FIELD OF THE INVENTION

The present disclosure generally relates to tire assemblies for vehicles, and more particularly, the present disclosure relates to an air compression system for a tire assembly for a vehicle.

BACKGROUND

Vehicle manufactures have been constantly working on solutions for increasing vehicle speed and increasing efficiency of vehicles by eliminating the factors which impede vehicle motion. The two main factors which impede a vehicles motion are aerodynamic resistance and rolling resistance. Rolling resistance is created by the tires rolling on the road and is the dominant force at low speeds of travel, whereas aerodynamic resistance is the drag caused by air during high speeds of travel. An engine or motor must provide power to mainly overcome the rolling resistance and the aerodynamic resistance to keep a constant speed of travel. However, it is to be noted that rolling resistance does not decrease with vehicle speed and magnitude of the rolling resistance is surpassed by aerodynamic resistance at high speeds of travel.

A vehicle with very high rolling resistance will reduce the range and efficiency of vehicle. On the other hand, a vehicle with very low rolling resistance tires will fare well in efficiency but will not be able to cope with dynamic situations like heavy braking, sharp turn, rapid acceleration, or grip in bad weather. This is because the tires will slip and not be able to grip the road and perform force transfer between car and road. Therefore, any action requiring a high amount of force transfer will skid the wheel and during heavy braking, the wheels may be locked. This will create dangerous scenarios for the vehicle and the occupants thereof, as the vehicle will not be able to perform evasive and emergency manoeuvres.

Rolling resistance of a tire is a function of two properties, namely, the chemical compound of the tire which dictates how well the tire bonds with the road, and the contact patch between the road and tire. Contact patch can be changed by inflating or deflating the tire. A highly inflated tire will buckle less under the load of the car and retain its circular shape to a large extend. The lightly deformed tire will result in a small contact patch between the road and tire. Similarly, a lightly inflated tire will buckle more under the load of the car and deform more where the tire touches the road, thus creating a very large contact patch.

Keeping the abovementioned points in context, it would be beneficial to have a system which can inflate and deflate a vehicle’s tire while the vehicle is in motion. Depending on the input from road and driving conditions such as grip level and change in momentum required, a vehicle can inflate the tires to a large degree to decrease rolling resistance and increase efficiency. Similarly, the vehicle will have the ability to deflate tires to a large degree and increase rolling resistance for sudden stop, change in direction or when driving in rainy, icy conditions.

For the system to work efficiently while not adding complexity to vehicle manufacturing and service, it is vital that the system does not have a purpose-built complex equipment like an independent air compressor mounted in the vehicle and a seal which connects this air pump to tire. A hose and seal system in a traditionally thought of system will face immense wear as the tire is in constant rotation and the hose from the air pump will be fixed to the vehicle chassis. It is also not feasible to mount a traditional air compressor on the wheel as it would increase the mass of the wheel and the unsprung mass of the car while adding the complexity of integrating an electrical connection to connect the fixed power lines attached to the chassis to the rotating power lines which rotate along with the wheels.

SUMMARY
This summary is provided to introduce a selection of concepts, in a simplified format, that are further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.

The present disclosure relates to a tire assembly for a vehicle. The tire assembly includes a tire a wheel adapted to receive the tire. The wheel includes a central hub, and a rim concentrically disposed around the central hub. The tire is mounted on the rim, forming an internal volume between the tire and an outer curved surface area of the rim. A plurality of hollow spokes is adapted to connect the central hub to the rim. A piston is slidably disposed inside a hollow spoke, from amongst the plurality of hollow spokes. The piston is adapted to divide the hollow spoke into a first chamber and a second chamber. The first chamber is fluidically coupled to the internal volume. The piston is adapted to slide inside the second chamber to vary pressure in the internal volume.

The tire assembly as disclosed herein changes the pressure in the tire thereby enabling an optimum contact path, thus reducing wear of the tire assembly. The tire assembly employs minimum number of components, which are lightweight, thereby reducing complexity and overall weight of the tire assembly. The hollow spokes act as a hollow cylinder for air compression. Power loss during compression of air is reduced as centrifugal force due to rotation of the tire aids in the action of moving the piston outwards towards the edge of the rim. The present tire assembly can be used for any vehicle operational speed and has a low un-sprung mass.

To further clarify advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figure 1 illustrates an exploded view of a tire assembly for a vehicle, in accordance with an embodiment of the present disclosure;
Figure 2 illustrates a closed view of the hollow spoke of the tire assembly, in accordance with an embodiment of the present disclosure;
Figure 3 illustrates a sectional view of the hollow spoke, in accordance with an embodiment of the present disclosure; and
Figure 4 illustrates an interaction of a magnetic flux with a piston inside the hollow spoke, in accordance with an embodiment of the present disclosure.

Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.

For example, the term “some” as used herein may be understood as “none” or “one” or “more than one” or “all.” Therefore, the terms “none,” “one,” “more than one,” “more than one, but not all” or “all” would fall under the definition of “some.” It should be appreciated by a person skilled in the art that the terminology and structure employed herein is for describing, teaching, and illuminating some embodiments and their specific features and elements and therefore, should not be construed to limit, restrict or reduce the spirit and scope of the present disclosure in any way.

For example, any terms used herein such as, “includes,” “comprises,” “has,” “consists,” and similar grammatical variants do not specify an exact limitation or restriction, and certainly do not exclude the possible addition of one or more features or elements, unless otherwise stated. Further, such terms must not be taken to exclude the possible removal of one or more of the listed features and elements, unless otherwise stated, for example, by using the limiting language including, but not limited to, “must comprise” or “needs to include.”

Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more…” or “one or more elements is required.”

Unless otherwise defined, all terms and especially any technical and/or scientific terms, used herein may be taken to have the same meaning as commonly understood by a person ordinarily skilled in the art.

Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.

Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.

Embodiments of the present disclosure will be described below in detail with reference to the accompanying figures.

The present invention discloses a tire assembly for a vehicle including a simple air compression system which eliminates the need of complex and heavy components. The tire assembly disclosed herein helps in inflating and deflating a tire employed in the tire assembly while the vehicle is in motion. The inflation and deflation of the tire depends on the input received by a control unit from the road, and driving conditions, such as grip level and change in momentum required. The tire assembly helps in inflating the tires to a large degree to decrease rolling resistance and increase efficiency. Similarly, the tire assembly can deflate tires to a large degree and increase rolling resistance for sudden stop, change in direction or when driving in rainy, icy conditions.

Figure 1 illustrates an exploded view of a tire assembly 100 for a vehicle (not shown). The tire assembly 100 includes a tire (not shown) and a wheel 110. In one example, the wheel 110 may be made up of a metal or a carbon fiber. The wheel 110 further includes a central hub 124, a rim 126, a plurality of hollow spokes 122, a hollow cylindrical cover 112, a slider 116, a gasket 120, a ferrimagnetic plate 104, a coil 106, a holder 102, a one-way valve 108, a stopper 118, and a piston 114. The rim 126 is concentrically disposed around the central hub 124, and the tire is mounted on the rim 126, forming an internal volume between the tire and an outer curved surface area of the rim 126. The plurality of hollow spokes 122 connects the central hub 124 of the wheel 110 to the rim 126. The hollow spokes 122 provide efficient load bearing as compared to solid spokes. Further, the hollow spokes 122 provide a cylindrical volume for compressing the air, which is be used for inflating the tire.

In one embodiment, the hollow spokes 122 include a semi-cylindrical cut-out portion adapted to receive the hollow cylindrical cover 112. The cut-out portion 122-1 faces the central hub 124 of the wheel 110 and is designed such that the piston 114 can be installed at a later stage. In one example, the hollow cylindrical cover 112 may be made up of carbon-fiber or reinforced plastic. The hollow cylindrical cover 112 when installed in the hollow spoke 122 air-tightens the hollow spoke 122, and also acts as load bearing member of the hollow spoke 122. In one embodiment, a flat piece 132 of metal or carbon fiber is provided, which intrudes into the hollow spoke 122 at the ends of the cut-out portion 122-1. The flat piece 132 does not fully enclose the circumference of the hollow spoke 122, such that the flat piece 132 does not stop flow of air inside the wheel 110. The flat pieces 132 further act as distortion force absorbing members. In one embodiment, the at least one gasket 120 is positioned between the hollow cylindrical cover 112 and the plurality of hollow spokes 122. The at least one gasket 120 is adapted to air-tighten the tire assembly 100 from all open ends.

The air is compressed with help of the piston 114 which is slidably disposed inside one of the hollow spokes 122. Detailed representations of the hollow spokes 122 enclosed with a hollow cylindrical cover 112 can be viewed in Figure 2 and Figure 3. Specifically, Figure 2 illustrates a closed view of the hollow spoke 122 of the tire assembly 100, and Figure 3 illustrates a sectional view of the hollow spoke 122. The piston 114 is adapted to divide the hollow spoke 122 into a first chamber 122-A and a second chamber 122-B. The first chamber 122-A is fluidically coupled to the internal volume (not shown) between the tire and an outer curved surface area of the rim 126. The piston 114 is adapted to slide inside the second chamber 122-B to vary pressure in the internal volume. The piston 114 creates an airtight seal with an inside of the hollow spoke 122 and helps in compressing the air between the piston 114 and the internal volume. In one embodiment, the piston 114 is made up of a permanent magnetic material, and the magnetic alignment of the piston 114 is attributable to a magnetic flux being induced to the piston 114.

The magnetic flux is induced by the coil 106 provided in the tire assembly 100. The coil 106 is fixed with the ferrimagnetic plate 104 using a holder 102. In one example, the holder 102 is made up of a ferrite material and is adapted to keep the ferrimagnetic plate 104 and the coil 106 at a fixed position relative to the central hub 124 and the rim 126 of the wheel 110. An edge of the ferrimagnetic plate 104 is aligned with an edge of the rim 126. The ferrimagnetic plate 104 is adapted to prevent the magnetic flux from radiating out of the tire assembly 100. The ferrimagnetic plate 104 further prevents heating up of metallic components of a suspension of the vehicle, and metallic components in the central hub 124. Further, the coil 106 is made up of concentric or flat spiral wire arrangement.

The coil 106 is adapted to induce a magnetic flux 128 upon receiving a current, as depicted in Figure 4. Specifically, Figure 4 illustrates an interaction of a magnetic flux 128 with the piston 114 inside the hollow spoke 122. On passing current through the coil 106, a magnetic field is produced by each wire of the coil 106 which is in shape of a circle perpendicular to the wire. The wires are arranged into the coil 106 in a tightly wound arrangement, and the magnetic field by each wire adds up and forms a doughnut shape of magnetic flux 128 with the coil 106 being at the center of such a doughnut shape. An axis X-X’ of the doughnut shaped magnetic flux 128 aligns with an axis Y-Y’ of the coil 106. Direction of flow of the magnetic flux 128 created by the coil 106 is dependent on the direction in which the current flows in the coil 106.

The magnetic flux 128 created by the coil 106 interacts with the piston 114 and makes the piston 114 move in one of an upward direction (not shown) and a downward direction 130 inside the hollow spoke 122. The current in the coil 106 is such that the magnetic flux 128 created aligns to the motion of the piston 114 in the hollow spoke 122. The motion of the piston 114 in the hollow spoke 122 moves air on either side of piston 114. As the piston 114 moves towards the central hub 124, the air which is in the second chamber 122-B gets pushed via the ferrimagnetic plate 104, as the ferrimagnetic plate 104 includes perforations (not shown). The air then leaves the rim 126 because of a hole (not shown) present towards a center of the hollow spoke 122.

In one embodiment, the slider 116 is disposed in a groove (not shown) of the hollow cylindrical cover 112 and adapted to be slidably displaced inside the groove on being influenced by the magnetic flux 128. The slider 116 is adapted to cover an airhole (not shown) in the groove that is adapted to facilitate movement of the air inside the groove. On the other side of the piston 114, the slider 116 also moves towards a position in a groove closest to the central hub 124, as the piston 114 and the slider 116 have same magnetic orientation. The movement of the slider 116 exposes the air hole in the groove, as the air hole is present towards a side of the groove, close to the outside of the rim 126. The air is thereby allowed to be filled into the first chamber 122-A. The free flow of air on both sides allows the tire assembly 100 to function efficiently by utilizing low power.

In one embodiment, the rim 126 includes at least one stopper 118, which is positioned inside the plurality of hollow spokes 122. The at least stopper 118 is adapted to absorb impact of the piston being displaced inside the plurality of hollow spokes 122. In one embodiment, the stopper 118 may be made up of rubber. After a prefixed duration of time which is calculated as per the time needed for the piston 114 to reach the stopper 118 on the plate 104 on the side of the hollow spoke 122 towards the center of the wheel 110, the direction of current in the coil 106 is changed, and thus the direction in which the magnetic flux 128 is created is changed too.

The magnetic flux 128 is now created in an opposite direction, which helps in moving the piston 114 in the hollow spoke 122 towards an outside of the rim 126. The slider 116 also moves in the same direction as the piston 114, that is, towards the side of the groove, which is closer to the outside of the rim 126, thereby covering the air hole with the slider 116 forming an airtight seal. The piston 114 then moves towards the outside of the rim 126 and in the process compresses the air trapped in the first chamber 122-A. The piston 114 moves to the stoppers 118 mounted on the ferrimagnetic plate 104 mounted on the side towards the outside of the rim 126. The air is never impeded in its motion across the ferrimagnetic plate 104 by virtue of the perforations present on the ferrimagnetic plate 104. Further, centrifugal force due to the spinning of tire assembly 100 helps in moving the piston 114 towards the outside of the rim 126 and compresses the air, thus energy requirement does not spike up dramatically.

In one example, the one-way valve 108 is installed at an end of the first chamber 122-A and adapted to prevent air flow from the internal volume to the first chamber 122-A. The one-way valve 108 allows the compressed air in the hollow spoke 122 which is created in the first chamber 122-A to move to the second chamber 122-B. The pressure of air created by compression of air by the piston 114 is same as the maximum recommended pressure of the tire. Thus, the one-way valve 108 allows the compressed air to move into the tire. On the other hand, the hole in the hollow spoke 122 and the plate 104 towards the side closer to the center of the rim 126 allows air to fill in the volume created by motion of the piston 114 towards the outside of the rim 126, due to perforations present in the plate 104. This free movement of air between the atmosphere and the side of the piston 114 towards the center of the rim 126 helps in reducing pressure resistance to the motion of the piston 114.

The number of times the cycle of compressions performed by the piston 114 is calculated by a control module (not shown) provided in the vehicle, depending on an actual level of air pressure in the tire and the desired levels of air pressure for maximum efficiency. The control module is adapted to give a command wirelessly to an electronic valve assembly (not shown) to activate solenoids present therein, and release air from the tire at a rapid pace. The electronic valve assembly is mounted on an upper part of the rim 126 and adapted to fluidically connect a volume of the air in the first chamber 122-A and the internal volume. The electronic valve assembly includes a valve, a solenoid, a battery and a receiver means. The control module sends wireless signal to the receiver means to operate the solenoid, so as to induce a magnetic flux to the valve. The valve is adapted to be operated by an influence of the magnetic flux from the solenoid and is adapted to release the air from the internal volume towards an outside environment when opened. The duration for which the valve assembly is to be opened and thus its consequent drop in air pressure in the tire is calculated by the control module in the vehicle depending upon the road and driving condition. On opening of the valve, the air in the tire drops and the contact patch between the road and the tire increases as the tire is partially deflated. Deflation of the tire increases the contact patch and grip of the tire but takes a toll on the efficiency. Once the vehicle is back to stable driving conditions, the control module in the vehicle detects the same and triggers inflating the tire to decrease the contact path by inflating the tire even when the tire is in motion, which is done by electrically charging the coil 106.

A hole 124-A is provided in the tire assembly 100 in the central hub 124. The hole 124-A allows air in the hollow spoke 122 between the piston 114 and second chamber 122-B to freely move to and fro between the second chamber 122-B and the central hub 124.

The tire assembly 100 changes the pressure in the tire thereby enabling an optimum contact path, thus reducing wear of the tire assembly 100. The tire assembly 100 employs minimum number of components, which are lightweight, thereby reducing complexity and overall weight of the tire assembly 100. The hollow spokes 122 act as a hollow cylinder for air compression. Power loss during compression of air is reduced as centrifugal force due to rotation of the tire aids in the action of moving the piston 114 outwards towards the edge of the rim 126. The present tire assembly 100 can be used for any vehicle operational speed and has a low unsprung mass.

While specific language has been used to describe the present disclosure, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment.

We Claim:

1. A tire assembly (100) for a vehicle, comprising:
a tire; and
a wheel (110) adapted to receive the tire, the wheel (110) comprising:
a central hub (124);
a rim (126) concentrically disposed around the central hub (124), wherein the tire is mounted on the rim (126), forming an internal volume between the tire and an outer curved surface area of the rim (126);
a plurality of hollow spokes (122) adapted to connect the central hub (124) to the rim (126); and
a piston (114) slidably disposed inside a hollow spoke (122), from amongst the plurality of hollow spokes (122), and adapted to divide the hollow spoke (122) into a first chamber (122-A) fluidically coupled to the internal volume and a second chamber (122-B), the piston (114) adapted to slide in the second chamber (122-B) to vary pressure in the internal volume.

2. The tire assembly (100) as claimed in claim 1, comprising a one-way valve (108) installed at an end of the first chamber (122-A) and adapted to prevent air flow from the internal volume to the first chamber (122-A).

3. The tire assembly (100) as claimed in claim 1, wherein each of the plurality of hollow spokes (122) has a semi-cylindrical cut-out portion (122-1) adapted to receive a hollow cylindrical cover (112).

4. The tire assembly (100) as claimed in claim 3, comprising a coil (106) attached to a ferrimagnetic plate (104) with a holder, and adapted to induce a magnetic flux (128) upon receiving a current, wherein an edge of the ferrimagnetic plate (104) is aligned with an edge of the rim (126) and the ferrimagnetic plate (104) is adapted to prevent the magnetic flux (128) from radiating out of the tire assembly (100).

5. The tire assembly (100) as claimed in claim 4, wherein the piston (114) is made up of a magnetic material and is adapted to be slidably displaced in one of an upward direction and a downward direction (130) by an influence of the magnetic flux (128), based on a direction of the current in the coil (106).

6. The tire assembly (100) as claimed in claim 3, comprising a slider (116) disposed in a groove of the hollow cylindrical cover (112) and adapted to slidably displace inside the groove on being influenced by the magnetic flux (128), wherein the slider (116) is adapted to cover an airhole in the groove that is adapted to facilitate movement of air inside the groove.

7. The tire assembly (100) as claimed in claim 1, wherein the rim (126) comprises at least one stopper (118) positioned inside the plurality of hollow spokes (122), and the at least one stopper (118) is adapted to absorb impact of the piston (114) being displaced inside the plurality of hollow spokes (122).

8. The tire assembly (100) as claimed in claim 1, comprising at least one gasket (120) positioned between the hollow cylindrical cover (112) and the plurality of hollow spokes (122), wherein the at least one gasket (120) is adapted to air-tighten the tire assembly (100).

9. The tire assembly (100) as claimed in claim 1, comprising:
an electronic valve assembly mounted on an upper part of the rim (126), and adapted to fluidically connect a volume of air in the first chamber (122-A) and the internal volume, wherein the electronic valve assembly is adapted to be operated by an influence of a magnetic flux from a solenoid in communication with the electronic valve assembly, and is adapted to release the air from the internal volume towards an outside environment when opened.

10. A wheel (110) for a vehicle comprising:
a central hub (124);
a rim (126) concentrically disposed around the central hub (124), wherein a tire is mounted on the rim (126), forming an internal volume between the tire and an outer curved surface area of the rim (126);
a plurality of hollow spokes (122) adapted to connect the central hub (124) to the rim (126); and
a piston (114) slidably disposed inside a hollow spoke (122), from amongst the plurality of hollow spokes (122), and adapted to divide the hollow spoke (122) into a first chamber (122-A) fluidically coupled to the internal volume and a second chamber (122-B), the piston (114) adapted to slide in the second chamber (122-B) to vary pressure in the internal volume.