Description:NON-PUNCTURE AIRLESS TIRE FOR VEHICLE AND A METHOD THEREOF
FIELD OF THE INVENTION
The present invention relates to non-pneumatic tires for vehicles. More particularly, the present invention relates to a non-puncture airless tire for vehicle applications, especially for offroad vehicles which improves camber stiffness or overturning moment and vertical and aligning stiffness. Advantageously, the present invention has a flexible structure which ensures that the tire can withstand uneven terrain without losing its shape and compromising performance, thus reducing the risk of tire damage.
BACKGROUND OF THE INVENTION
Tires are an essential component of vehicles, providing the necessary contact between the vehicle and the road surface. They play a crucial role in ensuring safety, stability, and performance while driving. Tires are typically made of rubber and are designed to withstand various road conditions and weather elements. The tire is a ring-shaped part that goes around the rim of a wheel to transfer the weight of the vehicle from the axle to the ground and to provide the wheel traction on the surface it is traveling over. Most tires, including those for cars and bicycles, are made of pneumatically inflated constructions that also act as a flexible cushion to cushion impacts as the tire rolls over uneven terrain. By applying a bearing pressure that prevents the surface from being unduly deformed, tires create a footprint, or contact patch, that is intended to balance the weight of the car with the bearing strength of the surface it rolls over.
Non-pneumatic tire, also known as an airless tire, is a revolutionary type of tire that offers several advantages over traditional pneumatic tires. Unlike pneumatic tires that rely on air pressure to provide support and cushioning, non-puncture non-pneumatic tires are designed to be solid or have a unique structure that eliminates the need for air. They are designed to be puncture-resistant, reducing the risk of flat tires. Non-pneumatic tires are commonly used in applications where durability and reliability are crucial, such as in certain off-road vehicles, industrial equipment, and bicycles.
These tires are typically made of durable materials such as rubber, plastic, or a combination of both. Some non-pneumatic tires feature a solid rubber construction, while others utilize a honeycomb or lattice structure to provide support and shock absorption. This innovative design allows the tire to maintain its shape and performance even when punctured or subjected to rough terrain.
Some of the prior arts are:
CN205344356U, discloses an adjustable spring tyre and high elastic tyre, according to the diameter of the tyre, which makes the traffic adjusting tyre can meet the different vehicle and highway condition and tire can be suitable for complicated situation such as step, increases the use range of the tire. spoke sleeve is provided with multiple screw holes, multiple screw holes are uniformly distributed on the spoke sleeve. The connecting stand is fixedly connected to the outer end of the telescopic spokes, the inner end of telescopic spokes is inserted inside the sleeve spokes, the inner end of the spoke sleeve fixedly connected with the mounting hub. spring is set inside the sleeve spoke, and the spring between the mounting hub and the telescopic spokes. Tyre body connected at the outer end of the connecting seat by the connecting bolt, the fixing ring by the fixing bolt is fixedly connected with the front and back sides of telescopic spokes.
CN2594062Y, discloses a Spring tyre which aims at solving the technical problems that a common tyre is easily poked, is easily exploded in summer and is easily split in winter. The utility model is mainly composed of an outer steel ring, an inner steel ring, an outer fixing clip, a spring, an inner fixing clip and a vehicle shaft and is characterized in that the position of the end of the outer fixing clip is welded at and connected with the position of the inner surface of the outer steel ring; the position of the other end of the outer fixing clip is welded at and connected with the position of the end of the spring; the position of the end of the inner fixing clip is welded at and connected with the position of the outer surface of the inner steel ring; the position of the other end of the inner fixing clip is welded at and connected with the position of the end of the spring; the position of the inner surface of a rubber tyre covers the position of the outer surface of the outer steel ring. The utility model is suitable for the field that a practical and new technical proposal can be temporarily installed on an antiskid device set of an elastic tyre or a wheel of an elastic tyre and has the advantages of simple fabrication, low cost and convenient use..
CN206664148U, discloses a dual-use anti bundle spring tire for solve the anti-technical problem who pricks of tire. A dual -use anti bundle spring tire, includes tire, wheel hub and spring, the spring includes a plurality ofly, evenly installs between tire and wheel hub, tyre inner side is equipped with the fixed body, be equipped with down the fixed body outside the wheel hub, it personally experiences sth. Part of the body upward to fix sets up with fixing down to personally experience sth. Part of the body corresponds from top to bottom, going up the fixed body and installing in the upper end of spring, the down fixed body is installed in the lower extreme of spring. The beneficial effects of the utility model are that: can improve the anti-bundle performance of tire, can by extensive use the army and civilian on.
The above cited prior arts disclose a tire with springs integrated into the rim of the tire. The purpose of the spring is to provide additional cushioning and shock absorption. When the tire encounters bumps, potholes, or uneven surfaces, the spring compresses and absorbs the impact, reducing the transfer of vibrations and shocks to the vehicle and improving overall ride comfort.
However, the conventional tire with springs has limited puncture resistance where spring type tires still rely on air-filled rubber or similar materials, making them susceptible to punctures and flats. The springs may require regular maintenance and inspection to ensure proper functioning. The addition of springs and suspension components can increase the complexity and weight of the tire, potentially impacting fuel efficiency and vehicle performance. And also affects the camber stiffness, vertical stiffness, and aligning stiffness.
Accordingly, there is a need for an improved non-puncture airless tire for vehicle which improves camber stiffness or overturning moment and vertical and aligning stiffness, maintains better contact with the road surface, thus improving traction and grip, and allows for adjustable suspension settings, enabling customization based on road conditions or personal preferences.
OBJECT OF THE INVENTION
It is a principal objective of the present invention to provide a non-puncture airless tire for vehicles which improves camber stiffness or overturning moment and vertical and aligning stiffness.
It is another object of the present invention to provide a non-puncture airless tire for vehicles with improved safety.
Another objective of the present invention is to provide a non-puncture airless tire having solid or structured design which offers improved stability and traction, especially in off-road or challenging terrains.
Another objective of the present invention is to provide a non-puncture airless tire, which ensures better control and reduced slippage even on challenging terrains like mud, sand, or gravel.
Another objective of the present invention is to provide a non-puncture airless tire, which provides necessary load-carrying capacity without compromising performance or risking tire failure due to overloading.
Yet another object of the present invention is to provide non-puncture airless eco-friendly tires using recycled materials.
SUMMARY OF THE INVENTION
It is a primary aspect of the present invention to provide a non-puncture airless tire (100) for vehicle, comprising: a rim unit (10) comprising a circular rim (10a) with a central hub (10b) and a plurality of spokes (10c) extending radially from the hub to the circular rim (10a), fixed to the wheel hub of the vehicle through an axle (101) and is configured to rotate on its axis; a plurality of steer units (20) connected to the rim unit (10) using a revolute joint and comprising an internal spring unit (20a), an inner cylinder (20b) surrounded by an outer cylinder (20c) and a torsional spring (20d) on the outer surface of the outer cylinder (20c), and a tire unit (30) comprising a tire tread. The steer unit (20) and the tire unit (30) are connected using a cylindrical joint, and the steer unit (20) is configured with two degree of freedom providing movement in vertical direction by the internal spring (20a) and rotation of inner cylinder (20b) within outer cylinder (20c) about the axis by the torsional spring (20d). During off-road driving, the tire tread on the tire units (30) resists this tilting motion by using springs (20a) in the steer units (20) connected with the rim unit (10), deform and recover under different loading and steering conditions and it allows the tires to adjust to the road surface, thus improves camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire. At any given point in time more than one tire touches the ground, an edge of the tire (26) provides traction.
Another aspect of the present invention to provide a non-puncture airless tire for vehicles using an electric actuator (40), comprising a rim unit (10) comprising a circular rim (10a) with a central hub (10b) and a plurality of spokes (10c) extending radially from the hub to the circular rim (10a), fixed to the wheel hub of the vehicle through an axle (101) and is configured to rotate on its axis; a plurality of steer units (20) connected to the rim unit (10) using a revolute joint and comprising an electric actuator (40) consists of a motor (40a), a gear box (40b), a control unit (40c), a sensor (40d), and an actuator arm (40e) and placed inside the steer unit (20), an inner cylinder (20b) surrounded by an outer cylinder (20c) and a torsional spring (20d) on the outer surface of the outer cylinder (20c), and a tire unit (30) comprising a tire tread. The steer unit (20) and the tire unit (30) are connected using a cylindrical joint, and the steer unit (20) is configured with two degree of freedom providing movement in vertical direction by the electric actuator (40) and rotation of inner cylinder (20b) within outer cylinder (20c) about the axis by the torsional spring (20d). During off-road driving, the tire tread on the tire units (30) resists this tilting motion by using electric actuator (40) in the steer units (20) connected with the rim unit (10), deform and recover under different loading and steering conditions and it allows the tires to adjust its height to the road surface by moving the actuator arm (40e), thus improves camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire. At any given point in time more than one tire touches the ground, an edge of the tire (26) provides traction.
Yet another aspect of the present invention to provide a method for working non-puncture airless tire, comprising steps of:
a. configuring the steer unit (20) with two degree of freedom providing movement in vertical direction by the internal spring (20a) and rotation of inner cylinder (20b) within outer cylinder (20c) about the axis by the torsional spring (20d),
b. during off-road driving, configuring the tire tread on the tire units (30) resists this tilting motion by using springs (20a) in the steer units (20) connected with the rim unit (10), deform, and recover under different loading and steering conditions and it allows the tires to adjust to the road surface, thus improves camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire, and
c. providing traction by an edge of the tire (26) at any given point in time more than one tire touches the ground.
Another aspect of the present invention is to provide a method of working non-puncture airless tire using an electric actuator (40), comprising steps of:
a. detecting the height or position of the tire and providing feedback to the control unit (40c) by the sensor (40d) during off-road driving,
b. analyzing data from sensors (40d) to determine when the vehicle is on an off-road surface by the control unit (40c),
c. generating a height adjustment command for the actuator and activating the motor (40a) within the actuator, by the control system when an off-road surface is detected, which rotates the gears, which in turn moves the actuator arm (40e), as the actuator arm (40e) moves, it adjusts the height of the tire, by raising or lowering it as needed,
d. continuously monitoring the tire height through sensors (40d) and adjusts the actuator's movement accordingly by the control system, and
e. by adjusting the tire height, the electric actuator (40) helps improve ground clearance, traction, stability, camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire while the vehicle is traveling on off-road surfaces.

BRIEF DESCRIPTION OF DRAWINGS
The embodiment of the present invention is illustrated with the help of accompanying drawings.
Figure 1 illustrates a view of a non-puncture airless tire according to the present invention.
Figure 2 illustrates a view of a non-puncture airless tire with axle according to the present invention.
Figure 3 illustrates a detailed view of the non-puncture airless tire according to the present invention.
Figure 4 illustrates an expanded view of a non-puncture airless tire according to the present invention.
Figure 5 illustrates an internal view of spring on the steer unit of non-puncture airless tire according to the present invention.

DETAILED DESCRIPTION OF THE INVENTION
The present invention as embodied by “a non-puncture airless tire for vehicle and method thereof” succinctly fulfills the above-mentioned need[s] in the art. The present invention has objective[s] arising as a result of the above-mentioned need[s], said objective[s] having been enumerated here in above.
The following description is directed to a non-puncture airless tire for vehicle and a method thereof as much as the objective(s) of the present invention are enumerated, it will be obvious to a person skilled in the art that, the enumerated objective(s) are not exhaustive of the present invention in its entirety and are enclosed solely for the purpose of illustration. Further, the present invention encloses within its scope and purview, any structural alternative(s) and/or any functional equivalent(s) even though, such structural alternative(s) and/or any functional equivalent(s) are not mentioned explicitly herein or elsewhere, in the present disclosure. The present invention therefore encompasses also, any improvisation[s]/modification[s] applied to the structural alternative[s]/functional alternative[s] within its scope and purview. The present invention may be embodied in other specific form[s] without departing from the essential attributes thereof.
Furthermore, the terms and phrases used herein are not intended to be limiting, but rather are to provide an understandable description. Throughout this specification, the use of the word "comprise" and variations such as "comprises" and "comprising" may imply the inclusion of an element or elements not specifically recited.
The conventional non-puncture non-pneumatic tire requires regular maintenance and inspection to ensure proper functioning, and increases the complexity and weight of the tire, potentially impacting fuel efficiency and vehicle performance. The present invention provides excellent traction on various surfaces. The combination of the tire's design and the spring technology ensures better grip and stability, especially in challenging road conditions. There is no need for regular tire pressure checks or inflation. This saves time and effort, as well as eliminates the risk of underinflated or overinflated tires.
The present invention provides a non-puncture airless tire for vehicle, the non-puncture airless tire for vehicle which improves camber stiffness or overturning moment and vertical and aligning stiffness. The present invention allows for adjustable suspension settings, enabling customization based on road conditions or personal preferences.
Referring to Figures 1 to 5, in an embodiment of the present invention, is provided a non-puncture airless tire (100) for vehicle, comprising: a rim unit (10) comprising a circular rim (10a) with a central hub (10b) and a plurality of spokes (10c) extending radially from the hub to the circular rim (10a), fixed to the wheel hub of the vehicle through an axle (101) and is configured to rotate on its axis; a plurality of steer units (20) connected to the rim unit (10) using a revolute joints and comprising an internal spring unit (20a), an inner cylinder (20b) surrounded by an outer cylinder (20c) and a torsional spring (20d) on the outer surface of the outer cylinder (20c), and a plurality of tire units (30) comprising a tire tread. The steer unit (20) and the tire unit (30) are connected using a cylindrical joint, and the steer unit (20) is configured with two degree of freedom providing movement in vertical direction by the internal spring (20a) and rotation of inner cylinder (20b) within outer cylinder (20c) about the axis by the torsional spring (20d). During off-road driving, the tire tread on the tire units (30) resists this tilting motion by using springs (20a) in the steer units (20) connected with the rim unit (10), deform and recover under different loading and steering conditions and it allows the tires to adjust to the road surface, thus improves camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire. At any given point in time more than one tire touches the ground, an edge of the tire (26) provides traction.
In the preferred embodiment of the present invention, the springs (20a) on the steer units (20) provide shock absorption and cushioning by vertical compression.
In a preferred embodiment of the present invention, the tire units (30) act as a contact patch to generate forces and torques in response to the slip angle, camber angle, and normal load of the tire.
In the preferred embodiment of the present invention, the rim unit (10) is made of material comprising aluminum alloy, steel, carbon fiber, and carbotanium.
In one embodiment of the present invention, the steer units (20) comprising cylindrical shapes and structures.
In the preferred embodiment of the present invention, the tire units (30) are made of rubber or synthetic rubber, textile material, high strength steel, aluminum alloy or carbon fiber or any other light weight alloy material, and comprising different tread patterns and features, such as grooves, blocks, or sipes.
In a second embodiment of the present invention is disclosed a non-puncture airless tire for vehicles using an electric actuator (40), comprising a rim unit (10) comprising a circular rim (10a) with a central hub (10b) and a plurality of spokes (10c) extending radially from the hub to the circular rim (10a), fixed to the wheel hub of the vehicle through an axle (101) and is configured to rotate on its axis; a plurality of steer units (20) connected to the rim unit (10) using a revolute joint and comprising an electric actuator (40) consists of a motor (40a), a gear box (40b), a control unit (40c), a sensor (40d), and an actuator arm (40e) and placed inside the steer unit (20), an inner cylinder (20b) surrounded by an outer cylinder (20c) and a torsional spring (20d) on the outer surface of the outer cylinder (20c), and a tire unit (30) comprising a tire tread. The steer unit (20) and the tire unit (30) are connected using a cylindrical joint, and the steer unit (20) is configured with two degree of freedom providing movement in vertical direction by the electric actuator (40) and rotation of inner cylinder (20b) within outer cylinder (20c) about the axis by the torsional spring (20d). During off-road driving, the tire tread on the tire units (30) resists this tilting motion by using electric actuator (40) in the steer units (20) connected with the rim unit (10), deform and recover under different loading and steering conditions and it allows the tires to adjust its height to the road surface by moving the actuator arm (40e), thus improves camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire. At any given point in time more than one tire touches the ground, an edge of the tire (26) provides traction.
Another embodiment of the present invention provides a method of working of non-puncture airless tire (100), comprising steps of:
a. configuring the steer unit (20) with two degree of freedom providing movement in vertical direction by the internal spring (20a) and rotation of inner cylinder (20b) within outer cylinder (20c) about the axis by the torsional spring (20d),
b. during off-road driving, configuring the tire tread on the tire units (30) resists this tilting motion by using springs (20a) in the steer units (20) connected with the rim unit (10), deform, and recover under different loading and steering conditions and it allows the tires to adjust to the road surface, thus improves camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire, and
c. providing traction by an edge of the tire (26) at any given point in time more than one tire touches the ground.

In another embodiment of the present invention is disclosed a method of working of non-puncture airless tire (100) using an electric actuator (40), comprising steps of:
a. detecting the height or position of the tire and providing feedback to the control unit (40c) by the sensor (40d) during off-road driving,
b. analyzing data from sensors (40d) to determine when the vehicle is on an off-road surface by the control unit (40c),
c. generating a height adjustment command for the actuator and activating the motor (40a) within the actuator, by the control system when an off-road surface is detected, which rotates the gears, which in turn moves the actuator arm (40e), as the actuator arm (40e) moves, it adjusts the height of the tire, by raising or lowering it as needed,
d. continuously monitoring the tire height through sensors (40d) and adjusts the actuator's movement accordingly by the control system, and
e. by adjusting the tire height, the electric actuator (40) helps improve ground clearance, traction, stability, camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire while the vehicle is traveling on off-road surfaces.
For Illustration:
WORKING
The present invention provides a non-puncture airless tire can run on different conditions:
(i) Non-puncture airless tires can run on dry asphalt roads, which has a high friction coefficient of about 0.9. This means that the tires have a good grip and stability on the road, and can accelerate, decelerate, and turn smoothly. However, this also means that the tires have a high rolling resistance, which reduces the fuel efficiency and increases the wear of the tires.
(ii) Non-puncture airless tires can also run on wet roads, which has a lower friction coefficient of about 0.5 to 0.6. This means that the tires have less grip and stability on the road, and can experience hydroplaning, skidding, or sliding. To prevent this, the tires have grooves, blocks, or sipes on the tread, which can channel the water away from the contact patch and increase the friction. The tires also have a lower rolling resistance, which improves the fuel efficiency and reduces the wear of the tires.
(iii) Non-puncture airless tires can also run on sand roads, which has a variable friction coefficient depending on the density and moisture of the sand. The friction coefficient can range from 0.3 to 0.8, which means that the tires can have different levels of grip and stability on the road, and can sink, slip, or bounce. To cope with this, the tires have a flexible cylindrical structure, which can deform and recover under different loading and steering conditions. The tires also have a large contact patch, which distributes the weight and load of the vehicle evenly and consistently.
(iv) Non-puncture airless tires can also run on snow roads, which can be solid or icy, and has a low friction coefficient of about 0.3 to 0.5. This means that the tires have poor grip and stability on the road, and can lose traction, spin, or slide. To overcome this, the tires have a natural rubber or synthetic rubber compound, which can maintain its elasticity and flexibility at low temperatures. The tires also have a tread pattern and features, such as grooves, blocks, or sipes, which can bite into the snow and increase friction.

ADVANTAGES OF THE PRESENT INVENTION
1. The present invention provides cushioning and shock absorption, similar to how a suspension system works in a vehicle. When encountering bumps or uneven surfaces, the springs compress and absorb the impact, resulting in a smoother ride.
2. The present invention maintains better contact with the road surface, improving traction and grip.
3. The present invention provides necessary load-carrying capacity without compromising performance or risking tire failure due to overloading and offers versatility for off-road vehicle applications.
4. The present invention reduces the risk of sudden tire failure due to punctures or blowouts, this enhances safety during off-road adventures by preventing unexpected tire-related accidents or mishaps.
It will be apparent to a person skilled in the art that the above description is for illustrative purposes only and should not be considered as limiting. Various modifications, additions, alterations, and improvements without deviating from the spirit and the scope of the invention may be made by a person skilled in the art.
List of Reference Numerals
(10). Rim unit
(10a). Circular rim
(10b). Central hub
(10c). a plurality of spokes
(20). a plurality of steer units
(20a) internal Springs
(20b) inner cylinder
(20c) outer cylinder
(20d) torsional spring
(26) Edge of an individual tire unit
(30). a plurality of tire units
(40). Electric actuator
(40a). Motor
(40b). Gear box
(40c). Control unit
(40d). Sensor
(40e). Actuator arm
(100). Non-puncture airless tire
(101). Axle
, Claims:WE CLAIM:
1. A non-puncture airless tire (100) for vehicle, comprising:
a. a rim unit (10) comprising a circular rim (10a) with a central hub (10b) and a plurality of spokes (10c) extending radially from the hub to the circular rim (10a), fixed to the wheel hub of the vehicle through an axle (101) and is configured to rotate on its axis;
b. a plurality of steer units (20) connected to the rim unit (10) using a revolute joint and comprising an internal spring unit (20a), an inner cylinder (20b) surrounded by an outer cylinder (20c) and a torsional spring (20d) on the outer surface of the outer cylinder (20c), and
c. a tire unit (30) comprising a tire tread,
wherein the steer unit (20) and the tire unit (30) are connected using a cylindrical joint, and the steer unit (20) is configured with two degree of freedom providing movement in vertical direction by the internal spring (20a) and rotation of inner cylinder (20b) within outer cylinder (20c) about the axis by the torsional spring (20d),
wherein during off-road driving, the tire tread on the tire units (30) resists this tilting motion by using springs (20a) in the steer units (20) connected with the rim unit (10), deform and recover under different loading and steering conditions and it allows the tires to adjust to the road surface, thus improves camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire, and
wherein at any given point in time more than one tire touches the ground, an edge of the tire (26) provides traction.

2. The non-puncture airless tire as claimed in claim 1, wherein the springs (20a) on the steer units (20) provides shock absorption and cushioning by vertical compression.

3. The non-puncture airless tire as claimed in claim 1, wherein tire units (30) acts as a contact patch to generate forces and torques in response to the slip angle, camber angle, and normal load of the tire.

4. The non-puncture airless tire as claimed in claim 1, wherein the rim unit (10) is made of material comprising aluminum alloy, steel, carbon fiber, and carbotanium.

5. The non-puncture airless tire as claimed in claim 1, wherein the steer units (20) comprising cylindrical shapes and structures.

6. The non-puncture airless tire as claimed in claim 1, wherein the tire units (30) is made of natural rubber or synthetic rubber, textile material, high strength steel, aluminum alloy or carbon fiber or any other light weight alloy material, and comprising different tread patterns and features, such as grooves, blocks, or sipes.

7. A non-puncture airless tire for vehicles, comprising:
a. a rim unit (10) comprising a circular rim (10a) with a central hub (10b) and a plurality of spokes (10c) extending radially from the hub to the circular rim (10a), fixed to the wheel hub of the vehicle through an axle (101) and is configured to rotate on its axis;
b. a plurality of steer units (20) connected to the rim unit (10) using a revolute joint and comprising an electric actuator (40) consists of a motor (40a), a gear box (40b), a control unit (40c), a sensor (40d), and an actuator arm (40e) and placed inside the steer unit (20), an inner cylinder (20b) surrounded by an outer cylinder (20c) and a torsional spring (20d) on the outer surface of the outer cylinder (20c), and
c. a tire unit (30) comprising a tire tread,
wherein the steer unit (20) and the tire unit (30) are connected using a cylindrical joint, and the steer unit (20) is configured with two degree of freedom providing movement in vertical direction by the electric actuator (40) and rotation of inner cylinder (20b) within outer cylinder (20c) about the axis by the torsional spring (20d),
wherein during off-road driving, the tire tread on the tire units (30) resists this tilting motion by using electric actuator (40) in the steer units (20) connected with the rim unit (10), deform and recover under different loading and steering conditions and it allows the tires to adjust its height to the road surface by moving the actuator arm (40e), thus improves camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire, and
wherein at any given point in time more than one tire touches the ground, an edge of the tire (26) provides traction.

8. The non-puncture airless tire as claimed in claim 7, the input signal is based on the driver’s steering wheel angle, the vehicle speed, the road conditions, or the assistance mode.

9. A method for working non-puncture airless tire as claimed in claim 1, comprising steps of:

a. configuring the steer unit (20) with two degree of freedom providing movement in vertical direction by the internal spring (20a) and rotation of inner cylinder (20b) within outer cylinder (20c) about the axis by the torsional spring (20d),
b. during off-road driving, configuring the tire tread on the tire units (30) resists this tilting motion by using springs (20a) in the steer units (20) connected with the rim unit (10), deform, and recover under different loading and steering conditions and it allows the tires to adjust to the road surface, thus improves camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire, and
c. providing traction by an edge of the tire (26) at any given point in time more than one tire touches the ground.

10. A method of working non-puncture airless tire using an electric actuator (40) as claimed in 7, comprising steps of:
a. detecting the height or position of the tire and providing feedback to the control unit (40c) by the sensor (40d) during off-road driving,
b. analyzing data from sensors (40d) to determine when the vehicle is on an off-road surface by the control unit (40c),
c. generating a height adjustment command for the actuator and activating the motor (40a) within the actuator, by the control system when an off-road surface is detected, which rotates the gears, which in turn moves the actuator arm (40e), as the actuator arm (40e) moves, it adjusts the height of the tire, by raising or lowering it as needed,
d. continuously monitoring the tire height through sensors (40d) and adjusts the actuator's movement accordingly by the control system, and
e. by adjusting the tire height, the electric actuator (40) helps improve ground clearance, traction, stability, camber stiffness or overturning moment, vertical stiffness, and aligning stiffness of the tire while the vehicle is traveling on off-road surfaces.

-SD-
Dated this 14th day of February 2024 Kalyanchand Jhabakh (IN/PA-830)
Agent for Applicant