary joint for a tire inflation system for heavy vehicles according to claim 9, wherein the housing is connected to the pneumatic distribution plate of the tire inflation system, and the energy harvesting structure is enclosed by the housing.

13. The rotary joint for a tire inflation system for heavy vehicles according to claim 9, wherein the housing is rotatably mounted on the rod via one or more bearings.

14. The rotary joint for a tire inflation system of a heavy vehicle according to claim 9, wherein the energy harvesting structure further comprises: A stator, the stator being positioned around and attached to the rod, the stator including at least one magnet circumferentially attached around the stator; as well as A coil mount is attached to and disposed within the housing, the coil mount including at least one coil formed of an electrical winding material wound around the coil mount, and a rod disposed through the coil mount such that the at least one magnet is positioned radially inward and adjacent to the at least one coil, thereby generating the power through rotation of the at least one coil around the at least one magnet during operation of the heavy vehicle.

15. The rotary joint for a tire inflation system for heavy vehicles according to claim 14, wherein the stator comprises eight magnets circumferentially attached around the stator.

16. The rotary joint for a tire inflation system for heavy vehicles according to claim 14, wherein the coil mount comprises a plurality of radial arms, each of the plurality of radial arms comprising a corresponding coil wound around the radial arm, and the at least one magnet being positioned radially inward and adjacent to the radially inner end of the radial arm.

17. The rotary joint for a tire inflation system of a heavy vehicle according to claim 4, the rotary joint further comprising a rectifier PC board, wherein the power generated by the rotation of the rotatable portion relative to the static portion during operation of the heavy vehicle is AC current, and the rectifier PC board converts the AC current into DC current for powering the one or more electronic components of the heavy vehicle.

18. The rotary joint for a tire inflation system for a heavy vehicle according to claim 17, wherein the energy harvesting structure further includes a power transmission assembly operatively connected to the rectifier PC board and directly connected to the one or more electronic components of the heavy vehicle, the power transmission assembly transmitting the DC current to the one or more electronic components.

19. The rotary joint for a tire inflation system for heavy vehicles according to claim 18, wherein the at least one or more electronic components include wheel-end sensors.

20. The rotary joint for a tire inflation system for a heavy vehicle according to claim 17, wherein the rectifier PC board is directly operatively connected to the one or more electronic components of the heavy vehicle and directly transmits the DC current to the one or more electronic components.

21. The rotary joint for a tire inflation system for heavy vehicles according to claim 1, wherein the static portion is fixed to the axle journal.

22. The rotary joint for a tire inflation system for heavy vehicles according to claim 1, wherein the rotatable portion is connected to the hubcap or the pneumatic distribution plate of the tire inflation system.

23. A rotary joint for a tire inflation system of a heavy vehicle, the rotary joint comprising: The static portion remains static during the operation of the heavy vehicle; A rotatable portion that rotates together with one or more rotating components at the wheel end of the heavy vehicle during operation; at least one of the static portion and the rotatable portion is mounted to a component associated with the wheel end; at least one of the static portion and the rotatable portion is in fluid communication with an air source located on the heavy vehicle; the rotary joint is in fluid communication with at least one wheel at the wheel end and allows pressurized air from the air source to flow to the at least one wheel. as well as An energy harvesting structure integrated with the rotary joint generates electricity during operation of the heavy vehicle to power one or more electronic components of the heavy vehicle. The rotatable part is a housing and the static part is a rod, the housing being rotatably mounted on the rod, the rod being in fluid communication with the air source and providing a flow path for the pressurized air through the rotary joint; and The housing is connected to the hubcap of the wheel end assembly of the heavy vehicle, and the energy harvesting structure is enclosed by the housing.

24. A rotary joint for a tire inflation system of a heavy vehicle, the rotary joint comprising: The static portion remains static during the operation of the heavy vehicle; A rotatable portion that rotates together with one or more rotating components at the wheel end of the heavy vehicle during operation; at least one of the static portion and the rotatable portion is mounted to a component associated with the wheel end; at least one of the static portion and the rotatable portion is in fluid communication with an air source located on the heavy vehicle; the rotary joint is in fluid communication with at least one wheel at the wheel end and allows pressurized air from the air source to flow to the at least one wheel. The rotatable part is a housing and the static part is a rod, the housing being rotatably mounted on the rod, the rod being in fluid communication with the air source and providing a flow path for the pressurized air through the rotary joint; as well as An energy harvesting structure integrated with the rotary joint, the energy harvesting structure generating electricity during operation of the heavy vehicle to power one or more electronic components of the heavy vehicle, the energy harvesting structure comprising: A stator, positioned around and attached to the rod, the stator including at least one magnet circumferentially attached around the stator. A coil mount is attached to and disposed within the housing, the coil mount including at least one coil formed of an electrical winding material wound around the coil mount, a rod disposed through the coil mount such that the at least one magnet is positioned radially inward and adjacent to the at least one coil, thereby generating the electricity during operation of the heavy vehicle by rotation of the at least one coil around the at least one magnet. The coil mount includes a plurality of radial arms, each of which includes a corresponding coil wound around the radial arm, and the at least one magnet is positioned radially inward and adjacent to the radially inner end of the radial arm.

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