A wheel hub assembly and a wheel mechanism capable of air inflation and deflation, and a vehicle

Abstract

The application relates to a wheel hub assembly capable of realizing air charging and discharging, a wheel mechanism and an automobile, and belongs to the technical field of automobiles. The application solves the problem that the current wheel hub with an active air charging function is inconvenient to disassemble and assemble, and comprises a wheel hub body and a brake disc. The wheel hub body comprises a wheel rim, a wheel hub disc and a plurality of spokes arranged between the wheel rim and the wheel hub disc. The wheel rim is provided with a gas interface. The wheel hub disc is provided with a gas cavity on the disc surface facing the brake disc. The gas cavity is communicated with a gas passage. A gas pipeline is arranged between the gas passage and the gas interface. The brake disc is fixed with a gas joint on the disc surface facing the wheel hub disc. The gas joint is communicated with the gas cavity. The gas joint is used for being connected with a gas source arranged on the vehicle. A first sealing element arranged on the periphery of the gas cavity is further arranged between the brake disc and the wheel hub body. The wheel hub assembly is convenient to disassemble and assemble.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically to a wheel hub assembly and wheel mechanism capable of inflation and deflation, and an automobile. Background Technology

[0002] With the rapid development of the automotive industry, the number of cars on the road has also increased rapidly. Car owners often encounter situations where their tires are underinflated but cannot be inflated quickly enough, or where prolonged driving in high-temperature environments causes other tire pressures to rise.

[0003] Driving a vehicle for an extended period of time with tires that are too low or too high in pressure can damage the tires, and in severe cases, cause a tire blowout, leading to dangerous situations such as vehicle rollover.

[0004] Existing wheel hubs cannot enable the inflation and deflation of tires through non-valve parts when the car is in motion, without external assistance. In other words, tire pressure cannot be adjusted while the car is in motion.

[0005] Existing technology allows for the inflation and deflation of tires by attaching an inflation / deflation line to the outside of the wheel hub. However, this technology has the problem that the wheel hub cannot be quickly removed. When removing the wheel hub, it is necessary to disassemble the relevant lines at the same time, which increases the difficulty of operation and requires a high level of skill from the operator. Summary of the Invention

[0006] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a wheel hub assembly, method, wheel, and automobile that can realize inflation and deflation, which can over-inflate and deflate during automobile movement and is easy to disassemble.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solution: In a first aspect, embodiments of the present invention provide a wheel hub assembly capable of inflation and deflation, comprising a wheel hub body and a brake disc. The wheel hub body includes a rim, a wheel disc, and a plurality of spokes disposed between the rim and the wheel disc. The rim is provided with a gas inlet, the wheel disc has a gas channel, and the disc surface facing the brake disc has a gas chamber that communicates with the gas channel. A gas pipeline is provided between the gas channel and the gas inlet. A gas connector is fixed to the disc surface facing the wheel disc and communicates with the gas chamber. The gas connector is used to connect to a gas source provided in the vehicle. A first sealing element disposed around the gas chamber is also provided between the brake disc and the wheel hub body.

[0008] Optionally, the first seal is a first rubber sealing ring disposed between the hub disc and the brake disc.

[0009] Optionally, the wheel hub disc has a sealing element mounting groove on its surface, and the first sealing element is fixed in the sealing element mounting groove.

[0010] Optionally, the gas connector is located at an off-center position on the brake disc.

[0011] Optionally, the gas connector is detachably and fixedly connected to the brake disc.

[0012] Optionally, the brake disc has an internal threaded hole, and the gas connector has an external thread structure that matches the internal threaded hole. The gas connector is threadedly fixed to the brake disc through the external thread structure and the internal threaded hole. The gas connector has a flow channel that runs through it along its axial direction.

[0013] Optionally, the gas connector is a connector bolt, with a flow channel running through the bolt along the axial direction. The shank of the connector bolt is threaded to the brake disc, and a second seal is provided between its head and the surface of the brake disc.

[0014] Optionally, the second seal may be a second rubber sealing ring.

[0015] Optionally, the gas connector passes through the brake disc and is welded to the brake disc for fixation.

[0016] Optionally, one end of the gas pipeline is detachably and fixedly connected to a gas interface, and the other end of the gas pipeline is detachably and fixedly connected to a gas channel.

[0017] Optionally, the gas pipeline is a flexible pipe with an outer diameter larger than the diameter of the gas interface and the diameter of the gas channel. One end of the gas pipeline is inserted into the gas interface and is interference-fitted with the gas interface, and the other end of the gas pipeline is inserted into the gas channel and is interference-fitted with the gas channel.

[0018] Optionally, the gas pipeline is a rigid pipe with flexible joints at both ends. One flexible joint is inserted into the gas interface and is press-fitted with the gas interface, while the other flexible joint is inserted into the gas channel and is press-fitted with the gas channel 6.

[0019] Optionally, the gas pipeline is a rigid metal pipe, one end of which is welded and fixed to the wheel rim and connected to the gas interface, and the other end is welded and fixed to the brake disc and connected to the gas channel.

[0020] Optionally, the air chamber is a cylindrical cavity with its axis perpendicular to the surface of the wheel hub disk. One end of the gas channel extends to the circumference of the wheel hub disk and is connected to the gas pipeline, while the other end extends to the circumference of the air chamber and communicates with the air chamber.

[0021] Optionally, the gas interface is disposed on the rim groove of the rim, with one end of the gas interface extending to the outer circumferential surface of the rim and the other end extending to the inner circumferential surface of the rim.

[0022] Secondly, embodiments of the present invention provide a wheel mechanism, including a hub assembly capable of inflation and deflation as described in the first aspect, with a tire provided on the outer side of the rim.

[0023] Thirdly, embodiments of the present invention provide an automobile, including a wheel mechanism as described in the second aspect, wherein a gas connector is connected to a gas source provided in the automobile via a connecting component, and the gas source is connected to an automobile controller.

[0024] Optionally, the connecting component adopts an airtight bearing, which includes an outer ring and an inner ring located inside the outer ring. The outer ring and the inner ring are rotatably connected by multiple balls to form an annular gas chamber. The outer ring is fixedly installed and connected to the gas source pipeline, and the gas source pipeline is connected to the annular gas chamber. The inner ring is fixedly connected to the brake disc and has a connecting channel. One end of the connecting channel is connected to the gas connector, and the other end is connected to the annular gas chamber.

[0025] The beneficial effects of this invention are as follows: This invention relates to a wheel hub assembly capable of inflating and deflating tires. A gas pipeline is installed between the gas inlet of the wheel rim and the air intake channel of the wheel disc. The air intake channel communicates with an air chamber, which in turn communicates with a gas connector on the brake disc. The gas connector connects to the vehicle's air source. The gas connector, air chamber, air channel, and gas pipeline form a channel for inflating and deflating the tires. Inflation and deflating can be performed using the vehicle's air source both when the vehicle is stopped and when it is moving, thus achieving tire pressure regulation during vehicle operation. This ensures the tire pressure meets the requirements of driving conditions, preventing tire damage during driving. Furthermore, the gas pipeline connects between the wheel rim and the wheel disc, and the air chamber communicates with the gas connector through the fit between the wheel disc and the brake disc. The gas pipeline and the gas connector are not directly connected, and the gas pipeline can be disassembled along with the wheel hub. When disassembling the wheel hub, there is no need to disassemble the related pipeline, enabling quick wheel hub removal with low operational difficulty and reduced skill requirements for operators.

[0026] The present invention provides a wheel hub assembly capable of inflation and deflation. A first seal is provided between the wheel hub disc and the brake disc. After the wheel hub is assembled, the first seal is tightly fitted to the brake disc surface, sealing the space between the wheel hub disc and the brake disc and blocking the path for gas leakage. This effectively prevents gas leakage from the gap between the wheel hub disc and the brake disc during inflation and deflation. This ensures the stability of the internal air pressure during inflation and deflation, guarantees inflation and deflation efficiency, and prevents the wheel hub from failing to reach the preset inflation pressure due to gas leakage, thus preventing inflation and deflation failure. Simultaneously, it prevents external impurities such as mud, dust, and sand from entering the mating gap between the wheel hub disc and the brake disc, reducing wear, jamming, and corrosion of the sealing surface caused by impurity accumulation. This protects the internal air passage structure from contamination, extends the service life of the seal and the wheel hub assembly as a whole, and improves the reliability and environmental adaptability of the entire inflation and deflation wheel hub assembly.

[0027] This invention relates to a wheel hub assembly capable of inflation and deflation. One end of the gas channel connects to the circumferential surface of the gas chamber, while the other end extends to the circumferential surface of the wheel hub disc. During manufacturing, only machining is required to create the gas chamber on the end face of the wheel hub disc. The gas channel, connecting the circumferential surface of the wheel hub disc to the gas chamber, eliminates the need for complex pre-embedded pipes, welded pipework, or separate sealing assemblies. The manufacturing process is simple and clear, with a concise and controllable process path. Conventional machining equipment can complete the forming of all cavities and channels, minimizing reliance on tooling fixtures and special molds, thus facilitating mass industrial production. This design ensures dimensional accuracy and reliable connectivity of the gas chamber and gas channel, reducing the risk of dimensional deviations and sealing failures caused by multiple process transitions. It also effectively simplifies the overall manufacturing process, shortens part processing time, reduces processing difficulty, decreases scrap rates, and significantly reduces the overall manufacturing cost of the wheel hub assembly. Furthermore, it facilitates subsequent assembly, inspection, and maintenance, thereby improving product production efficiency and market competitiveness. Attached Figure Description

[0028] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0029] Figure 1 This is a cross-sectional view of the overall structure of Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the gas pipeline distribution inside the hub body according to Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the gas mechanism on the brake disc in Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the gas channel and gas chamber arranged on the wheel hub disk according to Embodiment 1 of the present invention; Among them, 1. hub body, 2. brake disc, 3. gas pipeline, 4. first rubber sealing ring, 5. gas interface, 6. gas passage, 7. gas chamber, 8. gas connector; 101. Rim, 102. Hub disc, 103. Spokes. Detailed Implementation

[0030] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should be understood that the accompanying drawings and embodiments of this application are for illustrative purposes only and are not intended to limit the scope of protection of this application.

[0031] During daily vehicle operation, abnormal changes in tire pressure are a significant threat to driving safety. When tire pressure is too low, the bending stress on the tire sidewall increases dramatically, causing repeated fatigue deformation of the tire cords. This not only accelerates fatigue damage to the internal tire structure but also significantly increases rolling resistance and fuel consumption. More seriously, under high-speed driving or sharp cornering conditions, low-pressure tires are prone to uncontrolled heat buildup, leading to tire blowouts and endangering vehicle safety. When tire pressure is too high, the contact area between the tire and the ground decreases, the coefficient of friction drops, braking distance increases, and wear in the central tire area accelerates, affecting tire lifespan. Furthermore, under prolonged high-load driving, high-temperature road conditions, or frequent braking, the internal tire pressure continues to rise due to thermal expansion, also posing a risk of tire blowout.

[0032] The existing tire pressure adjustment method mainly relies on manual inflation and deflation through the valve on the rim 101. This method is completely dependent on external tools and cannot achieve dynamic real-time adjustment during vehicle operation, nor can it actively optimize tire pressure according to road conditions and driving conditions.

[0033] While some commercial and military vehicles are equipped with central tire inflation / deflation systems that allow for tire pressure regulation during vehicle operation, the fixed connection between the inflation / deflation lines and the wheel hub hinders quick wheel hub removal and installation. In existing technology, inflation / deflation lines are typically rigidly connected to the wheel hub via threaded joints, clips, or welding, making them an integral part of the wheel hub assembly. When tire replacement or wheel maintenance is required, the inflation / deflation lines and all their connections must be disassembled before the wheel hub can be removed. This operation not only requires specialized tools and a high level of technical skill, significantly increasing maintenance time and labor costs, but also frequently disassembling and reassembling the inflation / deflation line joints easily damages the seals and threads, leading to a gradual deterioration of the system's sealing performance and a reduction in the overall lifespan of the inflation / deflation system. This deficiency is particularly pronounced in scenarios requiring frequent tire changes, such as off-road vehicles frequently adjusting tire specifications according to road conditions or racing cars changing tires to different wear levels.

[0034] This embodiment addresses the aforementioned technical problems by providing a wheel hub assembly and wheel structure capable of inflation and deflation, as well as an automobile. By setting an air chamber 7 on the disc surface of the wheel hub disc 102 facing the brake disc 2, and fixing an air connector 8 on the brake disc 2 to connect it to the air chamber 7, and simultaneously setting a first sealing element around the air chamber 7, the air passage connection and sealing functions are integrated within the contact interface between the wheel hub disc 102 and the brake disc 2, thus solving the aforementioned problem of inconvenient wheel hub disassembly.

[0035] The following describes this implementation method in detail with reference to specific examples.

[0036] Example 1 This embodiment provides a wheel hub assembly capable of inflation and deflation, adaptable to the wheel mechanisms of various passenger cars, commercial vehicles, and special vehicles. It can actively inflate and deflate tires via an on-board air source while the vehicle is stationary or in motion, while maintaining the same quick installation and removal characteristics as ordinary wheel hubs. By embedding the air passage connection structure between the inflation / deflation pipeline connected to the wheel hub and the on-board air source into the contact interface between the wheel hub disc 102 and the brake disc 2, the axial displacement action during wheel hub installation and removal is used to automatically connect and disconnect the air passage, thereby completely eliminating the cumbersome steps of additional disassembly and assembly of the inflation / deflation pipeline during installation and removal.

[0037] like Figures 1-4 As shown, the wheel hub assembly capable of inflation and deflation in this embodiment includes a wheel hub body 1 and a brake disc 2. The wheel hub body 1 is the main structural component of the wheel hub assembly, consisting of a wheel rim 101, a wheel disc 102, and a plurality of spokes 103 connecting the wheel rim 101 and the wheel disc 102.

[0038] The rim 101 is the outer ring part of the hub body 1, used to install the tire and together with the tire to form a sealed tire air chamber.

[0039] The wheel hub disc 102 is the central disc of the wheel hub body 1. Its side facing the brake disc 2 is used to cooperate with the brake disc 2. The wheel hub is connected to the axle through the wheel hub disc 102.

[0040] Multiple spokes 103 are evenly distributed around the circumference of the wheel hub 102, connecting the wheel rim 101 and the wheel hub 102 into one unit, and bearing the radial force and bending moment transmission of the wheel.

[0041] The brake disc 2 is mounted on the outer ring of the wheel hub bearing and is axially fixed to the wheel hub body 1 by wheel bolts, and rotates together with the wheel.

[0042] The structure and fitting method of the wheel hub body 1 and the brake disc 2 can be achieved using existing technology, and further technical details will not be described in detail here.

[0043] This embodiment improves the structure of the wheel hub body 1 and the brake disc 2, specifically: In this embodiment, a gas interface 5 is provided on the rim 101, a gas channel 6 is provided on the hub disc 102, a gas chamber 7 is provided on the disc surface of the hub disc 102 facing the brake disc 2, a gas pipeline 3 is provided between the other interfaces and the gas channel 6, a gas connector 8 is fixed on the disc surface of the brake disc 2 facing the hub disc 102, and a first sealing element is provided around the gas chamber 7. The first sealing element is fixed to the disc surface of the hub disc 102 and seals against the disc surface of the brake disc 2. The gas connector 8 is connected to the gas chamber 7, thereby constructing a complete gas flow path from the gas source through the brake disc 2, the internal channel of the hub disc 102, and down to the tire air chamber.

[0044] Gas interface 5 is provided on rim 101, serving as a connecting channel between gas pipeline 3 and tire chamber.

[0045] The gas interface 5 is installed through the wall thickness of the rim 101. One end of it opens into the outer ring surface of the rim 101 and is directly connected to the inside of the tire air chamber; the other end opens into the inner ring surface of the rim 101 and is connected to one end of the gas pipeline 3.

[0046] In this embodiment, the gas interface 5 is preferably located on the rim groove of the rim 101, that is, in the recessed groove bottom area in the middle of the cross section of the rim 101.

[0047] The gas interface 5 is located at the bottom of the rim groove. This position is deep in the tire bead sealing area after the tire is installed. This position does not interfere with the sealing and seating of the tire bead at the flange of the rim 101, nor does it affect the overall strength of the rim 101. At the same time, this position is far away from the outer end face of the rim 101, and the possibility of being hit by flying stones and external impacts is low, which helps to protect the gas interface 5 from damage.

[0048] The inner diameter of the gas interface 5 should match the outer diameter of the gas pipeline 3 to ensure a reliable connection and seal after the gas pipeline 3 is inserted.

[0049] Furthermore, the wall thickness distribution at the bottom of the rim groove varies depending on the design specifications of the rim 101. The opening position of the gas interface 5 should be selected in the area with the largest wall thickness at the bottom of the rim groove in order to minimize the impact of the opening on the cross-sectional strength of the rim 101.

[0050] In this embodiment, the gas interface 5 is located at the bottom of the rim groove, with one end extending to the outer ring surface of the rim 101 and opening directly into the tire air chamber; the other end extends to the inner ring surface of the rim 101 and connects to one end of the gas pipeline 3.

[0051] Gas interface 5 extends through rim 101 along the wall thickness direction of rim 101. Gas interface 5 is a channel for gas flow between tire chamber and gas pipeline 3.

[0052] It is understood that the axis of the gas interface 5 can be perpendicular to the outer ring surface of the rim 101 (i.e., along the radial direction of the rim 101), or it can be tilted at a certain angle relative to the radial direction of the rim 101 to adapt to the direction of the gas pipeline 3 and the wall thickness distribution of the rim 101. Those skilled in the art can set it according to actual needs, and it will not be described in detail here.

[0053] The gas passage 6 is located inside the hub disc 102 and is an internal channel connecting the gas pipe 3 and the gas chamber 7.

[0054] One end of the gas passage 6 extends to the outer peripheral surface of the hub disc 102, forming an outer opening of the gas passage 6, which is connected to the end of the gas pipe 3. The other end of the gas passage 6 extends to the peripheral surface of the air chamber 7, forming an inner opening of the gas passage 6, which is directly connected to the internal space of the air chamber 7.

[0055] The gas passage 6 inside the hub disk 102 can be designed as a straight channel or a broken channel according to the specific geometry of the hub disk 102, so as to avoid existing structures such as bolt holes and weight reduction holes on the hub disk 102.

[0056] One end of the gas passage 6 extends to the outer circumferential surface of the hub disk 102. This port is located on the cylindrical side of the hub disk 102, near the root of the spoke 103. This facilitates the gas pipeline 3 to extend from this port along the spoke 103 to the gas interface 5 at the bottom of the rim groove. The pipeline is smooth and does not have sharp bends or excessive bends, which helps to reduce gas flow resistance and pipeline fatigue stress.

[0057] The other end of the gas channel 6 extends to the circumference of the gas chamber 7, that is, on the cylindrical side wall of the gas chamber 7, rather than the bottom wall of the gas chamber 7.

[0058] By placing the opening of the gas channel 6 on the side wall of the gas cavity 7 rather than the bottom wall, the gas channel 6 can be a straight channel. During processing, the gas cavity 7 only needs to be machined on the end face of the wheel hub disk 102 using machining methods. The gas channel 6, which connects to the gas cavity 7 on the circumference of the wheel hub disk 102, does not require complex pre-embedded pipelines, welded pipelines, or separate sealing assemblies and other special processes. The processing steps are simple and clear, and the process path is concise and controllable. Conventional machining equipment can complete the forming of all cavities and channels. The dependence on tooling fixtures and special molds is low, which is conducive to mass industrial production. This not only ensures the dimensional accuracy and connectivity reliability of the gas cavity 7 and the gas channel 6, but also reduces the risk of dimensional deviations and sealing failures caused by multiple process conversions. It also effectively simplifies the overall processing flow, shortens the part processing time, reduces processing difficulty, reduces scrap rate, and significantly reduces the overall processing and manufacturing cost of the wheel hub assembly. At the same time, it facilitates subsequent assembly, inspection, and maintenance, which helps to improve the production efficiency and market competitiveness of the product.

[0059] The air chamber 7 is located on the surface of the wheel hub disc 102 facing the brake disc 2, and is a recessed cavity extending from the disc surface into the wheel hub disc 102.

[0060] In this embodiment, the air chamber 7 is in the form of a cylindrical cavity with a circular cross-section and its axis is perpendicular to the disk surface of the hub disk 102, that is, the axis of the air chamber 7 is parallel to the axis of the hub disk 102.

[0061] The cylindrical air cavity 7 has a simple manufacturing process and can be obtained by drilling holes in the mating surface of the wheel hub disc 102 using a conventional drilling machine or machining center. No complex special molds are required, making it easy to integrate into existing wheel hub production lines. The diameter and depth of the air cavity 7 can be determined according to actual conditions. The position of the air cavity 7 precisely corresponds to the position of the gas connector 8 on the brake disc 2, ensuring that the gas connector 8 can accurately communicate with the air cavity 7 when the wheel hub body 1 and the brake disc 2 are axially aligned and installed.

[0062] The air chamber 7 serves as a collection chamber for gas on the side of the wheel hub disk 102. The gas input from the gas connector 8 first enters the air chamber 7. The gas in the air chamber 7 then flows into the gas channel 6 through the inner opening of the gas channel 6, flows along the gas channel 6 towards the outer circumference of the wheel hub disk 102, and finally flows out from the outer opening of the gas channel 6, enters the gas pipe 3, and then flows through the gas pipe 3 to the gas interface 5, and finally enters the tire air chamber to complete the inflation.

[0063] When releasing gas, the gas flows in the opposite direction.

[0064] The aforementioned air passage connection node is built into the mating surface of the wheel hub disc 102 and the brake disc 2, so that the air passage connection depends entirely on the axial fit between the wheel hub body 1 and the brake disc 2, rather than on the threaded connection or snap-lock of the external pipe joint, thus realizing the linkage between the air passage connection and the wheel hub disassembly and assembly.

[0065] The gas connector 8 is fixed on the surface of the brake disc 2 facing the wheel hub disc 102. One end of the gas connector 8 is connected to the air chamber 7 of the wheel hub disc 102, and the other end is used to connect to the vehicle's air source.

[0066] The gas connector 8 is used to introduce the gas output from the gas source into the gas chamber 7 when the brake disc 2 is in contact with the wheel hub disc 102, and automatically disengages from the gas chamber 7 when the wheel hub is removed, as the wheel hub body 1 moves out axially, without any additional unlocking operation.

[0067] To avoid interference between the gas connector 8 and the layout of the wheel hub center shaft hole and wheel locking bolts, the gas connector 8 is set at an off-center position on the brake disc 2, that is, the axis of the gas connector 8 is offset from the rotation axis of the brake disc 2 by a set radial distance and is arranged in the non-central area of ​​the brake disc 2.

[0068] The eccentric arrangement allows the gas connector 8 to be flexibly installed in the empty area between the bolt holes on the brake disc 2, without affecting the arrangement and tightening of the wheel bolts, nor the braking function area of ​​the brake disc 2. The installation position of the gas connector 8 on the brake disc 2 strictly corresponds to the position of the air chamber 7 opened on the wheel hub disc 102. After the wheel hub assembly is completed, the wheel hub body 1 and the brake disc 2 are coaxially aligned, and the air chamber 7 is connected to the gas connector 8.

[0069] In this embodiment, the gas connector 8 and the brake disc 2 are detachably and fixedly connected. Preferably, the gas connector 8 and the brake disc 2 are detachably and fixedly connected by a threaded connection. Specifically: The brake disc 2 has an internal threaded hole that penetrates both sides of the brake disc 2 at the installation position of the gas connector 8. The axis of the internal threaded hole is perpendicular to the surface of the brake disc 2.

[0070] The gas connector 8 is provided with an external thread structure that matches the internal thread hole. The gas connector 8 is screwed into the internal thread hole through its external thread structure and tightened, thereby being threadedly fixedly connected to the brake disc 2.

[0071] The gas connector 8 has a flow channel extending through it along its axial direction. This flow channel is the passage for gas to flow inside the gas connector 8. One end of the flow channel opens to the end face of the gas connector 8 that connects to the gas chamber 7, and the other end opens to the end face of the other end of the gas connector 8, for connection to a gas source.

[0072] The inner diameter of the flow channel inside the gas connector 8 should meet the charging and discharging flow requirements to ensure that the charging and discharging rate meets the actual usage requirements.

[0073] Furthermore, in this embodiment, the gas connector 8 is a connector bolt.

[0074] A connector bolt is a hollow bolt with a flow channel running through it along the axial direction. Its shank has external threads on its outer circumference, and its head is a polygonal or hexagonal structure for applying torque.

[0075] The shank of the connector bolt is threaded to the internal threaded hole of the brake disc 2 via an external thread. After tightening, the shank protrudes from the disc surface of the brake disc 2 away from the wheel hub disc 102, and is used to connect to the vehicle's air source through a pipeline.

[0076] The head of the connector bolt is located inside the air chamber 7.

[0077] A second sealing element is provided between the head of the connector bolt and the surface of the brake disc 2. The second sealing element is used to seal between the head of the connector bolt and the surface of the brake disc 2. The second sealing element is compressed between the head end face and the surface of the brake disc 2 by the clamping force of the head of the connector bolt, forming an end face seal between the head of the connector bolt and the surface of the brake disc 2, preventing gas from leaking along the gap between the head of the connector bolt and the surface of the brake disc 2.

[0078] The second seal is preferably a second rubber sealing ring, such as an oil- and heat-resistant nitrile rubber or fluororubber O-ring, or a sealing gasket in the form of a flat gasket.

[0079] Those skilled in the art can select the type of second rubber sealing ring according to actual needs, which will not be described in detail here.

[0080] The second rubber sealing ring is fitted at the root of the joint bolt shank near the head. When the joint bolt is screwed into the internal threaded hole of the brake disc 2 and tightened, the second rubber sealing ring is compressed and deformed, forming a stable elastic sealing interface between the head of the joint bolt and the surface of the brake disc 2.

[0081] The connector bolts are fixed to the brake disc 2 by threaded connection, which has the advantages of convenient installation and disassembly. When the connector bolts are worn or damaged due to long-term use, the connector bolts can be replaced separately without replacing the entire brake disc 2, thus reducing maintenance costs.

[0082] Understandably, in application scenarios where higher requirements are placed on the connection strength and sealing reliability between the gas connector 8 and the brake disc 2, the gas connector 8 can be fixed to the brake disc 2 by a non-removable welding method instead of a threaded connection.

[0083] Specifically, the gas connector 8 is a metal pipe that passes through the mounting hole on the brake disc 2 and is welded to the brake disc 2 in a fully circumferential seal. The weld seam completely fills the connection gap between the gas connector 8 and the brake disc 2, completely eliminating the potential leakage risk of thread gaps in threaded connections, resulting in extremely high sealing reliability.

[0084] The welding fixing method is suitable for scenarios where the joint strength requirement is extremely high and the gas connector 8 does not need to be replaced separately, such as heavy-duty commercial vehicles or special vehicles. When using the welding fixing method, since the gas connector 8 and the brake disc 2 form an integrated structure, there is no need for a second seal to seal the thread gap, resulting in a simpler structure.

[0085] The welding and threaded connection methods are completely identical in terms of overall air circuit connectivity and quick wheel hub assembly / disassembly principles. The only difference lies in the fixing and sealing methods between the gas connector 8 and the brake disc 2. Both methods can achieve the function of connecting the gas connector 8 and the air chamber 7, as well as the function of automatically engaging and disengaging the gas connector 8 with the air chamber 7 during wheel hub assembly / disassembly.

[0086] A first sealing element is provided between the brake disc 2 and the wheel hub disc 102 for mating. The first sealing element is located on the periphery of the air chamber 7. Its function is to form a seal on the opening area of ​​the air chamber 7 after the wheel hub body 1 and the brake disc 2 are fitted and fixed, so as to prevent gas from leaking to the outside from the gap between the opening of the air chamber 7 and the disc surface of the brake disc 2.

[0087] The reliability of the first sealing component directly determines whether the inflation / deflation system can work stably for a long time during vehicle operation.

[0088] In this embodiment, the first sealing element is a first rubber sealing ring 4, specifically an annular rubber sealing element with an O-shaped cross section, which is set on the mating disc surface between the hub disc 102 and the brake disc 2.

[0089] It is understandable that the cross-sectional shape of the first rubber sealing ring 4 can also be rectangular (i.e., square sealing ring) or D-shaped (i.e. D-type sealing ring), etc. Sealing rings with different cross-sectional shapes have different characteristics in terms of compression, sealing contact area and sealing pressure distribution, and can be selected according to the specific design parameters and sealing pressure requirements of the wheel hub assembly.

[0090] The material of the first rubber sealing ring 4 is preferably an elastomer material that is resistant to high and low temperatures, oil corrosion, and aging, such as fluororubber or silicone rubber, to adapt to temperature changes in the wheel braking thermal environment and the corrosion of chemical media such as wheel hub grease.

[0091] In this embodiment, after the gas connector 8 is connected to the gas chamber 7, the gas pressure inside the gas chamber 7 acts on the cylindrical sidewall and bottom wall of the gas chamber 7, as well as the disc surface of the brake disc 2. The first rubber sealing ring 4 surrounds the opening of the gas chamber 7, forming a seal between the disc surface of the hub disc 102 and the disc surface of the brake disc 2.

[0092] When the gas pressure inside the air chamber 7 increases, the high-pressure gas tends to leak outward along the gap between the opening of the air chamber 7 and the surface of the brake disc 2. The elastic contact pressure of the first rubber sealing ring 4 counteracts the gas pressure, preventing the gas from leaking along this path. In addition, the axial pressure generated by the high-pressure gas inside the air chamber 7 (i.e., the thrust of the gas on the surface of the brake disc 2) will cause a slight axial separation tendency between the wheel hub disc 102 and the brake disc 2. However, the preload of the wheel bolts is much greater than the axial separation force generated by the gas pressure. Therefore, the contact interface between the wheel hub disc 102 and the brake disc 2 remains stable, and the compression and sealing contact pressure of the first rubber sealing ring 4 are unaffected.

[0093] By setting the first rubber sealing ring 4, the mating surfaces of the brake disc 2 and the wheel hub disc 102 are sealed, which can block the channel for gas leakage to the outside and effectively prevent gas from leaking from the gap between the wheel hub disc 102 and the brake disc 2 during the inflation and deflation process. This can not only ensure the stability of the internal air pressure during inflation and deflation and ensure the inflation and deflation efficiency, but also prevent the wheel hub from failing to reach the preset inflation pressure due to gas leakage and prevent the inflation and deflation function from failing. At the same time, it can also prevent external impurities such as mud, dust, and sand from entering the mating gap between the wheel hub disc 102 and the brake disc 2, reduce the wear, jamming and corrosion of the sealing surface caused by the accumulation of impurities, protect the internal air circuit structure from contamination, extend the service life of the seals and the wheel hub assembly as a whole, and improve the reliability and environmental adaptability of the entire inflation and deflation wheel hub assembly.

[0094] Furthermore, to ensure that the first rubber sealing ring 4 is accurately positioned during installation and does not shift, roll out, or tear during disassembly and assembly, an annular sealing installation groove is provided on the wheel hub disc 102 facing the brake disc 2.

[0095] The cross-sectional shape of the sealing element mounting groove matches the cross-sectional shape of the first rubber sealing ring 4. In this embodiment, the sealing element mounting groove is an annular groove with a rectangular cross-section. The width of the sealing element mounting groove is greater than the wire diameter of the first rubber sealing ring 4, that is, the diameter of the cross-section of the first rubber sealing ring 4. The depth of the sealing element mounting groove is less than the wire diameter of the first rubber sealing ring 4, so that after the first rubber sealing ring 4 is embedded in the sealing element mounting groove, a part of the first rubber sealing ring 4 protrudes from the disc surface of the hub disc 102.

[0096] The sealing mounting groove is coaxially surrounding the opening of the air chamber 7, and its trajectory is a ring with the axis of the air chamber 7 as the center. The inner diameter of the sealing mounting groove is larger than the opening diameter of the air chamber 7, so that the opening of the air chamber 7 is completely surrounded by the area enclosed by the sealing mounting groove.

[0097] The first rubber sealing ring 4 is fixedly embedded in the sealing element mounting groove.

[0098] When the wheel hub body 1 is axially locked to the brake disc 2 by the wheel bolts, the flat disc surface of the brake disc 2 approaches the disc surface of the wheel hub disc 102 and compresses the first rubber sealing ring 4 protruding from the sealing installation groove, so that a stable end face elastic contact seal is formed between the disc surface of the wheel hub disc 102 and the disc surface of the brake disc 2.

[0099] At this time, the opening of the air chamber 7 is covered by the brake disc 2 in the outer area of ​​the sealing installation groove. The first rubber sealing ring 4 forms a complete annular sealing barrier around the air chamber 7, completely isolating the high-pressure gas inside the air chamber 7 from the external space, ensuring that no air leakage occurs during the inflation and deflation process.

[0100] In this embodiment, the sealing groove is set on the surface of the wheel hub disc 102. First, the sealing groove provides precise positioning and fixation for the first rubber sealing ring 4. During wheel hub assembly and disassembly, the first rubber sealing ring 4 will not fall off or shift due to its own weight or friction. After disassembling the wheel hub, maintenance personnel can directly check the condition of the first rubber sealing ring 4 and replace it separately if necessary without disassembling other components. Second, the depth of the sealing groove controls the compression of the first rubber sealing ring 4. When the wheel bolts are tightened to the specified torque, the compression of the first rubber sealing ring 4 is within its elastic deformation range, ensuring sufficient sealing contact pressure without causing permanent deformation and failure of the first rubber sealing ring 4 due to excessive compression.

[0101] In this embodiment, the machining accuracy of the sealing groove is crucial to the sealing effect of the first seal. The flatness of the groove bottom, the verticality of the groove sidewalls, and the dimensional tolerances of the groove must all be strictly controlled to ensure that the first rubber sealing ring 4 can be evenly stressed after insertion, without localized overpressure or underpressure. The sealing groove is machined using CNC milling to ensure the shape accuracy and dimensional consistency of the groove. After machining, the surface roughness of the sealing groove should meet the requirements for seal installation, avoiding excessively rough surfaces that could scratch the sealing ring, and also avoiding excessively smooth surfaces that could cause the sealing ring to slide within the groove.

[0102] The machining method for the sealing mounting groove can be achieved using existing technology, and will not be described in detail here.

[0103] Gas pipe 3 connects the outer opening of gas channel 6 to gas interface 5, and is an important component of the internal inflation and deflation gas path of the wheel hub body 1. Gas pipe 3 runs along the spokes 103, connecting the gas channel 6 and gas interface 5. One end of gas pipe 3 is detachably and fixedly connected to gas interface 5, and the other end is detachably and fixedly connected to gas channel 6, thus forming an independently detachable gas passage on the wheel hub body 1.

[0104] In the first gas pipeline 3 connection method of this embodiment, the gas pipeline 3 adopts a flexible pipe.

[0105] The flexible tube in this embodiment is made of a polymer material with a certain degree of elasticity, such as a high-pressure silicone rubber tube, a polyurethane tube, or a reinforced rubber tube. It can be bent and deformed within a certain range to adapt to the spatial layout inside the wheel hub body 1 and can buffer the stress generated by centrifugal force and vibration during wheel rotation.

[0106] The outer diameter of the flexible tube is designed to be larger than the inner diameter of the gas interface 5, and also larger than the inner diameter of the outer opening of the gas channel 6. During assembly, one end of the flexible tube is inserted into the gas interface 5, and an interference fit is formed between the flexible tube material and the inner wall of the gas interface 5. The flexible tube is tightly clamped by the radial pressure of the inner wall of the gas interface 5, forming a self-sealing effect at the contact interface. The other end of the flexible tube is inserted into the outer opening of the gas channel 6, similarly forming an interference fit. The flexible tube is tightly clamped by the radial pressure of the inner wall of the gas channel 6, forming a self-sealing effect at the contact interface.

[0107] Gas line 3 is fixed to gas interface 5 and gas channel 6 by interference fit, eliminating the need for threaded joints or clips, making installation extremely simple. Disassembly only requires pulling out the flexible tube, making it suitable for regular inspection and replacement of gas line 3. Furthermore, because the clamping force generated by the interference fit increases with rising gas pressure (high-pressure gas causes the flexible tube to expand radially, further increasing the contact pressure with the inner wall of the interface), this connection method possesses a certain degree of self-pressurizing sealing characteristics.

[0108] In the second gas pipeline 3 connection method of this embodiment, the gas pipeline 3 adopts a rigid pipe.

[0109] Rigid tubes are made of metal materials, such as aluminum alloy tubes or stainless steel tubes, and have high compressive strength and shape stability, enabling them to withstand the working pressure of the inflation / deflation system without deformation.

[0110] Flexible joints are fixedly fitted at both ends of the rigid tube. The flexible joints are made of elastic material, such as rubber sleeves or elastic sealing sleeves. One flexible joint is inserted into the gas interface 5 and is press-fitted with the gas interface 5; the other flexible joint is inserted into the outer opening of the gas channel 6 and is press-fitted with the gas channel 6.

[0111] The rigid tube body provides the rigidity and shape stability of the pipeline, ensuring that the gas pipeline 3 does not swing, bend or fatigue fracture under the centrifugal force generated by high-speed rotation and the impact of road vibration; the flexible joints at both ends provide an elastic sealing connection with the gas interface 5 and the gas channel 6, absorbing the small elastic deformation generated by the hub body 1 when subjected to road impact, and preventing the interface from being damaged due to stress concentration at the end of the rigid tube.

[0112] The rigid-flexible piping structure balances vibration resistance and sealing reliability, making it suitable for applications with strong vibration and impact.

[0113] It is understood that other existing pipe fittings can also be used at both ends of the gas pipeline 3 to connect with the gas channel 6 and the gas interface 5. Those skilled in the art can choose according to actual needs, and will not be described in detail here.

[0114] In the third gas pipeline 3 connection method of this embodiment, the gas pipeline 3 adopts a rigid metal pipe. One end of the rigid metal pipe is welded and fixed to the rim 101 and connected to the gas interface 5, and the other end is welded and fixed to the hub disc 102 and connected to the gas channel 6.

[0115] This welding method integrates the gas pipeline 3 with the hub body 1 into a single structure, completely eliminating the risk of leakage at the pipeline joint. The gas pipeline seal relies entirely on the airtightness of the weld, resulting in extremely high sealing reliability and mechanical strength. The welded gas pipeline 3 is suitable for applications requiring extremely high airtightness and vibration resistance, such as mining transport vehicles and construction machinery. During welding, it is essential to ensure the weld is intact and free of porosity. Post-weld airtightness testing is necessary to verify weld quality.

[0116] The arrangement of the gas pipeline 3 within the wheel hub body 1 has a significant impact on its service life and reliability. The gas pipeline 3 originates from the opening on the outer side of the gas passage 6 on the outer circumference of the wheel hub disc 102, extends along the spokes 103 to the gas inlet 5 at the bottom of the rim groove, and its arrangement should meet the following requirements: First, the gas pipeline 3 should be arranged along the axial direction of the spokes 103 as much as possible to avoid creating additional stress concentration points in the direction of force on the spokes 103 cross-section. During wheel rotation, the spokes 103 are subjected to periodic bending stress and centrifugal force. When the gas pipeline 3 is arranged along the surface of the spokes 103 or in the internal channels of the spokes 103, the pipeline should be fixed using flexible clips or elastic clamps to allow for slight relative displacement of the pipeline during elastic deformation of the spokes 103, thus preventing excessive bending stress on the pipeline due to spoke deformation.

[0117] Secondly, the bending radius of gas pipeline 3 should not be less than a set multiple of the pipeline's outer diameter to avoid cross-sectional flattening deformation at the bend, which would affect the flow cross-sectional area of ​​the gas path. For flexible pipes, the lower limit of their bending radius is determined by the elastic modulus and wall thickness of the pipeline material; for rigid pipes, the bending part usually needs to be pre-formed using a special pipe bending tool to ensure that the bending radius meets the requirements.

[0118] Third, the arrangement of the gas pipeline 3 inside the wheel hub body 1 should avoid interference with other structures on the wheel hub body 1, such as wheel bolts, valves, and wheel hub cover mounting holes. During the design phase of the wheel hub body 1, 3D modeling and interference checks should be used to confirm that the clearance between the gas pipeline 3 and other structures meets the requirements.

[0119] Fourth, the exposed portion of the gas pipeline 3 inside the wheel hub body 1 should be protected to prevent it from being corroded and impacted by mud, stones, and brake dust splashed from the road surface. Protective measures may include: setting a dedicated pipeline protection groove on the surface of the wheel spokes 103, embedding the gas pipeline 3 into the groove, and covering it with a metal cover; or covering the gas pipeline 3 with a wear-resistant and corrosion-resistant protective sleeve. The material of the protective sleeve should have sufficient wear resistance and chemical corrosion resistance to withstand long-term corrosion from brake dust, road wastewater, and wheel hub grease.

[0120] Those skilled in the art can design the arrangement of gas pipeline 3 according to actual needs, and will not be described in detail here.

[0121] In this embodiment, the first sealing element adopts the first rubber sealing ring 4, which is combined with the positioning and fixing of the sealing element mounting groove to ensure the positional stability and sealing reliability of the first sealing element in the long-term disassembly and assembly cycle, and avoid the sealing failure caused by the sealing element falling off or misaligning. This is the basis for the reliable realization of the sealing function of the air cavity 7.

[0122] The gas connector 8 uses a connector bolt, which, together with the second sealing element, seals the thread gap between the head of the connector bolt and the surface of the brake disc 2, thus constructing a double sealing structure between the gas connector 8 and the brake disc 2. The first sealing element is responsible for sealing the end face of the opening of the air chamber 7, and the second sealing element is responsible for sealing the thread gap at the installation point of the connector bolt. The two seals are independent of each other and complement each other, which greatly improves the sealing reliability of the entire air circuit system.

[0123] The gas connector 8 is positioned eccentrically on the brake disc 2, ensuring that the space between the gas connector 8 and the wheel bolt holes and the wheel hub center shaft hole does not interfere with each other. This ensures that the integration of the inflation / deflation structure does not affect the basic mechanical structure of the wheel hub assembly and the installation and disassembly operations. This is an important spatial layout guarantee for the compatibility of inflation / deflation function and quick disassembly / removal function.

[0124] The air chamber 7 is cylindrical, with its axis perpendicular to the surface of the wheel hub disc 102. The inner opening of the gas channel 6 is located on the circumference of the air chamber 7. This geometric relationship ensures that the gas inside the air chamber 7 can flow smoothly into the gas channel 6 from the side wall opening. At the same time, the axis of the cylindrical chamber is aligned with the axis of the gas connector 8 on the brake disc 2, ensuring that the gas connector 8 can accurately connect to the air chamber 7 when the wheel hub is installed.

[0125] The detachable connection of gas line 3 allows for individual replacement, reducing maintenance costs; while the welded fixing method of gas line 3 provides higher structural strength and sealing reliability, making it suitable for high-intensity applications. The two connection methods cater to different usage requirements, and those skilled in the art can choose according to their specific needs.

[0126] In this embodiment, the wheel hub body 1 is made of aluminum alloy or steel.

[0127] Aluminum alloy wheels are lightweight, have good thermal conductivity, and excellent machinability, making them the mainstream choice for passenger cars and light commercial vehicles. Aluminum alloys offer good machinability; internal channels such as the air chamber 7, gas passage 6, and gas interface 5 can be drilled, bored, and milled on a CNC machining center during the subsequent machining stage of the wheel casting blank, without requiring additional specialized equipment or processes, resulting in minimal increase in manufacturing costs.

[0128] The cylindrical hole of the air chamber 7 can be machined using a standard twist drill or a carbide drill bit. The straight channel of the gas passage 6 can be machined using deep hole drilling. The through hole of the gas interface 5 can be machined simultaneously with other machining processes of the rim 101. After machining, the inner walls of the air chamber 7, the gas passage 6, and the gas interface 5 are deburred and cleaned to ensure that the inner walls are smooth and free of residual chips, preventing chips from entering the air passage and causing blockage or scratching the seals.

[0129] Steel wheel hubs are commonly used in heavy commercial vehicles, construction machinery, and special vehicles. They are characterized by high material strength and good impact resistance, but are also relatively heavy. The air chamber 7, gas channel 6, and gas interface 5 of a steel wheel hub can also be machined, with a processing technology similar to that of aluminum alloy wheel hubs. When machining the air chamber 7 and gas channel 6 on a steel wheel hub, due to the hardness of steel and the high cutting force, it is necessary to select appropriate cutting tools and cutting parameters to ensure that the dimensional accuracy and surface roughness of the channels meet the requirements.

[0130] The working method of the wheel hub assembly that can be inflated and deflated in this embodiment is as follows: When the vehicle control system detects that the tire pressure is lower than the preset lower limit or receives an inflation command, the on-board air source system starts the inflation working mode and outputs high-pressure gas. The high-pressure gas is delivered to the connector bolt connected to the brake disc 2 through the vehicle body fixed pipeline. The gas flows along the flow channel inside the connector bolt and is ejected from the connector bolt toward the end of the wheel hub disc 102, entering the internal space of the air chamber 7 of the wheel hub disc 102.

[0131] Because the first rubber sealing ring 4 forms a tight annular sealing barrier around the air chamber 7, the high-pressure gas entering the air chamber 7 cannot leak to the outside of the mating surface between the opening of the air chamber 7 and the brake disc 2. It can only flow into the air passage 6 through the only air outlet, i.e., the inner opening of the air passage 6. The gas flows along the axis of the passage inside the air passage 6, flows out from the outer opening of the air passage 6, and enters the air pipe 3. The gas flows through the air pipe 3 to the air interface 5, enters the interior of the rim 101 wall through the inner annular opening of the air interface 5, and then flows out from the outer annular opening of the air interface 5, entering the tire chamber to complete the inflation process.

[0132] When it is necessary to deflate the tires, the vehicle air source activates the deflation mode. The gas in the tire chamber flows along the completely reverse path of the above-mentioned air path, passing through the gas interface 5, gas pipeline 3, gas channel 6, air chamber 7, and connector bolt flow channel in sequence, and is finally discharged to the outside atmosphere or recycled to the air storage tank, thus completing the deflation process.

[0133] The wheel assembly in this embodiment, capable of inflation and deflation, retains the quick-release and assembly characteristics of a regular wheel assembly while achieving the inflation and deflation function. Specifically: When disassembling the wheel hub, the maintenance personnel use a wheel hub wrench to loosen and remove all wheel bolts, and then pull the wheel hub body 1 outward along the axis. The wheel hub body 1, together with the tire, is separated from the brake disc 2.

[0134] During the axial removal of the wheel hub body 1, one end of the connector bolt fixed on the brake disc 2 automatically separates from the air chamber 7, thus disconnecting the air passage. The first rubber sealing ring 4 remains in the sealing installation groove on the wheel hub disc 102 and is removed along with the wheel hub body 1. After the wheel hub is removed, the gas connector 8 and the air chamber 7 automatically separate from each other, eliminating a series of tedious steps such as pipe connector disassembly and assembly, and pipe organization and storage, thus achieving rapid wheel hub disassembly. No additional pipework is required, effectively simplifying the overall process of wheel hub disassembly and assembly, reducing the number of disassembly and assembly steps, shortening the operation time, significantly reducing on-site operational difficulty, and avoiding various risks of failure such as connector damage, thread stripping, lost sealing rings, pipe twisting and bending damage, and subsequent air leakage caused by improper assembly during pipe disassembly and assembly.

[0135] The disassembly and assembly method in this embodiment requires simple tools and does not require operators to be proficient in the disassembly and assembly specifications of gas pipeline connectors. This reduces the requirements for the professional skills and practical experience of operators, and ordinary operators can complete the disassembly and assembly operations. This facilitates on-site operations in vehicle repair and tire replacement scenarios, improves the efficiency of maintenance operations, and also reduces the probability of later air leakage failures caused by improper pipeline disassembly and assembly. This further improves the convenience and reliability of the entire inflation and deflation hub assembly.

[0136] When installing the wheel hub, the maintenance personnel first check the condition of the first rubber seal ring 4. If it is aged or damaged, it is replaced. The first rubber seal ring 4 is then embedded into the seal mounting groove. Next, the wheel hub body 1 is aligned with the brake disc 2 and pushed axially. During this pushing process, the front end of the connector bolt automatically aligns and connects with the air chamber 7, automatically establishing an air circuit. After tightening all wheel bolts to the specified torque, the brake disc 2 forcefully compresses the first rubber seal ring 4, instantly establishing a seal around the air chamber 7, and the inflation / deflation air circuit is fully restored. The entire installation process is completely consistent with the installation operation of ordinary wheels, requiring no additional air circuit connection operations.

[0137] During use, the first and second seals are vulnerable parts, and their service life is affected by factors such as material aging, compression set and mechanical wear. A reasonable maintenance and replacement strategy needs to be developed to ensure that the inflation and deflation system maintains reliable airtightness throughout the entire service life.

[0138] The service life of the first rubber seal ring 4 is mainly affected by the following factors: First, thermal aging. When the wheel brakes, the temperature of the brake disc 2 rises, and the heat is conducted to the first rubber seal ring 4 through the wheel hub disc 102. The rubber material, which is exposed to a high temperature environment for a long time, will undergo thermal oxidation aging, resulting in an increase in elastic modulus, a decrease in elongation, and a gradual deterioration of sealing performance. Second, compression set. Under the long-term compression of the wheel bolt preload, the first rubber seal ring 4 will undergo a certain degree of permanent deformation, resulting in a reduction in the cross-sectional height of the seal ring and a decrease in sealing contact pressure. Third, chemical corrosion. The chemical components in wheel hub grease, brake fluid, and road sewage may corrode the rubber material and accelerate rubber aging.

[0139] To extend the service life of the first rubber sealing ring 4, a rubber material with excellent heat resistance and chemical corrosion resistance should be selected. For example, fluororubber has better heat resistance and chemical corrosion resistance than ordinary nitrile rubber, making it suitable for use in hot braking environments. Simultaneously, the depth design of the sealing groove should ensure that the compression of the first rubber sealing ring 4 is within a reasonable range, guaranteeing sufficient sealing contact pressure without accelerating permanent deformation of the sealing ring due to excessive compression.

[0140] The inspection and replacement of the first rubber seal 4 can be carried out in conjunction with tire replacement or wheel maintenance.

[0141] Since the removal of the wheel hub body 1 does not require any additional operation, the maintenance personnel can check the condition of the first rubber seal ring 4 each time the wheel hub is removed. If obvious permanent deformation (the cross-sectional height is reduced by more than a certain proportion), surface cracks, or signs of aging such as hardening and brittleness are found in the seal ring, it should be replaced in time.

[0142] The replacement of the first rubber seal ring 4 is extremely simple. Just remove the old seal ring from the seal installation groove and insert the new seal ring into the groove. The whole operation does not require any special tools. The maintenance personnel can complete the seal ring replacement at the same time as the tire is changed, without adding extra working time.

[0143] The second seal is located between the head of the connector bolt and the surface of the brake disc 2, and its service life is affected by the tightening torque of the connector bolt.

[0144] When installing the connector bolts, tighten them to the specified torque. Excessive torque will cause over-compression of the second rubber seal ring, accelerating its aging, while insufficient torque will result in inadequate sealing pressure and leakage. Replacing the second seal requires removing the connector bolts, which is slightly more complex than replacing the first seal. However, since the connector bolts are threaded to the brake disc 2, disassembly does not require special tools; maintenance personnel can complete the task using a standard wrench.

[0145] In this embodiment, the connection and disconnection of the air passage depends entirely on the axial relative displacement between the wheel hub body 1 and the brake disc 2, which is the inherent action during the installation and removal of a normal wheel hub. Therefore, the connection and disconnection of the air passage for inflation and deflation are completely synchronized with the installation and removal of the wheel hub, and there are no additional operating steps between the two, achieving perfect compatibility between the inflation / deflation function and the quick installation / removal function.

[0146] In this embodiment, the air chamber 7 is located on the surface of the wheel hub disc 102 facing the brake disc 2. The air passage 6 connects the air chamber 7 and the outer circumference of the wheel hub disc 102 inside the wheel hub disc 102. The air interface 5 is located at the bottom of the rim groove. The air pipeline 3 is arranged along the spokes 103, connecting the outer opening of the air passage 6 to the air interface 5. The entire air path starts from the air connector 8 on the brake disc 2, passes through the air chamber 7, the air passage 6, the air pipeline 3, and the air interface 5, and finally enters the tire chamber. The entire air path is located within the structural range of the wheel hub body 1 or is arranged close to the wheel hub body 1. There are no suspended pipeline sections exposed outside the wheel hub body 1. Therefore, the risk of the air path being affected by the external environment is extremely low.

[0147] The technical solution of this embodiment will be compared and analyzed with the prior art solutions described in the background section.

[0148] Regarding airtightness reliability, existing external piping solutions expose the inflation and deflation lines to the outside of the wheel hub. Under the long-term effects of high-speed centrifugal force, road vibration, and braking thermal cycles, these lines are highly susceptible to joint loosening and fatigue fracture, resulting in a high risk of seal failure. This embodiment integrates the air passage connection structure within the mating surface of the wheel hub disc 102 and brake disc 2. Both the air chamber 7 and the gas channel 6 are closed-loop structures within the wheel hub disc 102. The first seal is embedded in the seal mounting groove to form a stable end-face seal. The sealing structure is not directly affected by the external environment, significantly improving airtightness reliability.

[0149] Regarding rapid disassembly and assembly, existing external piping solutions require the disassembly of the inflation / deflation piping and its connectors before removing the wheel hub, which is cumbersome and prone to damaging seals due to frequent disassembly and assembly, thus shortening the service life. This embodiment, through the cooperation of the air chamber 7 and the gas connector 8, synchronizes the air circuit connection with the wheel hub installation action. When removing the wheel hub, the gas connector 8 automatically disengages from the air chamber 7; when installing the wheel hub, the gas connector 8 automatically reconnects to the air chamber 7, requiring no additional air circuit operations. The rapid disassembly and assembly characteristics are completely consistent with ordinary wheel hubs.

[0150] In terms of structural integration, existing inflation / deflation structures typically require additional structural components such as dedicated pipe supports and connector protective covers to be added to the outside of the wheel hub, increasing the overall size and weight of the wheel hub assembly and potentially affecting its appearance and aerodynamic performance. In this embodiment, the inflation / deflation structure is fully integrated inside the wheel hub body 1. The shape of the wheel hub body 1 is essentially the same as a regular wheel hub, requiring no additional external structural components and having no significant impact on the overall size, weight, or appearance of the wheel hub assembly.

[0151] Regarding maintenance costs, existing gas filling and discharging pipelines and their connectors are prone to damage after frequent disassembly and assembly, requiring regular replacement. Furthermore, replacement operations require specialized tools and a high level of technical expertise, resulting in high maintenance costs. In this embodiment, the main vulnerable components are the first rubber sealing ring 4 and the second rubber sealing ring. Both are standard rubber seals, inexpensive, easy to replace, and require no specialized tools, significantly reducing maintenance costs.

[0152] In summary, the inflatable wheel hub assembly of this embodiment outperforms existing technologies in multiple dimensions, including airtightness reliability, quick assembly and disassembly, structural integration, and maintenance costs. It represents a significantly advanced inflatable wheel hub assembly solution.

[0153] Example 2 This embodiment provides a wheel mechanism that includes the inflatable and deflated wheel hub assembly described in Embodiment 1, and a tire is provided on the outer side of the rim 101, thereby forming a complete inflatable and deflated wheel mechanism.

[0154] The wheel mechanism in this embodiment mainly consists of a tire, a wheel hub body 1, a brake disc 2, a gas pipeline 3, a gas connector 8, and a first seal.

[0155] The wheel hub body 1 includes a rim 101, a hub disc 102, and multiple spokes 103. The tire is fitted onto the outer side of the rim 101. The method of fitting the tire onto the outer side of the rim 101 can be achieved using existing technology. Specifically, the two tire bead sides are respectively secured between the flange of the rim 101 and the rim groove on both sides of the rim 101. A sealed tire air chamber is formed between the inner wall of the tire and the outer circumference of the rim 101.

[0156] The gas inlet 5 located at the bottom of the rim groove extends directly into the sealed tire chamber, serving as the only passage for the inflation / deflation air path to enter the tire chamber.

[0157] The brake disc 2 is connected to the outer ring of the wheel hub bearing. The wheel hub body 1 is axially fitted and locked to the brake disc 2 by wheel bolts. The brake disc 2 rotates together with the wheel and undertakes the transmission of braking torque.

[0158] During the tire installation process on the rim 101, it is necessary to ensure that the air inlet 5 is not blocked by the tire bead. Since the air inlet 5 is located at the bottom of the rim groove, while the tire bead sits on the inner conical surface of the rim 101 flange, the two are clearly separated in both axial and radial positions. Therefore, the opening of the air inlet 5 will not be covered by the tire bead, and the air inlet 5 will remain unobstructed from the tire chamber after the tire is installed.

[0159] After the tire is installed, the tire chamber is enclosed by the tire's inner wall, the outer circumference of the rim 101, and the flanges of the rim 101 on both sides, forming a sealed space. The gas inlet 5 is located on the outer circumference side of the rim 101 and communicates with this sealed space. The inner circumference side opening of the gas inlet 5 is located inside the rim 101 and connects to the gas pipe 3. Through the gas inlet 5, the tire chamber is connected to the inflation / deflation air passage inside the hub body 1, providing the air passage basis for the active inflation / deflation function.

[0160] The wheel mechanism of this embodiment, through the above structure, enables the tire chamber to be inflated and deflated after the tire is installed, via the inflation and deflation air passage formed by the gas interface 5, gas pipeline 3, gas channel 6, air chamber 7 and gas connector 8.

[0161] During inflation, the high-pressure gas output from the vehicle air source enters the air chamber 7 through the gas connector 8, and then enters the tire air chamber through the gas channel 6, gas pipeline 3, and gas interface 5, so that the tire pressure increases to the target value. When deflated, the gas inside the tire chamber is discharged along the reverse path, reducing the tire pressure to the target value.

[0162] The above inflation and deflation process can be performed when the vehicle is stationary or while the vehicle is in motion. The inflation and deflation operations do not affect the normal rotation and movement of the wheels.

[0163] The wheel mechanism in this embodiment retains the conventional tire inflation method, namely, inflation and deflation through the valve on the rim 101. The structure and arrangement of the valve on the rim 101 can be achieved using existing technology, and will not be described in detail here.

[0164] Therefore, the wheel mechanism in this embodiment has dual inflation / deflation channels: one is the traditional manual inflation / deflation channel via the valve, and the other is the active inflation / deflation channel via the inflation / deflation air path established in this embodiment. These two channels are independent and do not interfere with each other. Even if the active inflation / deflation system malfunctions, emergency inflation can still be performed via the valve, improving the reliability and safety redundancy of the entire wheel mechanism.

[0165] In this embodiment, when the tire is installed on the rim 101, lubricant is evenly applied to the tire bead. A tire installation machine is used to press the tire bead on both sides of the rim 101 flange into the inner side of the rim 101 flange. After the bead is seated on the conical surface of the rim 101 flange, an appropriate amount of gas is injected into the tire chamber, causing the bead to expand outwards under air pressure and tightly adhere to the conical surface of the rim 101 flange, thus completing the bead seal. During this process, the outer annular opening of the gas interface 5 is located at the bottom of the rim groove, deep inside the tire bead seating area. The bead's seating action will not obstruct or damage the gas interface 5, and the communication between the gas interface 5 and the tire chamber remains unaffected.

[0166] The wheel mechanism in this embodiment, in conjunction with the onboard tire pressure regulation system, can actively adjust tire pressure according to different road conditions, optimizing vehicle performance and safety. On highways, the tire pressure can be adjusted to a higher value to reduce tire deformation, lower rolling resistance, and improve fuel economy. On off-road or muddy surfaces, the tire pressure can be adjusted to a lower value to increase the tire's contact area with the ground, improving traction and traction. Under conditions of frequent braking or high-temperature road surfaces, excessive tire pressure caused by thermal expansion can be released promptly to prevent tire blowout risks.

[0167] Tire pressure can be set according to actual needs under different driving conditions, which will not be described in detail here.

[0168] The wheel mechanism in this embodiment fully inherits the quick-release and assembly characteristics of the wheel hub assembly in Embodiment 1. When changing tires or performing wheel maintenance, the entire wheel mechanism can be removed from the brake disc 2 simply by removing the wheel bolts, without disassembling any inflation / deflation lines or connectors. During installation, simply align the wheel hub body 1 with the brake disc 2, push it in, and tighten the wheel bolts; the inflation / deflation lines will automatically reconnect. This feature makes the maintenance operation of the wheel mechanism in this embodiment completely consistent with that of a conventional wheel mechanism, without adding any extra operating steps or tool requirements, thus possessing extremely high practical value.

[0169] In this embodiment, the newly added gas interface 5, gas channel 6, and gas cavity 7 on the wheel hub body 1 are all local opening structures on the wheel hub disc 102 and wheel rim 101. During design, it must be ensured that these openings do not affect the overall structural strength and fatigue life of the wheel hub body 1. The gas interface 5 is located at the bottom of the wheel rim groove. The wall thickness of the wheel rim 101 at this location is relatively large, and the opening diameter of the gas interface 5 is relatively small, thus limiting the weakening effect on the cross-section of the wheel rim 101. The routing of the gas channel 6 inside the wheel hub disc 102 should avoid the wheel bolt holes and major load-bearing sections on the wheel hub disc 102, ensuring that the opening of the gas channel 6 does not affect the load-bearing capacity of the wheel hub disc 102. The gas cavity 7 is located on the mating surface of the wheel hub disc 102, and its depth should be controlled within a reasonable range of the wall thickness of the wheel hub disc 102 to avoid the bottom wall of the gas cavity 7 being too thin, which would reduce the rigidity of the wheel hub disc 102. Through reasonable structural design and dimensional control, the wheel mechanism of this embodiment can meet the requirements of inflation and deflation functions while maintaining structural strength and service life comparable to ordinary wheel mechanisms.

[0170] The dimensions of the gas structure, gas channel 6, and gas chamber 7 can be set according to actual needs, and will not be described in detail here.

[0171] The wheel mechanism of this embodiment has strong vehicle adaptability and can be applied to various types of vehicles. For passenger cars, the wheel hub body 1 is typically made of aluminum alloy casting, and the rim 101 specifications cover the mainstream 15-inch to 21-inch range. The dimensions of the gas interface 5, gas passage 6, and air chamber 7 can be adjusted accordingly based on different rim 101 specifications to ensure that the flow cross-sectional area of ​​the inflation / deflation air passage meets the inflation / deflation rate requirements of passenger car tires. The tire pressure of passenger cars is typically in the range of 2.0 bar to 3.5 bar, and standard-sized fluororubber sealing rings can be used for the sealing pressure requirements of the inflation / deflation air passage.

[0172] For light and medium commercial vehicles, the wheel hub body 1 can be made of aluminum alloy or steel, with a larger rim size 101 than passenger cars, and correspondingly higher tire pressure. When adapting to commercial vehicles, the dimensions of the gas interface 5, gas passage 6, and air chamber 7 need to be appropriately increased to improve the inflation and deflation flow rate and meet the inflation and deflation rate requirements of the larger gas volume of commercial vehicle tires. At the same time, the pressure resistance and heat resistance requirements of the seals are also correspondingly increased, and seals with superior pressure resistance should be selected.

[0173] For heavy commercial vehicles, construction machinery vehicles, and special vehicles, the wheel hub body 1 is typically made of steel, with a wide tire pressure range and high inflation / deflation flow requirements. In these types of vehicles, the gas pipeline 3 can preferentially adopt a rigid metal pipe welding fixing method to ensure the structural stability and sealing reliability of the gas pipeline 3 under harsh operating conditions. The gas connector 8 can be connected to the brake disc 2 by welding, further improving the mechanical strength of the connector. The first seal can be made of high-performance sealing material according to the actual working pressure and temperature range, ensuring long-term sealing reliability under extreme operating conditions.

[0174] The wheel mechanism needs to maintain good dynamic balance when rotating at high speed to avoid vehicle vibration and abnormal tire wear caused by imbalance. In this embodiment, the wheel mechanism adds structures such as gas interface 5, gas channel 6, and gas chamber 7 to the wheel hub body 1, as well as additional components such as gas pipeline 3. These added structures will have a certain impact on the mass distribution of the wheel mechanism and need to be taken into account in the dynamic balance design.

[0175] Gas interface 5, gas channel 6, and gas chamber 7 are all localized openings on the wheel hub body 1. Their mass impact is mainly manifested in the mass asymmetry caused by localized material removal. During the design phase of the wheel hub body 1, dynamic balance simulation analysis should be performed on the wheel hub body 1 containing the above-mentioned openings to evaluate the degree of influence of the openings on the wheel's dynamic balance. If the impact exceeds the allowable range, appropriate counterweight holes can be set at symmetrical positions on the wheel hub body 1, or the opening positions can be adjusted to make the mass distribution of the wheel hub body 1 as symmetrical and uniform as possible. Gas pipeline 3 is arranged along the spokes 103. Its mass is relatively small compared to the wheel hub body 1, and its impact on dynamic balance is limited. However, in cases where high precision dynamic balance is required, the mass of gas pipeline 3 should be included in the dynamic balance calculation. After the wheel mechanism is assembled, an overall dynamic balance test should be performed. Residual imbalance should be eliminated by attaching or clamping balance blocks to the rim 101 to ensure that the dynamic balance accuracy of the wheel mechanism meets the vehicle design requirements.

[0176] The brake disc 2 is the core friction element of the braking system, and its working state directly affects the vehicle's braking performance and safety. In this embodiment, the wheel mechanism adds a mounting hole for a gas connector 8 to the brake disc 2. It is necessary to evaluate the impact of this opening on the structural strength and braking performance of the brake disc 2. The gas connector 8 is installed at an eccentric position on the brake disc 2, i.e., in the non-friction working area of ​​the brake disc 2. The position and size of the mounting hole need to avoid the braking friction surface and ventilation grooves of the brake disc 2 to ensure that it does not affect the braking function and heat dissipation performance of the brake disc 2.

[0177] Regarding the structural strength of the brake disc 2, the opening of the gas connector 8 mounting hole will weaken the local cross-section of the brake disc 2. To ensure the structural integrity of the brake disc 2, the diameter of the mounting hole should be as small as possible, just enough to meet the installation requirements of the gas connector 8, and should not be too large. In the finite element analysis and strength verification of the brake disc 2, the stress concentration effect of the gas connector 8 mounting hole should be included in the analysis model to ensure that under the combined action of braking load and thermal load, the stress level around the mounting hole does not exceed the allowable stress of the material, and the fatigue life of the brake disc 2 meets the design requirements. Through reasonable hole selection and hole diameter control, the impact of the modification of the brake disc 2 in this embodiment on the braking system performance can be controlled within an acceptable range and will not affect the braking safety of the vehicle.

[0178] The remaining structure of the wheel mechanism in this embodiment can be achieved using existing technology, and will not be described in detail here.

[0179] Example 3 This embodiment provides a car that includes the wheel mechanism described in Embodiment 2. The gas connector 8 is connected to the on-board gas source provided in the car through a connecting component. The on-board gas source is connected to the car controller, thereby forming a complete on-board active inflation and deflation system.

[0180] The automobile in this embodiment includes a body, suspension system, steering system, braking system, power system, on-board air source, vehicle controller, and wheel mechanism, etc. The wheel mechanism adopts the wheel mechanism described in Embodiment 2. The wheel mechanism is installed at the steering knuckle or axle end of the suspension system, the brake disc 2 is installed on the outer ring of the wheel hub bearing, the wheel hub body 1 is fixed to the brake disc 2 by wheel bolts, and the tire is fitted on the wheel rim 101, forming a complete wheel assembly.

[0181] The onboard air source can utilize existing technology, including an air compressor, air tank, air supply lines, and solenoid valve assembly. The air compressor, driven by the vehicle's engine or electric motor, continuously fills the air tank, maintaining the gas pressure within the tank within the operating pressure range. The inflation and deflation solenoid valve assemblies control the opening and closing of the inflation and deflation passages for each wheel, respectively, and are controlled by the vehicle's controller based on tire pressure monitoring information and driver commands.

[0182] The vehicle controller is electrically connected to the air compressor, solenoid valve assembly, and tire pressure sensors installed in the tire chambers of each wheel in the vehicle's air supply system. It receives tire pressure data from each wheel in real time and issues inflation or deflation commands based on the preset detected tire pressure. The vehicle controller controls the solenoid valve assembly to achieve the inflation or deflation operating mode.

[0183] The solenoid valve assembly, air compressor, and air tank can be manufactured using existing technologies, and will not be described in detail here.

[0184] In another embodiment, the air source can also be an air pump with inflation and deflation functions. Existing equipment can be used for the air pump, which will not be described in detail here.

[0185] Since the brake disc 2 rotates at high speed with the wheel, while the air supply pipeline of the vehicle air source is fixed to the vehicle body and does not rotate with the wheel, a connecting component that can achieve gas-sealed transmission on both sides of the rotating interface is needed to connect the stationary air supply pipeline on the vehicle body side to the air connector 8 of the brake disc 2 on the rotating side.

[0186] In this embodiment, the connecting component adopts an airtight bearing, which is a rotary airtight transmission device that can maintain an airtight seal between the inner and outer rings while allowing the inner ring to rotate freely relative to the outer ring.

[0187] The airtight bearing consists of an outer ring and an inner ring located inside the outer ring. The outer and inner rings are rotatably connected by multiple high-precision balls. These balls are located within annular raceways on the inner and outer surfaces of the outer and inner rings, arranged in two rows with spacing. The balls are evenly distributed along the annular raceways between the outer and inner rings, bearing the radial and axial forces when the inner ring rotates relative to the outer ring, ensuring smooth rotation of the inner ring within the outer ring. Rotary dynamic seal assemblies are located on both axial sides between the outer and inner rings. These assemblies form a dynamic sealing interface between the outer and inner circumferential surfaces of the inner and outer rings, sealing the intermediate annular space between the outer and inner rings into a closed annular gas chamber.

[0188] The rotary dynamic seal assembly can be made using existing technology, and its specific structure will not be described in detail here. For example, the rotary dynamic seal assembly includes sealing plates disposed on both sides of the outer ring axis, and sealing strips are provided at the ends of the sealing plates. The sealing strips are sealed and slidably connected to the edge of the inner ring.

[0189] Existing rubber sealing strips can be used for sealing, and will not be described in detail here.

[0190] The rubber sealing strips are distributed along the annular edge of the sealing plate and fit snugly against the outer side of the inner ring, thus achieving a sealing fit between the sealing plate and the inner ring.

[0191] It is understood that the rotary dynamic seal assembly may also adopt other structural forms, which can be selected by those skilled in the art according to actual needs, and will not be described in detail here.

[0192] The annular gas chamber is the core space for gas transmission inside the gas-tight bearing. Gas is transmitted from the outer ring side to the inner ring side inside this chamber, realizing gas communication from the stationary side to the rotating side.

[0193] The outer ring is fixedly mounted on a non-rotating component of the vehicle, such as a steering knuckle, suspension control arm, or brake caliper bracket. Preferably, the outer ring is fixed to the steering knuckle and has an air inlet connected to the vehicle's air supply line. This air supply line is connected to an annular gas chamber, allowing high-pressure gas from the vehicle's air supply system to enter the annular gas chamber. The outer ring is fixed and does not rotate; its connection to the vehicle's air supply line can use conventional pipe fittings, eliminating the need to consider rotational sealing issues.

[0194] The inner ring is fixedly connected to the brake disc 2 and rotates together with it. The inner ring is fixedly fitted to the outer circumference or end face of the brake disc 2, and the two are secured by interference fit, key connection, or bolt connection to ensure no relative rotation between the inner ring and the brake disc 2. A connecting channel is provided inside the inner ring. This connecting channel is a gas flow passage within the inner ring, with one end opening onto the outer circumference of the inner ring and communicating with the annular gas chamber; the other end connects to the connector bolt on the brake disc 2 via a gas pipe inside the brake disc 2, thus connecting the connecting channel to the connector bolt. Gas flows within the connecting channel of the inner ring, achieving gas path communication from the annular gas chamber to the gas connector 8.

[0195] The working principle of the airtight bearing is as follows: High-pressure gas from the vehicle's air supply line enters the annular gas chamber through the outer ring inlet, and the gas pressure within the annular gas chamber is evenly distributed throughout the entire annular space. Because the inner ring's connecting channel opens onto its outer circumference, regardless of the rotational angle of the inner ring relative to the outer ring, the inner ring's connecting channel opening remains connected to the annular gas chamber. Therefore, gas can continuously flow from the annular gas chamber into the inner ring's connecting channel, and then through the internal pipes of the brake disc 2 to the gas connector 8, achieving continuous gas transmission across the entire rotational angle range. This structure ensures that the inflation / deflation operation is not limited by the wheel's rotational state; whether the wheel is stationary or rotating at high speed, the inflation / deflation air path remains unobstructed, allowing for immediate response to inflation / deflation commands from the vehicle controller.

[0196] The airtight bearing is located between the brake disc 2 and the vehicle body fixed structure in the entire wheel assembly. The outer ring of the airtight bearing is fixed to the steering knuckle or brake caliper bracket by bolts or press-fitting, preferably to the steering knuckle. The outer ring is connected to the vehicle body air supply line through a flexible air tube. The flexible air tube can absorb the relative displacement generated by the suspension movement, ensuring that the air supply line will not break or leak due to suspension bounce. The inner ring of the airtight bearing is fixedly connected to the brake disc 2, and the connection channel of the inner ring is connected to the air connector 8 on the back side of the brake disc 2 through the gas pipe inside the brake disc 2.

[0197] As the brake disc 2 rotates with the wheel, the inner ring of the airtight bearing rotates synchronously with the brake disc 2, while the outer ring remains stationary. The rotating dynamic sealing assembly between the inner and outer rings continuously maintains the seal of the annular gas chamber, ensuring that gas does not leak from the rotating interface.

[0198] The overall air circuit flow of the active inflation / deflation system of the automobile in this embodiment is as follows: The on-board air source outputs high-pressure gas, which flows through the fixed air source pipeline on the vehicle body to the solenoid valve group. The solenoid valve group activates the inflation mode according to the command of the vehicle controller, selectively opening the air circuit corresponding to the target wheel. The opened air circuit introduces the high-pressure gas into the air inlet of the outer ring of the airtight bearing. The gas enters the annular gas chamber inside the airtight bearing, and then flows into the gas pipe inside the brake disc 2 through the connecting channel of the inner ring of the airtight bearing. It flows through the gas pipe inside the brake disc 2 to the gas connector 8, flows along the axial flow channel inside the connector bolt, is ejected from the connector bolt, enters the air chamber 7 of the wheel hub disc 102, flows into the gas pipeline 3 through the gas channel 6, flows along the gas pipeline 3 to the gas interface 5, and finally enters the tire chamber from the gas interface 5, completing the inflation.

[0199] When deflation occurs, the vehicle controller controls the solenoid valve assembly to open the deflation mode. The gas in the tire chamber flows in the opposite direction along the above-mentioned air path, passing through gas interface 5, gas pipeline 3, gas channel 6, air chamber 7, connector bolt flow channel, internal gas pipeline of brake disc 2, inner ring connection channel of airtight bearing, annular gas chamber, and outer ring deflation port, and is finally discharged to the atmosphere or recycled to the air tank.

[0200] The vehicle controller receives tire pressure data from the tire pressure sensors of each vehicle in real time and controls the inflation / deflation system according to the following control logic.

[0201] In automatic tire pressure maintenance mode, the vehicle controller continuously monitors the tire pressure of each wheel. When it detects that the tire pressure of a vehicle is lower than the preset lower safety limit, the controller automatically activates the inflation mode for that wheel, inflating it until the tire pressure returns to the target value, then stops and restarts. When it detects that the tire pressure of a vehicle is higher than the preset upper safety limit, the controller automatically activates the deflation mode for that wheel, releasing air from it until the tire pressure drops to the target value, then stops deflation. Automatic tire pressure maintenance mode ensures that the vehicle maintains optimal tire pressure during driving, improving driving safety and fuel economy.

[0202] In manual tire pressure adjustment mode, the driver selects the target wheel and target tire pressure value through the in-vehicle control interface. The vehicle controller then inflates or deflates the target wheel according to the driver's instructions until the tire pressure reaches the target value set by the driver. Manual tire pressure adjustment mode is suitable for scenarios where the driver actively adjusts the tire pressure according to specific road conditions, such as lowering the tire pressure before entering off-road sections and restoring the tire pressure to normal after returning to the highway.

[0203] In tire pressure monitoring mode, when the tire pressure of a vehicle drops abnormally rapidly (e.g., due to a tire puncture and leak), the vehicle controller will issue a tire pressure warning and automatically inflate the wheel continuously to compensate for the pressure loss caused by the leak. This provides the driver with more safe driving time and avoids the risk of loss of vehicle control due to a completely deflated tire.

[0204] The airtight bearing is the most critical component with the highest technical requirements in the automotive inflation / deflation system of this embodiment. Its sealing reliability directly determines whether the entire system can operate stably throughout the vehicle's entire lifespan. The rotating dynamic seal assembly of the airtight bearing needs to maintain a long-term seal on the annular gas chamber under the condition of high-speed rotation of the inner ring, while also withstanding the working pressure of the inflation / deflation system.

[0205] The balls and raceways of the airtight bearing are precision ground to ensure low frictional torque during inner ring rotation, resulting in negligible impact on wheel rotation resistance. The axial and radial clearances between the outer and inner rings of the airtight bearing are precisely controlled to ensure that the relative displacement between the inner and outer rings remains within the allowable range of the sealing assembly when the wheel is subjected to radial and axial forces, thus preventing disruption of the contact state of the rotary seal interface.

[0206] In this embodiment, each wheel is equipped with an independent solenoid valve group. When the solenoid valve group of one wheel fails, it does not affect the inflation and deflation operations of other wheels, giving the entire active inflation and deflation system a strong ability to isolate local faults. Secondly, when the active inflation and deflation system fails, the driver can still manually inflate the tires using the original valves on the wheel rim 101, ensuring that the vehicle can maintain basic driving capability in emergency situations.

[0207] The vehicle controller continuously monitors the active inflation and deflation system for self-diagnosis. When it detects air leakage in the active inflation and deflation system (manifested as a continuous drop in tire pressure after inflation or an abnormally low inflation rate), the vehicle controller issues a system fault alarm, prompting the driver to check and repair the system to prevent safety hazards caused by long-term operation of the system due to faults.

[0208] The only improvement in this embodiment is to the wheel mechanism, which adopts the wheel mechanism described in Embodiment 2, and an airtight bearing is added. The rest of the vehicle structure can be constructed using existing technology, and will not be described in detail here.

[0209] The vehicle in this embodiment, equipped with the aforementioned wheel hub assembly and active inflation / deflation system, can, on the one hand, monitor and actively adjust the tire pressure of each wheel in real time during vehicle operation, eliminating safety hazards caused by abnormal tire pressure and improving driving safety; on the other hand, it can actively optimize tire pressure according to road conditions, improving vehicle handling performance, braking performance, and fuel economy; thirdly, the entire inflation / deflation circuit is completely built into the wheel hub assembly, with no exposed pipes, and the inflation / deflation structure has no adverse impact on the vehicle's appearance and chassis space layout; fourthly, the wheel hub assembly maintains the same quick-disassembly and assembly characteristics as ordinary wheel hubs, without increasing the difficulty and labor cost of maintenance, and has extremely high engineering practical value and market promotion value.

[0210] The vehicle in this embodiment, equipped with an active tire inflation / deflation system, can maintain tire pressure within the optimal range under different driving conditions, thereby generating positive benefits in energy conservation and emission reduction. There is a significant correlation between tire pressure and vehicle rolling resistance: when tire pressure is low, tire deformation increases, the rolling resistance coefficient increases accordingly, and the energy consumed by the vehicle to overcome rolling resistance increases, leading to increased fuel or electricity consumption; when tire pressure is maintained within the optimal range, tire deformation is at its design optimum, the rolling resistance coefficient is minimized, and the vehicle's energy consumption is lowest. The active tire inflation / deflation system continuously monitors and adjusts tire pressure, preventing prolonged periods of low tire pressure caused by slow leakage, thus reducing additional rolling resistance losses caused by low tire pressure and contributing to improved fuel economy or the driving range of electric vehicles.

[0211] In off-road or low-speed driving conditions, the active inflation / deflation system can proactively reduce tire pressure based on road conditions, increasing the tire contact patch, improving vehicle traction, and reducing the risk of the vehicle getting stuck in soft surfaces, thereby reducing energy consumption on rough roads. When the vehicle returns to the road from off-road terrain, the active inflation / deflation system can quickly restore the tire pressure to the optimal value for road driving, avoiding the additional heat buildup and energy loss caused by low-pressure tires at high speeds on the road. This ability to dynamically optimize tire pressure based on road conditions makes the vehicle in this embodiment more energy efficient than ordinary vehicles using fixed tire pressure in the overall driving cycle.

[0212] The active inflation / deflation system in this embodiment can be integrated and coordinated with other electronic control systems of the vehicle to further improve the overall performance and safety of the vehicle. The vehicle controller can share information and coordinate control between the inflation / deflation system and the vehicle stability control system (ESC), anti-lock braking system (ABS), traction control system (TCS), and intelligent driving assistance system.

[0213] For example, in vehicle stability control, when the vehicle stability control system detects understeer or oversteer tendencies while the vehicle is cornering, it can send instructions to the tire inflation / deflation system to slightly inflate or deflate specific wheels. By adjusting the tire pressure of each wheel, it changes the lateral stiffness distribution of each wheel, assisting the stability control system in optimizing the vehicle's steering characteristics and improving cornering stability. In braking performance optimization, when the vehicle is driving on different road surfaces, the tire inflation / deflation system can actively adjust tire pressure based on road surface adhesion coefficient information, optimizing the tire contact area and contact pressure distribution, improving tire adhesion during braking, and shortening braking distance. In intelligent driving assistance, when the vehicle's navigation system predicts that the road ahead is off-road or has special road conditions, the tire inflation / deflation system can adjust tire pressure in advance based on the road condition prediction results, achieving predictive tire pressure optimization and improving the vehicle's adaptability to complex road surfaces.

[0214] The integration and collaboration between the inflation / deflation system and the aforementioned vehicle system enables the vehicle in this embodiment to achieve intelligent management of tire pressure within a wider range of operating conditions. This elevates tire pressure regulation from a passive, responsive safety measure to an active, optimized performance enhancement method, fully leveraging the technological potential of the active inflation / deflation system and providing valuable technical support for the development trend of intelligent and electric vehicles.

[0215] The wheel assembly and active tire pressure control system installed in the vehicle described in this embodiment have broad market application prospects. In the passenger vehicle market, with consumers' increasing demands for driving safety and comfort, and the urgent need for optimized driving range in new energy vehicles, the market demand for active tire pressure management systems continues to grow. The technical solution of this embodiment, with its simple structure, convenient assembly and disassembly, and reliable sealing, can achieve active tire pressure control at a relatively low cost, making it suitable for widespread application in mid-to-high-end passenger vehicles.

[0216] In the commercial vehicle market, long-haul transport vehicles, construction machinery vehicles, and special vehicles have a more urgent need for tire pressure management. Commercial vehicle tires are expensive, and premature tire failure due to abnormal pressure results in significant losses. Furthermore, commercial vehicles frequently travel on rough roads, creating a strong demand for dynamic tire pressure regulation. The technical solution in this embodiment provides a reliable, durable, and easy-to-maintain active inflation / deflation solution for commercial vehicles, effectively reducing tire usage costs and improving vehicle operating efficiency and safety.

[0217] In the military and special vehicle market, tactical vehicles, armored vehicles, and engineering support vehicles have an urgent need for rapid tire pressure adjustment and maintenance of mobility in battlefield or extreme environments. The technical solution of this embodiment, with its high reliability, quick assembly and disassembly, and built-in air circuit, can meet the stringent requirements of military and special vehicles for tire inflation and deflation systems, and has significant value for defense applications. In summary, the automotive technology solution of this embodiment has significant application value and broad market prospects in multiple market segments.

[0218] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A wheel hub assembly capable of inflation and deflation, comprising a wheel hub body and a brake disc, wherein the wheel hub body includes a rim, a wheel disc, and a plurality of spokes disposed between the rim and the wheel disc, characterized in that, The rim is provided with a gas inlet, the hub disc is provided with a gas channel, the surface of the hub disc facing the brake disc is provided with a gas chamber, the gas chamber is connected to the gas channel, a gas pipeline is provided between the gas channel and the gas inlet, a gas connector is fixed on the surface of the brake disc facing the hub disc, the gas connector is connected to the gas chamber, the gas connector is used to connect to the gas source provided in the vehicle, and a first sealing element is also provided between the brake disc and the hub body, which is located around the gas chamber.

2. The wheel hub assembly capable of inflation and deflation as described in claim 1, characterized in that, The first seal is a first rubber sealing ring disposed between the hub disc and the brake disc.

3. A wheel hub assembly capable of inflation and deflation as described in claim 1, characterized in that, The wheel hub disc has a sealing element mounting groove on its surface, and the first sealing element is fixed in the sealing element mounting groove.

4. A wheel hub assembly capable of inflation and deflation as described in claim 1, characterized in that, The gas connector is located at an off-center position on the brake disc.

5. A wheel hub assembly capable of inflation and deflation as described in claim 1, characterized in that, The gas connector is detachably and fixedly connected to the brake disc.

6. A wheel hub assembly capable of inflation and deflation as described in claim 5, characterized in that, The brake disc has an internal threaded hole, and the gas connector has an external thread structure that matches the internal threaded hole. The gas connector is threadedly fixed to the brake disc through the external thread structure and the internal threaded hole. The gas connector has a flow channel that runs through it along its axial direction.

7. A wheel hub assembly capable of inflation and deflation as described in claim 6, characterized in that, The gas connector uses a connector bolt, with a flow channel running through the bolt along the axial direction. The shank of the connector bolt is threaded to the brake disc, and a second seal is provided between its head and the surface of the brake disc.

8. A wheel hub assembly capable of inflation and deflation as described in claim 7, characterized in that, The second seal is a second rubber sealing ring.

9. A wheel hub assembly capable of inflation and deflation as described in claim 1, characterized in that, The gas connector passes through the brake disc and is welded to the brake disc for fixation.

10. A wheel hub assembly capable of inflation and deflation as described in claim 1, characterized in that, One end of the gas pipeline is detachably and fixedly connected to the gas interface, and the other end of the gas pipeline is detachably and fixedly connected to the gas channel.

11. A wheel hub assembly capable of inflation and deflation as described in claim 10, characterized in that, The gas pipeline is a flexible tube with an outer diameter larger than the diameter of the gas interface and the diameter of the gas channel. One end of the gas pipeline is inserted into the gas interface and is press-fitted with the gas interface, while the other end of the gas pipeline is inserted into the gas channel and is press-fitted with the gas channel.

12. A wheel hub assembly capable of inflation and deflation as described in claim 10, characterized in that, The gas pipeline is a rigid pipe with flexible joints at both ends. One flexible joint is inserted into the gas interface and is press-fitted with the gas interface, while the other flexible joint is inserted into the gas channel and is press-fitted with the gas channel.

13. A wheel hub assembly capable of inflation and deflation as described in claim 1, characterized in that, The gas pipeline is a rigid metal pipe, one end of which is welded and fixed to the wheel rim and connected to the gas interface, and the other end is welded and fixed to the brake disc and connected to the gas passage.

14. A wheel hub assembly capable of inflation and deflation as described in claim 1, characterized in that, The air chamber is a cylindrical cavity with its axis perpendicular to the surface of the wheel hub. One end of the gas channel extends to the circumference of the wheel hub and is connected to the gas pipeline, while the other end extends to the circumference of the air chamber and is connected to the air chamber.

15. A wheel hub assembly capable of inflation and deflation as described in claim 1, characterized in that, The gas interface is located on the rim groove of the rim, with one end extending to the outer circumference of the rim and the other end extending to the inner circumference of the rim.

16. A wheel mechanism, characterized in that, The wheel hub assembly includes the one described in any one of claims 1-15, which is capable of inflation and deflation, and the outer side of the rim is provided with a tire.

17. A car, characterized in that, It includes the wheel mechanism of claim 16, wherein the gas connector is connected to a gas source provided in the vehicle via a connecting component, and the gas source is connected to the vehicle controller.

18. The automobile as claimed in claim 17, characterized in that, The connecting component adopts an airtight bearing, which includes an outer ring and an inner ring located inside the outer ring. The outer ring and the inner ring are rotatably connected by multiple balls to form an annular gas chamber. The outer ring is fixedly installed and connected to the gas source pipeline, and the gas source pipeline is connected to the annular gas chamber. The inner ring is fixedly connected to the brake disc and has a connecting channel. One end of the connecting channel is connected to the gas connector, and the other end is connected to the annular gas chamber.

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