This disclosure relates generally to a wheel for a vehicle, and
more particularly to a shock absorbing wheel capable of bearing and
absorbing a shock.
Background
[002] A suspension system in a vehicle works between a frame
and wheel of the vehicle. Primary function of the suspension system is to
absorb shocks due to uneven surface of the road to thereby maximize
overall performance of the vehicle as moves on the road, and provide a safe
and comfortable ride. A shock absorber is one of a critical element of the
suspension system. The shock absorber may include a coil spring which
absorbs an impact when the vehicle hits the uneven surface (e.g. a bump
or a pothole) of the road to thereby reduce the impact of the bump or the
pothole on the vehicle.
[003] However, installation of the suspension system involving the
shock absorbers is a complicated and tedious mechanism (due to for
multiple linkages) and involves additional cost. Further, such suspension
systems require high regular maintenance adding to the cost of vehicle
ownership. Furthermore, vehicle tires, located on periphery of the wheels,
are filled with air under pressure and are therefore vulnerable to wear and
road hazards which may cause a rapid decompression, or “blowout”, that
Docket No: IIP-HCL-P0091
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can result in loss of control of the vehicle. Moreover, for some types of
vehicles, for example, heavy vehicles like bulldozers, the traditional
suspension systems may not be successful. Therefore, such types of
vehicles require a different type of shock absorbing mechanism.
[004] It is, therefore, desirable to provide a shock absorbing
capability within the wheels of the vehicle itself, so as to overcome the above
problems.
SUMMARY
[005] In one embodiment, a shock absorbing wheel is disclosed.
The shock absorbing wheel includes a central hub and a plurality of shock
absorbing spokes. Each of the plurality of shock absorbing spokes has a
first end and a second end. Each of the plurality of shock absorbing spokes
is coupled to the central hub via the first end. Each of the plurality of shock
absorbing spokes is attached to a traction pad of a plurality of traction pads
via the second end. The shock absorbing wheel is configurable between a
first configuration and second configuration. In the first configuration, each
of the plurality of shock absorbing spokes is extended radially outwards and
the plurality of traction pads attached to the plurality of shock absorbing
spokes together form a continuous circular surface. In the second
configuration, at least one of the plurality of shock absorbing spokes is
retracted radially inwards.
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[006] It is to be understood that both the foregoing general
description and the following detailed description are exemplary and
explanatory only and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWINGS
[007] The accompanying drawings, which are incorporated in and
constitute a part of this disclosure, illustrate exemplary embodiments and,
together with the description, serve to explain the disclosed principles.
[008] FIG. 1 illustrates a front view of a shock absorbing wheel, in
accordance with an embodiment.
[009] FIG. 2 illustrates a magnified view of a shock absorbing
spoke of the shock absorbing wheel of the FIG. 1, in accordance with
another embodiment.
[010] FIG. 3 illustrates another magnified view of the shock
absorbing spoke of the shock absorbing wheel of the FIG. 1, in accordance
with another embodiment.
[011] FIG. 4 illustrates a front view of a shock absorbing spoke in
a second configuration, in accordance with an embodiment.
[012] FIG. 5 illustrates a front view of a shock absorbing wheel
comprising a plurality of sleeves, in accordance with another embodiment.
Docket No: IIP-HCL-P0091
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DETAILED DESCRIPTION
[013] Exemplary embodiments are described with reference to the
accompanying drawings. Wherever convenient, the same reference
numbers are used throughout the drawings to refer to the same or like parts.
While examples and features of disclosed principles are described herein,
modifications, adaptations, and other implementations are possible without
departing from the spirit and scope of the disclosed embodiments. It is
intended that the following detailed description be considered as exemplary
only, with the true scope and spirit being indicated by the following claims.
Additional illustrative embodiments are listed below.
[014] Referring now to FIG. 1, a front view of a shock absorbing
wheel 100 is illustrated, in accordance with an embodiment. In some
embodiments, the shock absorbing wheel 100 may include a central hub
102 and a plurality of shock absorbing spokes 104-1, 104-2, … and so on
(together also referred to as the plurality of shock absorbing spokes 104).
In some embodiments, the plurality of shock absorbing spokes 104 may
include sixteen shock absorbing spokes104-1, 104-2, … 104-16. In
alternate embodiments, the shock absorbing wheel 100 may include any
other number of shock absorbing spokes 104 as well.
[015] Each of the plurality of shock absorbing spokes 104 may
have a first end a second end. Further, each of the plurality of shock
absorbing spokes 104 may be coupled to the central hub 102 via the first
end, for example, via a pivoted joint. The pivoted joint may be spring loaded.
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Further, each of the plurality of shock absorbing spokes 104 may be
attached to a traction pad via the second end. Each of the plurality of traction
pads may be made of material, for example, rubber. Each of the plurality of
shock absorbing spokes may include a helical compression spring.
[016] Referring now to FIG. 2, a magnified view of the shock
absorbing spoke 104-1 of the plurality of shock absorbing spokes 104 is
illustrated, in accordance with some embodiments of the present disclosure.
As shown in the FIG. 2, the shock absorbing spoke 104-1 may have a first
end 106 a second end 108. The shock absorbing spoke 104-1 may be
coupled to the central hub 102 via the first end 106. Further, the shock
absorbing spoke- 104-1 may be attached to a traction pad 110-1 of a
plurality of traction pads 110-1, 110-2… and so on (hereinafter, also referred
to as plurality of traction pads 110) via the second end 108. Each of the
plurality of traction pads 110 may be made of a material selected from
rubber, a composite, etc. It may be noted that the plurality of traction pads
110 together form a continuous circular surface 112. It may be further noted
that the material of the traction pad may be such as to provide traction to
the wheel when the vehicle is plying on the road surface.
[017] In some embodiments, the continuous circular surface 112
may include a plurality of split points 116-1, 116-2, … 116-16 (hereinafter,
also referred to as plurality of split points 116). As it will be understood that
the plurality of split points 116 may define extremities of the plurality of
traction pads 110.
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[018] The shock absorbing spoke 104-1 may further include a
helical compression spring 114-1. It may be noted that each of the remaining
of the plurality of shock absorbing spokes 104 (i.e., the shock absorbing
spoke 104-2, 104-3, … 104-16) may be similar to, i.e. have the same
construction and features as of the absorbing spoke 104-1. The helical
compression spring 114 may offer resistance against linear compressing
force applied along their axis and may get compressed on application of
load due to the shock absorbing wheel’s encounter with bumps or potholes.
The helical compression spring 114 may regain its original form and position
when the load is released. The helical compression spring 114 may be
made of material selected from steel, spring steel, and the like.
[019] When the shock absorbing wheel 100 hits a pothole or a
bump, at least one of the plurality of shock absorbing spokes 104 may
retract by a first predetermined maximum length. The first predetermined
maximum length (L1) may be as much to keep a vehicle, fitted with the
shock absorbing wheel 100, maneuverable despite irregularities on surface
of road.
[020] As such, the shock absorbing wheel 100 may be configurable
between a first configuration and second configuration. When the shock
absorbing wheel 100 is configured in the first configuration, each of the
plurality of shock absorbing spokes 104 may be extended radially outwards
and the plurality of traction pads 110 attached to the plurality of shock
absorbing spokes 104 may together form a continuous circular surface 112.
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When the shock absorbing wheel 100 is configured in the second
configuration, at least one of the plurality of shock absorbing spokes 104
may be retracted radially inwards. Each of the plurality of shock absorbing
spokes 104 may be configured to retract by a first predetermined maximum
length. This is explained in conjunction with FIG. 4.
[021] Referring now to FIG. 3, a magnified view of the shock
absorbing spoke 104-1 of the shock absorbing wheel 100 is illustrated, in
accordance with some embodiments of the present disclosure. in some
embodiments, the shock absorbing spoke 104-1 may include a pivoted joint
302 for coupling the shock absorbing spoke 104-1 to the central hub 102 of
the shock absorbing wheel 100 via the first end 106-1. In other words, each
of the plurality of shock absorbing spokes 104 may be coupled to the central
hub 102 via the corresponding first ends 106 via the pivoted joint 302. The
pivoted joint 302 may be selected from a variety of types of pivoting joints,
including but not limited to pins, journal bearings, ball bearings, roller
bearings, needle bearings and the like.
[022] In addition, the pivoted joint 302 may be spring loaded. For
example, the pivoted joint 302 may include a coil spring (not shown in FIG.
3) that may be configured to bias each of the plurality of shock absorbing
spokes 104 in radially outward direction. It may be noted that the pivoted
joint 302 may allow pivotal movement (rotation) of the shock absorbing
spokes 104 relative to the central hub 102. It may be further noted that this
Docket No: IIP-HCL-P0091
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spring-loaded pivotal movement may further allow the shock absorbing
wheel 100 to absorb the shock.
[023] By way of an example, a dimeter of the central hub 102 may
be 20 centimeters (cm). Further, the length (S) of the absorbing spoke 104-
1 from the first end 106 and to the second end 108 may be 20 cm. As such,
distance D1 of the first end 106 of the shock absorbing spoke 104-1 from a
center point 304 of the shock absorbing wheel 100 may be 10 cm. Further,
distance D2 of the second end 108 from the center point 304 may be 30 cm.
Therefore, ratio of the distance D1 of the first end 106 from the center point
304 of the shock absorbing wheel to the distance D2 of the second end 108
from the center point 304 may be 1:3. It may be noted that a ratio of the
distance D1 of the first end from the center point 304 of the shock absorbing
wheel to distance D2 of the second end from the center point 304 may range
between 1:4 to 1:1.
[024] Referring now to FIG. 4, a front view of the shock absorbing
wheel 100 in a second configuration is illustrated, in accordance with an
embodiment of the present disclosure. As shown in the FIG. 4, in the second
configuration of the shock absorbing wheel 100, the shock absorbing
spokes 104-2 to 104-13 are extended radially outwards. As such, the
traction pads 110-2 to 110-13 attached to the shock absorbing spokes 104-
2 to 104-13 together form a continuous circular surface 112. Further, the
plurality of shock absorbing spokes 104-1, 104-15, and 104-16 are retracted
radially inwards. This is because of the weight of the vehicle or when the
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vehicle experiences an impact, for example, due to a pothole or a bump on
the road. As a result, the shock absorbing spokes inclined vertically
downwards (i.e., shock absorbing spokes 104-1, 104-15, and 104-16, as
shown in the FIG. 4) may retract, as a reaction to the vehicle weight or the
impact. Further, due to this reaction, these shock absorbing spokes (104-1,
104-15, and 104-16) may be configured to retract by a first predetermined
maximum length.
[025] When a shock absorbing wheel 100 hits a bump or travels on
an uneven terrain or travels on paved roads, then at least one of the shock
absorbing spoke facing the road may retract radially inwards. The shock
absorbing spoke may retract radially inwards to take away bounce and
spring motion produced as a vehicle moves. The radial inward retraction of
the at least one shock absorbing spoke may keep the shock absorbing
wheel 100 of the vehicle connected to the road so as to provide a smooth
ride. Further, when the shock absorbing wheel 100 hits a pothole or a bump,
then at least one of the shock absorbing spoke facing the road may retract
by a first predetermined maximum length. The first predetermined maximum
length (L1) may be as much to avoid bouncing of the vehicle when faced
with the uneven terrain.
[026] In some embodiments, each of the plurality of plurality of
shock absorbing spokes 104 may be tuned at a predetermined tension. In
particular, each of the plurality of helical compression springs 114 of the
plurality of shock absorbing spokes 104 may be tuned at a predetermined
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tension. In some embodiments, the predetermined tension may allow the
shock absorbing spokes 104 to retract by the first predetermined maximum
length. Further, the predetermined tension may be such to allow the shock
absorbing spokes 104 to retract only when the vehicle undergoes a shock,
and the predetermined tension may prevent the shock absorbing spokes
104 to retract at all under the effect of weight of the vehicle.
[027] Further, in some embodiments, the predetermined tension
may be reconfigurable. In other words, the helical compression springs 114
of the plurality of shock absorbing spokes 104 may be reconfigurable to
make the helical compression springs 114 stiffer or more flexible. It may be
understood that when the helical compression spring 114 is stiff, the greater
amount of force may be required to cause retraction of the compression
spring 114. In order to reconfigure the helical compression springs 114 of
the plurality of shock absorbing spokes 104, each of the helical compression
springs 114 may include a threaded nut (not shown in FIG. 3). The threaded
nut may be rotated to cause the threaded nut to move along the length of
the compression spring 114. Further, the compression spring 114 may be
confined by the threaded nut. As such, when the threaded nut is rotated and
hence moved along the length of the compression spring 114, the
compression spring 114 may be tightened or loosened. In some
embodiments, one end of the compression spring 114 may be attached to
the threaded nut. As such, when the threaded nut is rotated, this may cause
to increase or decrease the stiffness of the compression spring 114.
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[028] Referring now to FIG. 5, a front view of a shock absorbing
wheel 500 is illustrated in accordance with some embodiments of the
present disclosure. The absorbing wheel 500 may include a central hub 502
and a plurality of shock absorbing spokes 504 (referred collectively or
individually as shock absorbing spoke(s) 504). The shock absorbing wheel
500 may further include a plurality of sleeves 506 (referred collectively or
individually as sleeve(s) 506). The plurality of sleeves 506 may be attached
to the central hub 502 and may extend radially outwards. Each of the
plurality of shock absorbing spokes 504 may be positioned within an
associated sleeve of the plurality of sleeves 506. Further, a traction pad 508
may be attached to each of the plurality of shock absorbing spokes 504. The
traction pad 508 may be positioned outside the sleeve 506. For example, as
shown in the FIG. 5, the shock absorbing spoke 504-1 may be positioned
within an associated sleeve 506-1, such that the traction pad 508-1 attached
to the shock absorbing spoke 504-1 is positioned outside the sleeve 506-1.
[029] Each of the plurality of sleeves 506 may have a second
predetermined length (L2). In an embodiment, the length of each of the
plurality of sleeves 506 may be based on length of each of the plurality of
shock absorbing spokes 504 and the first predetermined maximum length
(L1). For example, the length of each of the plurality of sleeves 506 may be
a difference of the length (S) of shock absorbing spoke 504 and the first
predetermined maximum length (L1). It may be noted that as the shock
absorbing spoke 504 retracts, the traction pad 508 may move towards the
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sleeve 506. Therefore, the sleeve 506 may be sized so as to allow the
retraction of the shock absorbing spoke 504 without the traction pad 508
hitting the sleeve 506 (even when the shock absorbing spoke 504 has
retracted by the first predetermined maximum length).
[030] The sleeve may be made from such as natural rubber,
thermoplastic material and high grade steel and may prevent deterioration
of the shock absorbing spoke, inevitably caused by aggressiveness of
atmospheric agents and by critical conditions to which the shock absorbing
spoke is constantly subjected.
[031] As will be appreciated by those skilled in the art, the disclosure
relates to a shock absorbing wheel. Multiple shock absorbing spokes in the
shock absorbing wheel are not vulnerable to road wear and road hazards
that could otherwise result in deflation, or “blowout”, which may result in
personal injury and property damage. A vehicle may be cushioned from road
shock by means of the multiple shock absorbing spokes having a helical
compression spring that retract radially inward and attenuate roadbed shock
to the vehicle. In addition, a traction pad attached to the respective shock
absorbing spoke may be made of rubber that pass pressure to the shock
absorbing spokes when the vehicle is being driven on a rough terrain.
Further, the shock absorbing spokes may retain back to its original shape
when the vehicle is driven on a smooth road.
Docket No: IIP-HCL-P0091
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[032] It is intended that the disclosure and examples be considered
as exemplary only, with a true scope and spirit of disclosed embodiments
being indicated by the following claims.

CLAIMS
I/We Claim:
1. A shock absorbing wheel (100) comprising:
a central hub (102); and
a plurality of shock absorbing spokes (104), each of the plurality of
shock absorbing spokes (104) having a first end (106) a second end (108),
wherein each of the plurality of shock absorbing spokes (104) is coupled to
the central hub (102) via the first end (106), and wherein each of the plurality
of shock absorbing spokes (104) is attached to a traction pad of a plurality
of traction pads (110) via the second end (108),
wherein the shock absorbing wheel (100) is configurable between
a first configuration and second configuration,
wherein in the first configuration,
each of the plurality of shock absorbing spokes (104) is
extended radially outwards, and
the plurality of traction pads (110) attached to the plurality
of shock absorbing spokes (104) together form a continuous circular
surface (112); and
wherein in the second configuration,
at least one of the plurality of shock absorbing spokes (104)
is retracted radially inwards.
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2. The shock absorbing wheel (100) as claimed in claim 1, wherein the
plurality of shock absorbing spokes (104) comprises sixteen shock
absorbing spokes.
3. The shock absorbing wheel as claimed in claim 1, wherein each of the
plurality of shock absorbing spokes comprises a helical compression spring
(114).
4. The shock absorbing wheel as claimed in claim 1, wherein each of the
plurality of traction pads (110) is made of rubber.
5. The shock absorbing wheel as claimed in claim 1, wherein each of the
plurality of shock absorbing spokes (104) is configured to retract by a first
predetermined maximum length.
6. The shock absorbing wheel as claimed in claim 5, further comprising:
a plurality of sleeves (506) attached to the central hub and
extending radially outwards, wherein each of the plurality of shock
absorbing spokes (104) is positioned within an associated sleeve of the
plurality of sleeves (506), wherein each of the plurality of sleeves (506) has
a second predetermined length.
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7. The shock absorbing wheel as claimed in claim 6, wherein the length of
each of the plurality of sleeves (506) is based on the length of each of the
plurality of shock absorbing spokes (104) and the first predetermined
maximum length.
8. The shock absorbing wheel as claimed in claim 1, wherein ratio of
distance (D1) of first end from a center point of the shock absorbing wheel
to distance (D2) of second end from the center point ranges between 1:4 to
1:1.
9. The shock absorbing wheel as claimed in claim 1, wherein each of the
plurality of shock absorbing spokes is coupled to the central hub (102) via
the first end (106) via a pivoted joint (302).
10. The shock absorbing wheel as claimed in claim 9, wherein the pivoted
joint (302) is spring loaded.