Wheel end assembly with wheel load and air pressure sensing function

Abstract

The invention relates to a wheel end assembly with a wheel load and air pressure sensing function, and the wheel end assembly comprises a tire, the tire comprises a tire crown, an anti-eccentric belt is embedded in the tire crown, and the anti-eccentric belt comprises a first belt layer, a second belt layer, a third belt layer and a fourth belt layer which are sequentially stacked from inside to outside; the angle alpha between the first belted layer and the circumferential direction of the tire is 15-30 degrees, the angle beta between the second belted layer and the circumferential direction of the tire is 20-40 degrees, and the angle directions of the second belted layer and the first belted layer are opposite; the third belted layer comprises a third belted left layer 14a and a third belted right layer which form an angle gamma of 30-60 degrees with the circumferential direction of the tire and are arranged at an interval, and a third belted middle layer which is positioned between the third belted left layer 14a and the third belted right layer and has an angle delta of 0-2 degrees; and the angle theta between the fourth belted layer and the circumferential direction of the tire is 15-30 degrees. The tire crown deformation can be inhibited, the grounding pressure is more uniform, the service life of the tire is prolonged, and the abrasion mileage is increased.

Description

Technical Field

[0001] The present application relates to the technical field of automobile tires, and in particular to a wheel end assembly with wheel load and air pressure sensing functions. Background Art

[0002] At present, most tractor and cargo trucks consider operating costs, and are generally fully loaded on both the outbound and return trips. The load on each tire does not change much, so the air pressure of each tire can be basically maintained unchanged; only when the tire pressure is higher or lower than the normal pressure, manual deflation or inflation operations are performed to maintain the balance of wheel load and tire pressure.

[0003] However, for some special vehicles (such as hazardous chemicals tractor / cargo trucks, resource transport tractors), the outbound trip is generally fully loaded and the return trip is empty, so the wheel load difference between the outbound and return trips is large. Because wheel load and tire pressure correspond to each other, that is, high wheel load corresponds to high tire pressure, low wheel load corresponds to low tire pressure, and the ground contact performance of the tire is related to wheel load and tire pressure.

[0004] Therefore, when the tire pressure remains unchanged and the wheel load increases / decreases alternately, the tire's ground contact performance deteriorates, which may cause abnormal tire wear, especially the steering wheel will have uneven shoulder wear. Under different tire pressures and wheel loads, the tire's ground contact rectangularization is different, and the ground contact performance is different.

[0005] The anti-eccentric wear performance of tires is related to the way the tires contact the ground when working, and is generally improved through the ground contact footprint index. Conventional tire assemblies only consider the ground contact footprint under standard air pressure and rated load. However, for models with large load changes during use, the tires cannot always maintain the best ground contact state, which leads to eccentric wear of the tires. Summary of the invention

[0006] The embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions to solve the problem in the related art that the tires of vehicles with large load changes during use cannot always maintain the best ground contact state, which leads to uneven tire wear.

[0007] The embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, including: a tire, wherein the tire includes:

[0008] A tread crown, wherein an anti-eccentric wear belt is embedded inside the tread crown, and the anti-eccentric wear belt comprises a first belt layer, a second belt layer, a third belt layer and a fourth belt layer stacked in sequence from inside to outside;

[0009] The angle α between the first belt layer and the tire circumference is 15° to 30°, the angle β between the second belt layer and the tire circumference is 20° to 40°, and the angles of the second belt layer and the first belt layer are opposite;

[0010] The third belt layer includes a third belt left layer and a third belt right layer, which are arranged at intervals and have an angle γ of 30° to 60° with the tire circumferential direction, and a third belt middle layer, which is located between the third belt left layer and the third belt right layer and has an angle δ of 0° to 2° with the tire circumferential direction;

[0011] The angle between the fourth belt layer and the tire circumferential direction is θ, and the angle θ is in the range of 15° to 30°.

[0012] In some embodiments: a plurality of evenly distributed grooves are disposed on the top of the tread crown, the grooves divide the tread crown into a plurality of arc surfaces, each of the arc surfaces protrudes toward the outer side of the tire cavity, and the radius of each of the arc surfaces is 1000 mm to 30000 mm.

[0013] In some embodiments: among the plurality of arc surfaces, the distance between the vertex of the arc surface located on the crown close to the shoulder and the center of the tire is greater than the distance between the vertex of the arc surface located on the crown far from the shoulder and the center point of the tire.

[0014] In some embodiments: the number of the arc surfaces is an odd number, and the lines connecting the arc surface vertices located on the crown near the shoulder and the arc surface vertices located at the center of the crown form an arc line recessed toward the inside of the tire cavity, and the arc line has a radius of 1000mm to 5000mm.

[0015] In some embodiments: the widths of the first belt layer, the second belt layer, the third belt layer and the fourth belt layer gradually decrease, and the steel wire diameters of the first belt layer and the second belt layer are greater than the steel wire diameters of the third belt layer and the fourth belt layer.

[0016] In some embodiments: further comprising:

[0017] The wheel load sensing unit includes a tire sensor built into the tire for obtaining tire temperature, tire pressure, and acceleration data of the tire in real time. The tire sensor is connected to a tire pressure controller for processing the tire temperature, tire pressure, and acceleration data to obtain the tire load.

[0018] In some embodiments: also include:

[0019] A wheel end unit of an axle, the wheel end unit of the axle comprising a wheel hub assembly mounted on the axle, the tire being mounted on the wheel hub assembly, the wheel hub assembly being connected to a rotary air seal, and the rotary air seal being connected to a valve of the tire through an air passage;

[0020] A tire pressure regulating unit, the tire pressure regulating unit comprises an intake solenoid valve for inflating the tire and a deflation solenoid valve for deflation of the tire, the intake solenoid valve and the deflation solenoid valve are both connected to the tire pressure controller.

[0021] In some embodiments: the tire pressure controller includes a processor and a memory, the processor is used to obtain the tire load of each wheel position tire according to tire temperature, tire pressure, and acceleration data processing, and the memory is used to store the calibrated tire pressure corresponding to the tire load of the tire;

[0022] When the absolute value of the difference between the calibrated tire pressure and the real-time tire pressure exceeds a set threshold, the tire pressure controller controls the tire pressure adjustment unit to inflate and deflate the tire so that the real-time tire pressure approaches the calibrated tire pressure.

[0023] In some embodiments: the tire pressure regulating unit also includes an air cylinder connected to the intake solenoid valve and the deflation solenoid valve, and a pressure-stabilizing valve and a pressure-boosting valve are connected between the air cylinder and the intake solenoid valve. The pressure-stabilizing valve is used to stabilize the air pressure output by the air cylinder and then connect it to the pressure-boosting valve, and the pressure-boosting valve boosts the stabilized air pressure and outputs it to the intake solenoid valve.

[0024] In some embodiments: the acceleration data monitored by the tire sensor includes the radial acceleration of the tire and the centripetal acceleration of the tire;

[0025] The tire pressure controller calculates the length of the tire contact footprint when the tire rolls according to the radial acceleration, and calculates the rolling speed of the tire when the tire rolls according to the centripetal acceleration;

[0026] The tire pressure controller establishes a functional relationship according to the footprint length, rolling speed and real-time tire pressure to obtain the vertical load on the tire.

[0027] The beneficial effects of the technical solution provided by this application include:

[0028] The embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions. Since the wheel end assembly with wheel load and air pressure sensing functions of the present application is provided with a tire, the tire comprises: a crown, an anti-eccentric wear belt is embedded inside the crown, the anti-eccentric wear belt comprises a first belt layer, a second belt layer, a third belt layer and a fourth belt layer stacked in sequence from the inside to the outside; the angle α between the first belt layer and the tire circumference is 15°~30°, the angle β between the second belt layer and the tire circumference is 20°~40°, and the angle directions of the second belt layer and the first belt layer are opposite; the third belt layer comprises a third left belt layer and a third right belt layer, the angle γ between which and the tire circumference is 30°~60°, and which are arranged at intervals, and a third belt middle layer located between the third left belt layer and the third right belt layer, and the angle δ between which and the tire circumference is 0°~2°; the angle between the fourth belt layer and the tire circumference is θ, and the θ angle is 15°~30°.

[0029] Therefore, the wheel end assembly with wheel load and air pressure sensing function of the present application is embedded with an anti-eccentric wear belt in the tire crown, and the anti-eccentric wear belt has four layers, namely the first belt layer, the second belt layer, the third belt layer and the fourth belt layer. The angle α between the first belt layer and the tire circumference is 15° to 30°, the angle β between the second belt layer and the tire circumference is 20° to 40°, and the angle between the fourth belt layer and the tire circumference is θ. The angle θ is 15° to 30° to constrain the crown profile of the tire, and increase the lateral force of the crown, so that the crown ground contact shape is approximately rectangular, which is beneficial to the wear and anti-eccentric wear performance of the tire.

[0030] In addition, the third belt layer includes a third belt left layer and a third belt right layer, which are arranged at intervals and have an angle γ of 30° to 60° with the tire circumference, and a third belt middle layer, which is located between the third belt left layer and the third belt right layer and has an angle δ of 0° to 2° with the tire circumference. The third belt middle layer improves the rigidity of the middle part of the crown, prevents the crown from being worn too quickly when the tire pressure is too high, and can prevent sharp objects from piercing. The third belt left layer and the third belt right layer improve the strength of both sides of the crown, inhibit crown deformation, make the ground contact pressure more uniform, and increase the service life and wear mileage of the tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0032] Figure 1 This is a schematic transverse cross-sectional view of a tire according to an embodiment of the present application;

[0033] Figure 2 It is a schematic transverse cross-sectional view of the anti-eccentric wear belt of an embodiment of the present application;

[0034] Figure 3 This is a schematic diagram of the arrangement of steel wire bundles in the first belt layer of an embodiment of the present application;

[0035] Figure 4 This is a schematic diagram of the arrangement of steel wire bundles in the second belt layer of an embodiment of the present application;

[0036] Figure 5 This is a schematic diagram of the arrangement of steel wire bundles in the third belt layer of an embodiment of the present application;

[0037] Figure 6 This is a schematic diagram of the arrangement of steel wire bundles in the fourth belt layer of an embodiment of the present application;

[0038] Figure 7This is a schematic diagram of the structure in which a tire sensor according to an embodiment of the present application is built into a tire;

[0039] Figure 8 This is a schematic diagram of the air circuit fluid of the wheel end assembly in an inflated state according to an embodiment of the present application.

[0040] Reference numerals:

[0041] 10. Tire crown; 11. Anti-biased wear belt; 12. First belt layer; 13. Second belt layer; 14. Third belt layer; 14a. Third belt left layer; 14b. Third belt middle layer; 14c. Third belt right layer; 15. Fourth belt layer; 16. Tread groove; 17. Arc surface; 18. Shoulder; 19. Tire sensor; 21. Tire; 22. Rotary air seal; 23. Valve; 31. Air reservoir; 32. Intake solenoid valve; 33. Deflation solenoid valve; 34. Air path; 35. Pressure regulating valve; 36. Boost valve; 37. Bridge end solenoid valve. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0043] The embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, which can solve the problem in the related art that the tires of vehicles with large load changes during use cannot always maintain the best ground contact state, thereby causing uneven tire wear.

[0044] See also Figures 1 to 6 As shown, the embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, including: a tire 21, the tire 21 includes:

[0045] The tread crown 10 has an anti-eccentric wear belt 11 embedded therein. The anti-eccentric wear belt 11 includes a first belt layer 12, a second belt layer 13, a third belt layer 14 and a fourth belt layer 15 stacked in sequence from the inside to the outside.

[0046] The angle α between the first belt layer 12 and the tire circumference is 15° to 30°, the angle β between the second belt layer 13 and the tire circumference is 20° to 40°, and the angles of the second belt layer 13 and the first belt layer 12 are opposite. If the angles between the first belt layer 12 and the second belt layer 13 and the tire circumference are too small, the lateral support force of the tire is reduced. If the angles between the first belt layer 12 and the second belt layer 13 and the tire circumference are too large, the restraint force at the center of the tire is reduced, and the center of the tire is more likely to bulge outward and cause excessive wear.

[0047] The third belt layer 14 includes a third belt left layer 14a and a third belt right layer 14c which are arranged at intervals and have an angle γ of 30° to 60° with the tire circumferential direction, and a third belt middle layer 14b which is located between the third belt left layer 14a and the third belt right layer 14c and has an angle δ of 0° to 2° with the tire circumferential direction. The angle γ between the third belt left layer 14a and the third belt right layer 14c and the tire circumferential direction is 30° to 60° to enhance the lateral support force of the shoulder 18. The angle δ between the third belt middle layer 14b and the tire circumferential direction is 0° to 2° to enhance the restraint force at the center of the tire.

[0048] The third belt left layer 14a and the third belt right layer 14c have the same direction, and the direction of the third belt left layer 14a and the third belt right layer 14c is opposite to the direction of the second belt layer 13. The angle between the fourth belt layer and the tire circumference is θ, and the angle θ is 15° to 30°. The direction of the fourth belt layer is opposite to the direction of the third belt left layer 14a and the third belt right layer 14c, so that the crown 10 of the tire is in a state of force balance as a whole, and the footprint of the crown 10 contacting the ground presents a rectangular structure.

[0049] The wheel end assembly with wheel load and air pressure sensing function of the embodiment of the present application is embedded with an anti-eccentric wear belt 11 in the crown 10 of the tire 21. The anti-eccentric wear belt 11 has four layers, namely the first belt layer 12, the second belt layer 13, the third belt layer 14 and the fourth belt layer 15. The angle α between the first belt layer 12 and the circumference of the tire 21 is 15° to 30°, the angle β between the second belt layer 13 and the circumference of the tire is 20° to 40°, and the angle between the fourth belt layer 15 and the circumference of the tire is θ. The angle θ is 15° to 30° to constrain the crown profile of the tire and improve the lateral support force of the crown, so that the ground contact shape of the crown 10 is approximately rectangular, which is beneficial to the wear and anti-eccentric wear performance of the tire 21.

[0050] In addition, the third belt layer 14 includes a third belt left layer 14a and a third belt right layer 14c, which are arranged at intervals and have an angle γ of 30° to 60° with the circumference of the tire 21, and a third belt middle layer 14b, which is located between the third belt left layer 14a and the third belt right layer 14c and has an angle δ of 0° to 2° with the circumference of the tire. The third belt middle layer 14b improves the rigidity of the middle part of the crown 10, prevents the crown 10 from being convex and wearing too quickly when the tire pressure of the tire 21 is too high, and can prevent sharp objects from piercing. The third belt left layer 14a and the third belt right layer 14c improve the strength of both sides of the crown, control the deformation of the crown 10, make the ground contact pressure more uniform, and improve the service life and wear mileage of the tire.

[0051] In some alternative embodiments: See Figure 1 As shown, the embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, and a plurality of evenly distributed grooves 16 are arranged on the top of the tread crown 10 of the wheel end assembly, and the grooves 16 divide the tread crown 10 into a plurality of arc surfaces 17, each arc surface 17 protrudes toward the outside of the tire cavity of the tire 21, and the radius of each arc surface is 1000mm to 30000mm. The embodiment of the present application uses the grooves 16 to divide the tread crown 10 into a plurality of arc surfaces 17, and each arc surface 17 protrudes toward the outside of the tire cavity of the tire 21, so that the vertex of the center position of each arc surface 17 is higher than the end points on both sides of each arc surface 17. After the tire 21 is inflated, the height of the end point close to the groove 16 is close to the height of the vertex at the center position of the arc surface 17, so as to prevent excessive wear of the end points on both sides of each arc surface 17.

[0052] In some alternative embodiments: See Figure 1 As shown, the embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, wherein among the multiple arc surfaces 17 of the wheel end assembly, the distance between the vertex of the arc surface 17 located on the tread crown 10 near the tread shoulder 18 and the center of the tire is greater than the distance between the vertex of the arc surface located on the tread crown 10 far from the tread shoulder 18 and the center point of the tire. The number of arc surfaces 17 is an odd number, and the connecting line between the vertex of the arc surface located on the tread crown near the tread shoulder 18 and the vertex of the arc surface 17 located at the center of the tread crown 10 forms an arc line that is concave toward the inside of the tire cavity of the tire 21, and the radius of the arc line is 1000mm to 5000mm.

[0053] Among the multiple arc surfaces 17 of the embodiment of the present application, the distance between the vertex of the arc surface 17 located on the crown 10 close to the shoulder 18 and the center of the tire is greater than the distance between the vertex of the arc surface located on the crown 10 far from the shoulder 18 and the center point of the tire, that is, the connection between the vertices of the multiple arc surfaces 17 is an arc line that is concave toward the inside of the tire cavity of the tire 21. When the tire is inflated, the arc surface 17 located in the middle position of the crown 10 protrudes toward the outside of the tire cavity of the tire 21, so that the crown 10 formed by the multiple arc surfaces 17 tends to the same plane, preventing the tread at the shoulder 18 position of the tire 21 from excessive wear.

[0054] In some alternative embodiments: See Figure 1 and Figure 2 As shown, the embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, the widths of the first belt layer 12, the second belt layer 13, the third belt layer 14 and the fourth belt layer 15 of the wheel end assembly are gradually reduced, and the steel wire diameters of the first belt layer 12 and the second belt layer 13 are greater than the steel wire diameters of the third belt layer 14 and the fourth belt layer 15. The widths of the first belt layer 12, the second belt layer 13, the third belt layer 14 and the fourth belt layer 15 can be gradually reduced to effectively suppress the heat generation of the tire, and at the same time can play a role in reinforcing the tire, thereby effectively protecting the first belt layer 12 and the carcass. The steel wire diameters of the first belt layer 12 and the second belt layer 13 are greater than the steel wire diameters of the third belt layer 14 and the fourth belt layer 15, so as to prevent the tire 21 from being blown out due to a large local impact and control the deformation of the crown 10.

[0055] In some alternative embodiments: See Figure 7 and Figure 8 As shown, the embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, and the wheel end assembly also includes:

[0056] The wheel load sensing unit includes a tire sensor 19 built into the tire 21 to obtain tire temperature T, tire pressure P0, and acceleration A data of the tire in real time. The tire sensor 19 is connected to a tire load F obtained by processing the tire temperature T, tire pressure P0, and acceleration A data. Z Tire pressure controller.

[0057] And, the axle wheel end unit, the axle wheel end unit includes a hub assembly installed on the axle, a tire 21 is installed on the hub assembly, the hub assembly is connected to a rotary air seal 22, and the rotary air seal 22 is connected to the tire valve 23 through an air path channel 34.

[0058] The tire pressure regulating unit includes an intake solenoid valve 32 for inflating the tire 21 and a deflation solenoid valve 33 for deflation of the tire 21 . Both the intake solenoid valve 32 and the deflation solenoid valve 33 are connected to the tire pressure controller.

[0059] The wheel end assembly with wheel load and air pressure sensing function of the embodiment of the present application uses the tire sensor 19 to obtain the tire temperature T, tire pressure P0, and acceleration A data of the tire 21 of each wheel position in real time, and the tire pressure controller uses the tire temperature T, tire pressure P0, and acceleration A data to process and obtain the tire load F Z , tire load F Z The size can reflect the load change of the vehicle.

[0060] The tire pressure controller is based on the tire load F Z Data determines whether the current tire pressure is within the current tire load F Z Within the calibrated tire pressure threshold, if the current tire pressure is less than the tire pressure threshold, the tire pressure controller opens the air intake solenoid valve 32, and the compressed air in the air reservoir 31 passes through the air path 34 and sequentially enters the air intake solenoid valve 32 and the rotary air seal 22 to inflate the tire 21 until the tire pressure reaches the tire pressure threshold.

[0061] If the current tire pressure is greater than the tire pressure threshold, the tire pressure controller first opens the deflation solenoid valve 33 and then sends a pulse signal to the intake solenoid valve 32 to open the valve mouth 23. The valve mouth 23 releases the gas in the tire 21 and then discharges it to the atmosphere from the deflation solenoid valve 33.

[0062] The present invention can adjust the tire pressure of the tire 21 in real time according to the load change of the tire 21, and can realize the automatic inflation and deflation or manual inflation and deflation function so that the tire pressure of the tire 21 is consistent with the tire load F of the tire 21. Z The tire 21 is matched to effectively reduce abnormal tire wear, especially shoulder wear, and increase the service life of the tire 21.

[0063] In some alternative embodiments: See Figure 7 and Figure 8 As shown, the embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, and the tire pressure controller of the wheel end assembly includes a processor and a memory, and the processor is used to process the tire temperature T, tire pressure P0, and acceleration A data to obtain the tire load F of each wheel position tire. Z The memory is used to store the tire load F of each wheel position tire Z The corresponding calibrated tire pressure P.

[0064] When the absolute value of the difference between the calibrated tire pressure P and the real-time tire pressure P0 exceeds the set threshold, the tire pressure controller controls the tire pressure adjustment unit to inflate and deflate the tire 21 so that the real-time tire pressure P0 of the tire 21 approaches the calibrated tire pressure P until P0=P.

[0065] When the difference is positive (i.e., the calibrated tire pressure P is greater than the real-time tire pressure P0), the tire pressure controller controls the air intake solenoid valve 32 to open the air path connected to the tire 21 to inflate the tire 21 until the pressure in the tire 21 reaches the calibrated tire pressure P and then stops inflating.

[0066] When the difference is a negative value (i.e., the calibrated tire pressure P is less than the real-time tire pressure P0), the tire pressure controller controls the deflation solenoid valve 33 to open the pressure relief passage to discharge the gas in the tire 21 until the pressure in the tire 21 reaches the calibrated tire pressure P and then stops deflation.

[0067] In some alternative embodiments: See Figure 7 and Figure 8 As shown, an embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, and the tire pressure regulating unit of the wheel end assembly also includes an air cylinder 31 connected to an intake solenoid valve 32 and a deflation solenoid valve 33, and a pressure stabilizing valve 35 and a boosting valve 36 are connected between the air cylinder 31 and the intake solenoid valve 32. The pressure stabilizing valve 35 is used to stabilize the air pressure output by the air cylinder 31 and then connect to the boosting valve 36, and the boosting valve 36 boosts the stabilized air pressure and outputs it to the intake solenoid valve 32.

[0068] The tire pressure regulating unit further includes a bridge end solenoid valve 37 connected to the vehicle axle, and a plurality of bridge end solenoid valves 37 are provided. The plurality of bridge end solenoid valves 37 are respectively fixed at both ends of each vehicle axle, and the bridge end solenoid valves 37 are connected to the rotary air seal 22 of each wheel end assembly through the air passage 34. Each bridge end solenoid valve 37 is respectively connected to the rotary air seal 22 of the wheel end assembly of a single tire 21 to inflate the single tire 21.

[0069] The gas pressure in the air reservoir 31 is in a changing state, and the air pressure range is 800-1200 kPa. The pressure stabilizing valve 35 stabilizes the compressed air discharged from the air reservoir 31 to 600 kPa. The pressure stabilizing valve 35 is used to prevent the pressure fluctuation of the air reservoir 31 from adversely affecting the inflation of the tire 21. After the compressed air stabilized by the pressure stabilizing valve 35 enters the boosting valve 36, the boosting valve 36 boosts the compressed air to 1200 kPa to meet the pressure requirement of the tire 21.

[0070] When the tire pressure regulating unit inflates the axle wheel end unit, the airflow direction between the tire pressure regulating unit and the axle wheel end unit is as follows: the compressed air in the air storage cylinder 31 passes through the pressure regulating valve 35, the boost valve 36, the air intake solenoid valve 32, the air path 34, the axle end solenoid valve 37, the air path 34, the rotary air seal 22, and the valve nozzle 23 in sequence, and then enters the tire 21 to inflate the tire 21, thereby increasing the tire pressure of the tire 21.

[0071] When the tire pressure regulating unit deflates the axle wheel end unit, the airflow direction between the tire pressure regulating unit and the axle wheel end unit is as follows: the compressed air in the tire 21 passes through the valve nozzle 23, the rotary air seal 22, the air path channel 34, the axle end solenoid valve 37, the air path channel 34, and the deflation solenoid valve 33 in sequence and then is discharged into the atmosphere, thereby reducing the tire pressure of the tire 21.

[0072] In some alternative embodiments: See Figure 7 and Figure 8 As shown, an embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions, and the acceleration data monitored by the tire sensor 19 of the wheel end assembly includes obtaining the radial acceleration of the tire and the centripetal acceleration of the tire.

[0073] The tire pressure controller calculates the tire contact footprint length a based on the radial acceleration, and calculates the tire rolling speed V based on the centripetal acceleration. The tire pressure controller establishes a functional relationship based on the footprint length a, rolling speed v and real-time tire pressure P0 to obtain the vertical load F on the tire. Z .

[0074] Vertical load F on tire Z =f(P0, v, a);

[0075] Where: P0 is the real-time tire pressure; V is the rolling speed of the tire when it rolls; a is the length of the footprint of the tire when it rolls.

[0076] Imprint length

[0077] Where:

[0078] a is the length of the tire's contact patch when it rolls;

[0079] R0 is the free rolling radius of the tire;

[0080] F Z is the tire vertical force;

[0081] C Z is the vertical stiffness of the tire;

[0082] a1 and b1 are the coefficients to be fitted;

[0083] m and n are the number of fits to be performed.

[0084] How it works

[0085] The embodiment of the present application provides a wheel end assembly with wheel load and air pressure sensing functions. Since the wheel end assembly with wheel load and air pressure sensing functions of the present application is provided with a tire 21, the tire 21 includes: a crown 10, an anti-eccentric wear belt 11 is embedded inside the crown 10, and the anti-eccentric wear belt 11 includes a first belt layer 12, a second belt layer 13, a third belt layer 14 and a fourth belt layer 15 stacked in sequence from the inside to the outside; the angle α between the first belt layer 12 and the tire circumference is 15° to 30°, and the angle α between the second belt layer 13 and the tire circumference is 15° to 30°. The angle β is 20°~40°, and the angle directions of the second belt layer 13 and the first belt layer 12 are opposite; the third belt layer 14 includes a third belt left layer 14a and a third belt right layer 14c, which are arranged at intervals, and a third belt middle layer 14b located between the third belt left layer 14a and the third belt right layer 14c, and the angle δ between the third belt middle layer 14b and the tire circumferential direction is 0°~2°; the angle between the fourth belt layer 15 and the tire circumferential direction is θ, and the angle θ is 15°~30°.

[0086] Therefore, the wheel end assembly with wheel load and air pressure sensing function of the present application is embedded with an anti-eccentric wear belt 11 in the crown 10 of the tire 21, and the anti-eccentric wear belt 11 has four layers, namely the first belt layer 12, the second belt layer 13, the third belt layer 14 and the fourth belt layer 15. The angle α between the first belt layer 12 and the circumference of the tire is 15° to 30°, the angle β between the second belt layer 13 and the circumference of the tire is 20° to 40°, and the angle between the fourth belt layer 15 and the circumference of the tire is θ. The angle θ is 15° to 30° to constrain the crown 10 profile of the tire 21, and increase the lateral force of the crown 10, so that the ground contact shape of the crown 10 is approximately rectangular, which is beneficial to the wear and anti-eccentric wear performance of the tire 21.

[0087] In addition, the third belt layer 14 includes a third belt left layer 14a and a third belt right layer 14c, which are arranged at intervals and have an angle γ of 30° to 60° with the tire circumference, and a third belt middle layer 14b, which is located between the third belt left layer 14a and the third belt right layer 14c and has an angle δ of 0° to 2° with the tire circumference. The third belt middle layer 14b improves the rigidity of the middle part of the crown, prevents the crown 10 from being worn too quickly when the tire pressure is too high, and can prevent sharp objects from piercing. The third belt left layer 14a and the third belt right layer 14c improve the strength of both sides of the crown 10, inhibit the deformation of the crown 10, make the ground contact pressure more uniform, and improve the service life and wear mileage of the tire 21.

[0088] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0089] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0090] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A wheel end assembly with wheel load and air pressure sensing functions, characterized in that: include: A tire (21), the tire (21) comprising: A tread crown (10), wherein an anti-eccentric wear belt (11) is embedded inside the tread crown (10), and the anti-eccentric wear belt comprises a first belt layer (12), a second belt layer (13), a third belt layer (14) and a fourth belt layer (15) stacked in sequence from the inside to the outside; The angle α between the first belt layer (12) and the tire circumference is 15° to 30°, the angle β between the second belt layer (13) and the tire circumference is 20° to 40°, and the angles of the second belt layer (13) and the first belt layer (12) are opposite; The third belt layer (14) comprises a third belt left layer (14a) and a third belt right layer (14c) which are arranged at intervals and have an angle γ of 30° to 60° with the tire circumferential direction, and a third belt middle layer (14b) which is located between the third belt left layer (14a) and the third belt right layer (14c) and has an angle δ of 0° to 2° with the tire circumferential direction; The angle between the fourth belt layer (15) and the tire circumferential direction is θ, and the angle θ is in the range of 15° to 30°.

2. A wheel end assembly with wheel load and air pressure sensing functions as claimed in claim 1, characterized in that: A plurality of evenly distributed grooves (16) are arranged on the top of the tread crown (10), and the grooves (16) divide the tread crown (10) into a plurality of arc surfaces (17), each of the arc surfaces (17) protrudes toward the outer side of the tire cavity of the tire (21), and the radius of each of the arc surfaces (17) is 1000 mm to 30000 mm.

3. A wheel end assembly with wheel load and air pressure sensing functions as claimed in claim 2, characterized in that: Among the plurality of arc surfaces (17), the distance between the vertex of the arc surface located on the tread crown (10) close to the tread shoulder (18) and the center of the tire (21) is greater than the distance between the vertex of the arc surface located on the tread crown (10) far from the tread shoulder (18) and the center point of the tire (21).

4. A wheel end assembly with wheel load and air pressure sensing functions as claimed in claim 3, characterized in that: The number of the arc surfaces (17) is an odd number, and the line connecting the vertices of the arc surfaces located on the tread crown (10) close to the tread shoulder (18) and the vertices of the arc surfaces (17) located at the center of the tread crown (10) forms an arc line that is concave toward the inside of the tire cavity of the tire (21), and the radius of the arc line is 1000 mm to 5000 mm.

5. The wheel end assembly with wheel load and air pressure sensing functions as claimed in claim 1, characterized in that: The widths of the first belt layer (12), the second belt layer (13), the third belt layer (14) and the fourth belt layer (15) gradually decrease, and the steel wire diameters of the first belt layer (12) and the second belt layer (13) are greater than the steel wire diameters of the third belt layer (14) and the fourth belt layer (15).

6. A wheel end assembly with wheel load and air pressure sensing functions as claimed in claim 1, characterized in that , also includes: A wheel load sensing unit, the wheel load sensing unit comprising a tire sensor (19) built into a tire (21) for acquiring tire temperature, tire pressure and acceleration data of the tire in real time, the tire sensor (19) being connected to a tire pressure controller for processing the tire temperature, tire pressure and acceleration data to obtain tire load.

7. A wheel end assembly with wheel load and air pressure sensing functions as claimed in claim 6, characterized in that , also includes: An axle wheel end unit, the axle wheel end unit comprising a wheel hub assembly mounted on the axle, the wheel hub assembly being mounted with the tire (21), the wheel hub assembly being connected with a rotary air seal (22), the rotary air seal (22) being connected with a valve (23) of the tire (21) via an air passage (34); A tire pressure regulating unit, the tire pressure regulating unit comprising an air intake solenoid valve (32) for inflating the tire (21) and a deflation solenoid valve (33) for deflation of the tire (21), the air intake solenoid valve (32) and the deflation solenoid valve (33) both being connected to the tire pressure controller.

8. A wheel end assembly with wheel load and air pressure sensing functions as claimed in claim 7, characterized in that: The tire pressure controller comprises a processor and a memory, the processor being used to obtain the tire load of each wheel position tire (21) according to tire temperature, tire pressure and acceleration data processing, and the memory being used to store the calibrated tire pressure corresponding to the tire load of the tire (21); When the absolute value of the difference between the calibrated tire pressure and the real-time tire pressure exceeds a set threshold, the tire pressure controller controls the tire pressure adjustment unit to control the inflation and deflation of the tire (21) so that the real-time tire pressure of the tire (21) tends to the calibrated tire pressure.

9. A wheel end assembly with wheel load and air pressure sensing functions as claimed in claim 7, characterized in that: The tire pressure regulating unit further comprises an air storage cylinder (31) connected to the air intake solenoid valve (32) and the air release solenoid valve (33); a pressure stabilizing valve (35) and a pressure boosting valve (36) are connected between the air storage cylinder (31) and the air intake solenoid valve (32); the pressure stabilizing valve (35) is used to stabilize the air pressure output by the air storage cylinder (31) and then connect to the pressure boosting valve (36); the pressure boosting valve (36) boosts the stabilized air pressure and then outputs it to the air intake solenoid valve (32).

10. A wheel end assembly with wheel load and air pressure sensing functions as claimed in claim 6, characterized in that: The acceleration data monitored by the tire sensor (19) includes the radial acceleration of the tire (21) and the centripetal acceleration of the tire (21); The tire pressure controller calculates the length of the tire contact footprint when the tire rolls according to the radial acceleration, and calculates the rolling speed of the tire when the tire rolls according to the centripetal acceleration; The tire pressure controller establishes a functional relationship based on the footprint length, rolling speed and real-time tire pressure to obtain the vertical load on the tire (21).

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