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    • 专利摘要:
    CONTROL REGULATOR AND PUMPING SYSTEM FOR AN AIR MAINTENANCE TIRE A pressure control assembly for an air maintenance tire includes a control valve assembly. The pressure control assembly is mounted proximally to a tire valve stem and operably controls a pressurized air flow through the tire valve stem of a pressurized air source mounted on the auxiliary tire. The auxiliary tire-mounted pressurized air source and an external pressurized air source share the valve stem for distributing pressurized air into the tire cavity. The pressure control assembly is mounted on a rim body surface supporting the tire in a control location in proximal relation to the valve stem.
    公开号:BR102015018925B1
    申请号:R102015018925-7
    申请日:2015-08-06
    公开日:2021-03-16
    发明作者:Cheng-Hsiung Lin
    申请人:The Goodyear Tire & Rubber Company；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    [001] The invention relates in general to air maintenance tires and, more specifically, to an air control and pumping system for use in an air maintenance tire. BACKGROUND OF THE INVENTION
    [002] Normal air diffusion reduces tire pressure over time, the natural state of tires is under-inflated. Consequently, drivers must act repeatedly to maintain tire pressures or they will see reduced fuel economy, reduced tire life and vehicle braking and reduced behavior performance. Tire Pressure Monitoring Systems have been proposed to warn drivers when tire pressure is significantly low. Such systems, however, remain dependent on the driver's action to take corrective measures when advised to re-inflate the tire to the recommended pressure. It is therefore desirable to incorporate an air maintenance feature within a tire that will maintain the tire's air pressure in order to compensate for any reduction in tire pressure over time without the need for driver intervention. SUMMARY OF THE INVENTION
    [003] According to one aspect of the invention, a pressure control assembly for an air maintenance tire includes a control valve assembly. The pressure control assembly is mounted proximally with a tire valve stem and operably controls a flow of pressurized air through the tire valve stem from an external pressurized air source or a pressurized air source tire-mounted auxiliary. The control valve assembly of the pressure control assembly controls the pressurized air source mounted on the tire by selectively passing or blocking the distribution of ambient air to the tire mounted pressurized air source in response to a level of air pressure detected within of the tire cavity.
    [004] According to another aspect, the valve stem is dimensioned and configured to extend through a rim body and through the pressure control assembly, the pressure control assembly mounts on a surface of the rim body on the control location in proximal relation with the valve stem.
    [005] In another aspect, the auxiliary pressurized air source mounted on the tire is an air pumping tube mounted with a side wall groove. The air pumping tube mounts within a flex region of a tire wall and closes and opens segment by segment in reaction to forces induced from the tire flex region when the flex region of the tire wall rotates opposite a printout of rolling tire tread design. Definitions
    [006] "Asymmetrical tread" means a tread that has a non-symmetrical tread pattern around the tire's central or equatorial EP plane.
    [007] "Chafer" is a narrow strip of material placed around the outside of a tire bead to protect the cord lining from wear and cut against the rim and distribute the flex above the rim.
    [008] “Aspect Ratio” of the tire means the ratio of its section height (SH) to its width section (SW) multiplied by 100 percent for expression as a percentage.
    [009] "Asymmetric tread" means a tread that has a non-symmetrical tread pattern around the tire's central or equatorial EP plane.
    [010] "Axial" and "axially" mean lines or directions that are parallel to the tire's axis of rotation.
    [011] “Chafer” is a narrow strip of material placed around the outside of a tire bead to protect the cord lining from wear and cut against the rim and distribute the flex above the rim.
    [012] “Circumferential” means lines or directions extending along the perimeter of the annular tread surface perpendicular to the axial direction.
    [013] “Duck valve” is a check valve made of rubber or synthetic elastomer, and shaped like a duck's beak. One end of the valve is stretched over the outlet of a supply line, conforming to the shape of the line. The other end, the duck bill, retains its natural flattened shape. When pressurized air is pumped from the supply line through the duckbill, the flattened end opens to allow pressurized air to pass. When the pressure is removed, the duckbill end returns to its flattened shape, preventing reflux.
    [014] “Equatorial central plane (CP)” means the plane perpendicular to the axis of rotation of the tire and passing through the center of the tread.
    [015] “Tread pattern printing” means the contact notch or contact area of the tire tread with a flat surface at zero speed and under normal load and pressure.
    [016] "Groove" means an elongated empty area on a tread that can extend circumferentially or laterally around the tread in a straight, curved or zigzag manner. Grooves extending circumferentially and laterally sometimes have common parts. The "groove width" is equal to the tread surface area occupied by a groove or groove part, the width of which is in question, divided by the length of such groove or groove part; thus, the groove width is its average width over its length. The grooves can be of varying depths in a tire. The depth of a groove can vary around the circumference of the tread, or the depth of a groove can be constant, but vary from the depth of another groove in the tire. If such narrow or wide grooves are of substantially reduced depth when compared to wide circumferential grooves, which can interconnect, they are seen to form "tie bars" tending to maintain a streak-like character in the tread region involved.
    [017] “Inner side” means the side of the tire closest to the vehicle when the tire is mounted on a wheel, and the wheel is mounted on the vehicle.
    [018] “Internal” means in the direction of the tire cavity
    [019] “Lateral” means an axial direction.
    [020] “Lateral edge” means a line tangent to the axially outermost tread contact notch or tread pattern impression when measured under normal load and tire inflation, the lines being parallel to the equatorial central plane.
    [021] "Final contact area" means the total area of soil that contacts the elements and tread between the lateral edges around the entire circumference of the tread divided by the gross area of the entire tread between the lateral edges.
    [022] “Non-directional tread” means a tread that has no preferred forward travel direction and is not required to be positioned on a vehicle at a specific wheel position or positions to ensure that the tread pattern is aligned with the preferred direction of travel. Conversely, a directional tread pattern has a preferred direction of travel requiring specific wheel placement.
    [023] “Outer side” means the side of the tire furthest from the vehicle when the tire is mounted on a wheel and the wheel is mounted on the vehicle.
    [024] “External” means in a direction away from the tire cavity.
    [025] “Peristaltic” means to operate by means of wave-type contractions that impel the contained matter, such as air, along the tubular trajectories.
    [026] "Radial" and "radially" mean directions radially outward or away from the tire's axis of rotation.
    [027] “Streak” means a rubber strip extending circumferentially in the tread which is defined by at least one circumferential groove and both a second such groove and a lateral edge, the strip not being laterally divided by grooves of full depth .
    [028] “Sipe” means small slits molded into the tread elements of the tire that subdivide the tread surface and improve traction, sipes are generally narrow in width and close in the impression of tire tread design when opposed to the grooves that remain open in the tire print.
    [029] "Tread element" or "traction element" means a lane or block element defined by having an adjacent groove shape.
    [030] "Tread arc width" means the tread arc length when measured between the lateral edges of the tread. BRIEF DESCRIPTION OF THE DRAWINGS
    [031] The invention will be described by way of example and with reference to the accompanying drawings in which: Figure 1 is a perspective view of a tire with a bidirectional AMT pressure control system mounted on the valve stem. Figure 2 is an exploded perspective view of the bidirectional AMT pressure control system mounted on the valve stem. Figure 3 is a side view of the tire with the bidirectional AMT pressure control system mounted on the valve stem. Figure 4 is a side view of the tire with the bidirectional AMT pressure control system mounted on the valve stem showing the closed pump tube from contact with the road forcing air flow. Figure 5 is a perspective view in partial section of Figure 3 of a first modality of the rod-mounted bi-directional AMT pressure control system. Figure 6A is a perspective view of the rod mounted bi-directional AMT pressure control system. Figure 6B is an opposite side perspective view of the pressure control system. Figure 7 is an alternative angled perspective view of the rod mounted bi-directional AMT pressure control system. Figure 8 is an opposite side perspective view of the bi-directional AMT pressure control system mounted on the rod. Figure 9A is an exploded perspective view of the first modality of the rod-mounted bi-directional AMT pressure control system. Figure 9B is an exploded perspective view of a second alternative embodiment of the pressure control system. Figure 10A is an angled perspective view of the first modality of the rod-mounted bi-directional AMT pressure control system. Figure 10B is an angled perspective view of the second modality of the rod-mounted bi-directional AMT pressure control system. Figure 11A is an angle opposite the exploded perspective view of Figure 9A of the first modality of the rod-mounted bidirectional AMT pressure control system. Figure 11B is an angle opposite the exploded perspective view of Figure 9B of the second modality of the rod-mounted bidirectional AMT pressure control system. Figure 12A is a sectional view of a first type of cold-adjusted inflation control regulator with the tire cavity pressure above the prescribed pressure, not allowing air to pass. Figure 12B is a sectional view of a first type of cold-adjusted inflation control regulator with the tire cavity pressure below the prescribed pressure, allowing air to pass. Figure 13A is a sectional view of a second alternative mode of cold-adjusted inflation control regulator with the tire cavity pressure above the prescribed pressure, not allowing air to pass. Figure 13B is a sectional view of a second alternative mode of cold-adjusted inflation control regulator with the tire cavity pressure below the prescribed pressure, allowing air to pass. Figure 14A is a sectional view of a third type of cold-adjusted inflation control regulator with the tire cavity pressure above the prescribed pressure, not allowing air to pass. Figure 14B is a sectional view of a third mode of cold-adjusted inflation control regulator with the tire cavity pressure below the prescribed pressure, allowing air to pass. Figure 15 is a perspective view partially in section of the bidirectional block. Figure 16 is a perspective view partially in section of the bidirectional block (first flow direction) showing the air coming from the control regulator through a duck valve assembly, around the duck valve assembly, through a plug-in assembly, through a duck valve assembly and out to the pump tube. Figure 17 is a perspective view partially in section of the bidirectional block (first flow direction) showing the air coming from the pump tube in a fitting assembly, through the duck valve assembly and upwards into a groove. Figure 18A is a perspective view partially in section of the bidirectional block (first flow direction) showing the air that continues from the groove through the delivery valve assembly, inside the valve stem and inside the tire cavity in the condition that the tire cavity is at low pressure. Figure 18B is a perspective view partially in section of the bidirectional block (first flow direction) showing the air that continues from the groove through an exhaust valve in the condition that the tire cavity is at or above the desired pressure. Figure 19 is a perspective view partially in section of the bidirectional block. Figure 20 is a perspective view partially in section of the bidirectional block (second flow direction) showing the air coming from the control regulator through a duck valve assembly, around the duck valve assembly, through a plug-in assembly, through a duck valve assembly and out to the pump tube. Figure 21 is a perspective view partially in section of the bidirectional block (first flow direction) showing the air coming from the pump tube in a fitting assembly, through the duck valve assembly and upwards into a groove. Figure 22A is a perspective view partially in section of the bidirectional block (second flow direction) showing the air that continues from the groove through the delivery valve assembly, inside the valve stem and inside the tire cavity in the condition that it tire cavity is at low pressure. Figure 22B is a perspective view partially in section of the bidirectional block (second flow direction) showing the air that continues from the groove through an exhaust valve in the condition that the tire cavity is at or above the desired pressure. Figure 23 is a cross-sectional view through the assembled regulator and bidirectional block. Figure 24A is a schematic sectional view through the assembled regulator and bidirectional block showing the regulator valve in the closed position. Figure 24B is a schematic sectional view through the assembled regulator and bidirectional block showing the regulator valve in the open position. Figure 25 is a top perspective view of the regulator cover plate. Figure 26 is a bottom perspective view of the regulator valve housing component of the regulator cover plate. Figure 27 is a top perspective view of the regulator cover plate with the regulator valve housing removed. DETAILED DESCRIPTION OF THE INVENTION
    [032] Referring to Figures 1, 2, 3 and 4, a tire assembly 10 includes a tire 12, a control system 14 for controlling a peristaltic pump assembly 15, and a tire rim body 16. The tire assembles in a conventional manner on the rim body 16. The tire is of conventional construction, having a pair of side walls 18, 20 (only side wall 18 being shown) extending from the opposite frieze areas 22, 24 (only the bead area 22 being shown) for a tire crown or tread region 26. The tire and rim body enclose a tire cavity 28 (see Figure 5).
    [033] As seen in Figures 2 and 3, the peristaltic pump assembly 15 includes an annular air tube 30 that encloses an annular passage 32. Tube 30 is formed of a flexible, resilient material such as plastic or rubber compounds that are able to withstand repeated deformation cycles. Thus constructed, the tube can deform inside a tire in a flattened condition subject to an external force and, in the removal of such force, return to an original transversal configuration. In the embodiment shown, the cross section of the pipe in a non-tensioned state is generally circular, but other alternative pipe geometries can be employed if desired. The tube is of sufficient diameter to operatively pass a required volume of air sufficient for the purpose of pumping air into the tire cavity 28 to maintain the tire 12 at a preferred inflation pressure.
    [034] The peristaltic principles of incorporating a deformable air tube into a tire are shown and described in U.S. Patent No. 8,113,254, incorporated herein by reference in its entirety. In the patented system, the tube is incorporated into an annular tire pass formed within the tire near a tire bead region. When the tire rotates, air from outside the tire is admitted into the tube and pumped through the air tube by progressive compression of the tube into the tire as the tire rotates. The air is thus forced into an outlet valve and into the tire cavity to maintain the air pressure within the tire cavity at a desired pressure level. Figure 4 shows a general operating principle of the air tube by pumping an air flow along the tube when the tire rotates against a ground surface.
    [035] Tube 30 mounts closely into a groove in the tire and flattens sequentially when the tire rotates. The segment-by-segment flattening of the tube as the tire rotates operates to pump air along the air passage 32, the air which is then directed into the tire cavity 28 to maintain air pressure. A peristaltic pumping system employing a tube within a side wall groove is shown in U.S. Patent No. 8,042,586, also incorporated herein by reference in its entirety.
    [036] Referring to Figures 2, 4 and 5, the pump tube 30 is generally annular and circumscribes a region of the lower tire sidewall 18 next to a region of bead 22. However, other configurations for the tube of air can be designed without departing from the invention. Opposite ends of the tube 30 connect in an in-line connector block 34. The conduits 36 and 38 are coupled to the connector block 34 and at the respective opposite ends of the pumping tube. Ducts 36, 38 follow a predetermined path around a rim flange 42 for the bi-directional airflow block 40 affixed to a underside 44 of the rim body 16. Ducts 36, 38 represent inlet / outlet channels of air to and from the air pumping tube 30. In pumping mode, the forward revolution of the tire, one conduit distributes air to the pumping tube and the other conduit leads the era pressurized by the pumping tube to the bidirectional block 40 In the reverse rotational direction of the tire, the channels 36, 38 functionally invert.
    [037] Figures 5, 6A, 7, 8, 9A, 10A and 11A show a first modality for a bidirectional control / block regulator configuration. The control valve regulator uses a cold-adjusted inflation control of the air inlet in the air tube 30. In such a system, the air tube will not be pumping air when the control system valve is in the off or closed position ( no air inlet into the tube) and will only operate to pump air when the control valve is in the on or open condition (air flow in the tube). In the cold adjustment control regulator, a spring regulated actuator with the pressure sensing capability is used to open and close the airflow in the tube 30. If the cavity pressure is less than the set pressure (the pressure of cold inflation adjustment), the regulator valve opens and allows air into the air tube 30. If the cavity pressure is greater than the set pressure (cold inflation adjusted pressure), the regulator valve will close and none air will be allowed to flow into tube 30. Three drawings of a cold-adjusted regulator valve are shown in Figures 12A to 14B.
    [038] A second alternative embodiment of a control / block regulator configuration is shown in Figures 6B, 9B, 19B, and 11B. In the second mode of control regulator approach, the pressurized air from the pumping pipe outlet is controlled by a spring-regulated pressure relief valve, rather than an air inlet control regulator valve system. Adjusting the relief valve controls the flow of air from the pumping air tube 30 into the tire cavity 28. If the cavity pressure is less than the determined pressure (limit inflation adjustment pressure), the valve opens and allows the air in the tire cavity when the pressure build-up in the pump tube is greater than the pressure in the tire cavity. If the cavity pressure is greater than the set pressure (set inflation limit pressure), the pumped air will be released through the relief valve and will deflect back to the pump or be released into the atmosphere.
    [039] In both the first and second control / block regulator configurations, air pumping from tube 30 into the tire cavity can occur when the tire is rotating in both forward and reverse direction. The bidirectionality in pumping air from the tube 30 is made possible by a bidirectional airflow block 40 containing double airflow paths, each path defined by a coupled pair of check valves. The four check valves within the dual parallel airflow paths can be extended by a fifth check valve for extra control. Thus, the control system 14 employed in the present invention can be configured as an inlet air control system employing an inlet control regulator or a pressurized air outlet control system, both inlet and outlet systems using a bidirectional air distribution block 40.
    [040] With reference to Figures 5, 6A, 7, 8, 9A, 10A, 11A, 25, 26, 27, the directional airflow block 40 is in general a cubic body formed by the side walls 46, 48, 50 , 52, lower wall 54 and an upper side 56. An upper cover plate 58 attached to the upper side 56 of the cubic body and the control regulator 68. An elongated cylindrical control regulator valve housing 60 having a straight axial bore 62. Cover plate 58 is formed having a circular straight hole 64 sized to accept a tire valve stem designed as explained below. A set of four corner mounting openings 66 extends through the top panel. As seen in Figures 26 and 27, the deformations that form part of the control assembly outlet air passages 154, 155 extend along the underside of housing 60. Complementary deformations are formed within and extend across the surface of the upper cover plate 58. When joined, the deformations form the closed outlet air passages 154, 155. Fixing the housing 60 on the cover plate 58 completes the formation of the passages 154, 155, where to supply air passages of parallel outputs of the control assembly housed within housing 60 for bidirectional distribution block 40.
    [041] A control valve assembly 68, also referred to here as the “control regulator”, in each of the three alternative modalities described here is housed inside hole 62 inside the cylindrical control regulator housing 40. The upper side 56 is further formed to provide four corner mounting sockets 72 and a straight bore 74 sized to accept a tire valve stem 100 therethrough. A pair of duck valve seat sockets 76, 78 extends on the upper side 56 at opposite corners of the air collection chamber 70.
    [042] Four mounting pins 80 extend through the openings 66 and into the sockets 72 to affix the cover plate 58 to the upper side 56 of the block 40, where to close the air collection chamber 70. A rod fixing nut valve valve 82 is provided to secure a tire valve stem 100 to block 40. A pair of duck valve sockets 84, 86 (valve 86 not shown in Figure 9A) extends across block sides 48, 52, respectively . A pair of air inlet / outlet sockets 88, 90 extends through the side of block 46 positioned in spaced relation as shown. Duck, or “check” valves 92, 94, 96, 98 are of a commercially available type, also referred to here as “check” valves. The duck valve components 92, 94 extend transversely in the bidirectional block 40, residing within sockets 84, 86, respectively, and the duck valve components 96, 98 are in pairs to create two parallel airflow paths through the block 40, providing double trajectories from control regulator 68 to input / output sockets 90, 88, respectively. The valves are conventionally configured as duckbill valves that include a slotted membrane that opens and closes in response to the application of air pressure. Other known types of check valves can be used if desired. Outer ends 99 of duck valves 96, 98 are coupled to the control valve assembly 68 by the outlet duct pair 154, 155 to create the two parallel airflow paths leading to air from the control valve assembly 68 in the block bidirectional 40.
    [043] A valve stem 100 of the tire is internally modified to provide an internal pressurized air collection chamber 174 at one base end. The internal air collection chamber 174 of the valve stem is accessible through a transverse inlet passage 170 extending through the valve stem. The valve stem 100 is received and protrudes from the direct hole 64 of the block 40. The valve stem 100 has an axially external screw threaded end housing a valve component 101 of the conventional configuration. The valve component inside the end 101 is used to introduce pressurized air from an external air inlet through the valve stem and into the tire cavity. As used herein, the valve (not shown) housed within the 101 end of the valve stem 100 is referred to as a "primary inlet valve". The primary inlet valve admits pressurized air in a conventional manner from an external source of primary pressurized air (not shown) in the air collection chamber 174. From the air collection chamber 174, the pressurized air from the external air source primary pressurized is directed to the tire air cavity 28 to re-pressurize the cavity.
    [044] The distribution of pressurized air in the tire cavity in accordance with the invention can thus be ensured from dual sources. The primary inlet valve within the valve stem end 101 conventionally admits pressurized air from an external primary air source. In addition and complementary therewith, the air pumping tube 30 pressurizes the cavity 28 under the control of the regulator 68 on a basis as necessary as the tire rolls against the ground surface.
    [045] Coupling nut 82 attaches to the external screw threads on a projected end 101 of valve stem 100 to secure the valve stem to block 40. A thread plug 102 and sealing O-ring 104 inserts into the socket valve 86 to hold valve 94 in position. Also, the threaded plug 106 and the sealing O-ring 180 engage the socket 84 to secure the valve 92 within the block 40. Air inlet / outlet ducts 36, 38 include end fittings 110, 112 that couple the connectors 114, 116 into the input / output sockets 88, 90 of block 40, respectively. Thus coupled, the inlet / outlet ducts are allowed to draw air from the block 40 to the air pipe 30 and to pressurize air from the air pipe 30 back to the block. The input and output functions switch back and forth between conduits 36, 38, as dictated by the direction of rotation of the tire. The pumping tube 30 is thus capable of delivering pressurized air through the block 40 to the tire cavity with the tire 12 rotating in both the forward and reverse direction. A threaded access opening 122 through the lower floor of the air collection chamber 70 is used in the assembly of the block 40. Once the assembly is complete, the screw 120 is threaded by a screw fixed in the access opening 122 to seal the interior block 40 for its intended air distribution operation.
    [046] Figure 11A shows the assembly of Figure 9A described above from an inverse angle and Figure 10A shows the bidirectional block of the mounted control assembly 40. Figures 12A and 12B and Figures 24A and 24B are schematic views in control regulator section 68 in the closed and open positions, respectively. Figure 23 shows a sectional view through the assembled control valve 68 and bidirectional block 40. Figure 24A shows an enlarged view of the control regulator 68 of Figure 23 in the closed position. Figure 24B shows the enlarged view of control regulator 68 in the open position. The embodiment of Figures 9A, 12A, 12B, 23, 24A and 24B represents a first of three alternative embodiments of the rod-mounted bidirectional AMT pressure control system described here. The control valve assembly 68, mounted on block 40, controls the air flow in block 40 and therefore the air tube 30 (Figure 5). A cold-adjusted inflation level is applied to assembly 68 to control the opening and closing of the valve assembly and thereby the flow of air in the air pumping tube. Three alternative configurations of the 68 control valve assembly are shown in Figures 12-14 and described below.
    [047] With reference to Figures 9A, 12A, 12B, 23, 24A, 24B, the first mode of the cold-adjusted inflation control regulator 68 is shown suitable for mounting in the longitudinal hole 62 of the control regulator housing 60. The control regulator of Figures 24A, 24B includes a filter element 69 in the assembly while the simplified assembly of Figure 12A, 12B does not. Valve Closed Position
    [048] As shown in Figures 12A and 24A, the regulator is in the closed position with the tire cavity pressure above the determined pressure, not allowing air to pass. Assembly 68 includes an elongated actuating piston 124 having a spherical tip 126 at a front end 128 and an annular flange 130 disposed towards a rear end 132. An annular spring stop flange 134 extends in the central hole 62 to an end hole 62. A spiral spring 136 surrounds piston 124, positioned between annular flange 130 and stop flange 134. An annular diaphragm plug 138 has a straight hole receiving a rear end portion of piston 124 within a region back of the housing hole. Plug 138 acts as a guide for reciprocal axial movement of piston 124. A generally circular flexible diaphragm component 140 is positioned at the rear of guide plug 138 within bore 62. Diaphragm component 140 is formed of resilient elastomeric material capable of deformation when subjected to pressure against an external surface and returned to an original configuration when this pressure is removed or decreased. Diaphragm component 140 includes a projected finger 202 that is captured and secured within piston 124. Deformation of diaphragm component 140, as shown, operatively moves piston 124 axially in a seated, closed position. A threaded insert 142 screws into a rear end of housing 60 and encloses the assembly inside hole 62. Insert 142 has a centrally arranged pressure sensing cavity 143 positioned adjacent to the outer surface of diaphragm component 140. A tubular conduit 144 connects cavity 143 in a passage 145 extending through block 40. Passage 145 communicates with the tire cavity to conduct pressure from the cavity to the cavity 143 located opposite the outer surface of the diaphragm component 140.
    [049] At the front end of the housing 60, a threaded filter insert adjustable by determined pressure 146 is threaded into the housing, closing the hole 62. The extent to which the screw 146 is screwed will determine the compression force in a spherical spring 136. A insert 146 is configured to form a seat or pocket 148 positioned opposite spherical tip 126 of piston 124. Spherical nozzle 126 of piston 124 is fitted with a cover 150 provided with an elastomeric material composition for sealing purposes. Screw 146 has an axial air inlet channel 152 extending therefrom from the front end in communication with seat 148. In the configuration of Figures 24A and 24B, a filter element 69 is disposed within the air inlet channel 152. A pair of spaced air vents 154, 155 (one of which is shown in section views) are positioned as body outlets 60 and extend in airflow communication with inlet channel 152 when piston 124 is in the open or non-seated position.
    [050] It will be appreciated that the piston 124 moves axially alternately within the control regulator body 60. At the front location, “closed valve”, shown by Figures 12A and 24A, the spherical nozzle 126 of the rod 124 rests against the seat 148 and blocks the air flow from the air inlet channel 152 in the body hole 62. The air is therefore blocked from the air outlet pair 154, 155 in the bidirectional block 40. The adjustable screw screw setting 146 for in or out determines the compression force exerted by the spring and thereby dictates the air pressure against the outer surface of the diaphragm component 140 required to overcome this predetermined spring orientation. Valve Open Position
    [051] A high level of cavity pressure presented by the passage 144 causes the diaphragm 140 to push against the piston rod 124 with sufficient force to overcome the spring guiding force and keep the piston in its seated or “closed” position. Piston 142 is pressurized against seat 148 whenever the air pressure within the tire cavity is at or above the rated pressure level. An internal pressure inside the cavity will reduce the deformation of the diaphragm component and make the piston move backwards in an "open" position under the influence of spring 136 as seen in Figures 12B and 24B. The spherical tip 126 disengages from its seat 148 in the "open" stem position, allowing air to flow into and through the valve. In the open valve position, air is admitted into hole 62 of the inlet channel 152 and directed out of the outlet orifice passages 154, 155 to the bidirectional block 40. The bidirectional block 40, as explained below, directs the air directionally from the control regulator along one of the two parallel air flow paths to the air pumping tube 30 mounted inside the tire 12. The rotation of the tire 12 over the ground surface pressurizes the air inside the tube 30 and sends the pressurized air back through the bidirectional block and into the tire cavity. The air pressure within the tire cavity 28 is thus returned to the recommended or nominal air pressure level.
    [052] Figures 12B and 24B show an external deformation of diaphragm 132 by placing the control regulator piston in the open, non-seated condition. Air from filter layer 69 is admitted in addition to the unsettled spherical tip 126 of piston 124 to exit outlet passages 154, 155 to bidirectional block 40. Actuator guide 138 centers piston 124 during reciprocal axial movement of the piston between open and closed positions inside hole 62. It will be appreciated that the air tube 30, under control of the control regulator valve assembly 68, only receives air for compression when air is allowed to flow into the bidirectional block 40. When the air flow is blocked by valve assembly 68, the air flow to the bidirectional block 40 and to the pumping tube 30 ends. By limiting the pumping operation of the air tube 30 to only those times when the tire pressure is low, the cyclical failure of the component parts of the air maintenance system due to fatigue is avoided. When the air pressure inside the tire cavity is low, the air flow to the pumping tube 30 is initiated, allowing the bidirectional block 40 to distribute air to and receive pressurized air from the pumping air tube 30.
    [053] For example, the control regulator of Figures 9A, 10A, 11A, 12A, 24A can be adjusted to a pressure of 6.9 bar by appropriately adjusting the spring compression force 136 with the tire cavity pressure initial pressure of 6.21 bar. The tire pressure lower than the desired pressure will be communicated to the outside of the diaphragm 140 through the passage of the tire 144. The spring compression assembly 136 will allow the spring to unwind, forcing the piston axially towards the rear, the open the valve as seen in Figures 12B and 24B. The air flow through the valve and through passages 154, 155 is directed to the bidirectional block and the block to the air pumping tube 30. The tube 30 pumps the air to a pressure greater than 6.21 bar and directs the pressurized air back to and through the block 40 in the tire cavity. When the tire cavity reaches a desired pressure of 6.9 bar, diaphragm 140 is pressurized back to its condition in Figures 12A and 24A, forcing piston 124 forward in the seated, “closed” position. The additional air flow through the control regulator to the bi-directional block 40 is thereby blocked until required by low tire cavity pressure.
    [054] Figures 13A and 13B show an alternatively configured regulator valve 156 in the closed and open positions, respectively. Inlet 158 through the valve is placed through regulator body 60 instead of the adjustable pressure screw 46. A filter element such as 69 (not shown) can be incorporated into the inlet passage if desired. Operationally, the second mode of the valve functions as described above for the first mode. Lower than desired air pressure in the tire cavity causes piston 124 to move axially towards the rear, disengaging the front end of stem 126 and allowing air to flow into the valve body through inlet 158 as seen in Figure 13B . Air flow to the bidirectional block and the air pump is allowed until a desired tire cavity air pressure is reached. Upon reaching the predetermined tire cavity pressure, piston 124 moves forward and to the closed position shown in figure 13A.
    [055] Figures 14A and 14B show a third alternative control regulator valve 156 in the closed position (Figure 14A) and the open position (Figure 14B). A filter element such as 69 (not shown) can be incorporated into the inlet passage if desired. In the embodiment shown, housing 60 is configured to have an inlet opening 162 to admit air from filter 69 into the housing. The diaphragm seal or centering guide 138 is adapted by having a threaded column on which a determined pressure adjustment collar 168 is attached. The rotation of the collar 168 adjusts the compression of the spring 136 which, as previously described, creates a limit pressure that opens and closes the valve. Seat 166 for piston 124 is formed by regulator housing 60. With the valve in the closed position of Figure 14A, seated piston 124 prevents air from flowing from filter 69 to the regulator housing. Diaphragm 140, pushed by the tire cavity pressure, keeps piston 124 in the seated, closed position. When the air pressure drops below the desired level in the tire, as seen in Figure 14B, the valve opens. Piston 124, under spring orientation, moves axially out of seat 166 allowing air to enter the housing through channel 162. Air is passed through the regulator housing and exits in passage 164 to the bidirectional block for distribution to the air pumping tube.
    [056] Referring to Figures 15, 16 and 19, the internal configuration of the bidirectional block 40 is shown in broken perspective. Figure 15 is a perspective view partially in section of the basic bidirectional block internal configuration. Figure 16 is a perspective view partially in section of the bidirectional block (in a first flow direction) showing the air coming from the control regulator of Figure 9A described above. As shown in Figure 15 and described above, inlet / outlet ducts 36, 38 represent parallel paths for air to flow to and from the air pumping tube 30. Ducts 36, 38 have connectors 114, 116 that connect to the block 40 and communicate air to and from the air tube 30 (not shown). The check valves 92, 94, 96, 98 are mounted on sockets inside the block 40 and create an air flow scheme designed to direct the air to the air pipe in a bidirectional manner. Check valves 98 and 92 are mounted at right angles to each other and at right angles to connector 116. Valves 98, 92 and connector 116 form part of what is referred to here as a “first” air path. block. Valves 96, 94, and connector 114 are also mounted at right angles and form part of what is referred to herein as the "second" block air path. The first and second block air paths are located on opposite sides of block 40. Check valves 96, 98 connect externally to block 40 on outlet air paths 154, 155 of control valve regulator 68 (no shown).
    [057] The valve stem 100 inserts into the direct hole 74 from the underside of the block 40 with the threaded end of the screw 101 of the valve stem 100 protruding from the direct hole 74 on an upper side of the block 40. The stem valve valve 100 includes an air inlet passage 170 extending transversely through the valve stem in air flow communication with an internal valve stem chamber 174 (reference to Figure 22A). A pressure relief valve 172 is mounted on the block and acts operatively to vent pressurized air from block 40 when the tire cavity is at full air pressure.
    [058] Figure 16 shows the air flowing through the regulator block 40 in the first air flow direction, the air enters the control regulator block 40 through the check valve 98 and is directed through an internal axial chamber 176 inside plug 106, bypassing check valve 92. From plug chamber 176, air flows through connector fitting 116 and into conduit 38 to pump tube 30. Air entering the pump tube is compressed when the tire spins along a surface of the ground.
    [059] Air from the control regulator is routed through valve 98, around check valve 92, through air cavity 176 inside hollow screw 106, in the axial passage of connector 116, and finally in outlet duct 38 Air exits through outlet duct 38 to air tube 30 (not shown) mounted inside the sidewall of the tire. As previously explained, air from the control regulator will only be introduced into the check valve 98 of the control block 40 in the control regulator when the air pressure inside the tire cavity is below a preferred level. Cavity pressure at or above the nominal level will cause the regulator to block the air flow in block 40.
    [060] Figures 17, 18A and 22A show the return of pressurized air from the pumping tube 30 in block 40. The pressurized air from the pumping tube follows a similar curvilinear path through block 40 to finally enter valve stem 100 and from the valve stem to the tire cavity. Figure 17 is a partial perspective view of the inner block on the opposite side to Figure 16. As shown in Figures 17, 18A and 22A, the pressurized air from the pump tube 30 enters the duct 36 in the block 40 and flows through the fitting connector 114, through the air chamber located on the stem 178 of the mounting screw 102. The pressurized air opens and continues through the check valve 94 along a closed block channel formed 180 inside an air chamber 182 forward disposed from the relief valve 172. A fifth check valve 184 is positioned within the block 40 between the air chamber 182 and the location of the valve stem 100. An air passage formed 186 within the block 40 connects the flow of air. air from the check valve 184 in the transverse air passage 170 extending through the valve stem 100. Thus, the pressurized air opens and is routed through the check valve 184, follows the air passage 186, and enters the collection chamber rod air valve 174 through passage 170. From the air collection chamber 174, the pressurized air is directed to the tire cavity to raise the air pressure within the cavity to the desired level.
    [061] Figure 18 is a perspective view partially in section of the bidirectional block 40 (first flow direction) showing the return of pressurized air from the air pumping tube 30 (not shown) through the block 40 and the valve stem 100. Figure 22A is a perspective view in similar section from a reverse angle showing the flow of pressurized air through the block 40 into the tire cavity. It will be appreciated that the airflow trajectories described here are directed through internal channels formed within and by the distribution block 40. The removal of sections from block 40, including parts that form the internal channels, are represented for the purpose of illustration. The pressurized air leaves the check valve 184 into the passage 186 and is thus directed through the port 170 of the valve stem 100 in the internal air collection chamber 174 within a base end of the valve stem. From the collection chamber 174, the pressurized air is directed to the tire cavity to restore the pressure of the cavity to its preferred level.
    [062] Figure 18B is a partially sectioned perspective view of the bi-directional block 40 (first flow direction) showing in greater detail the internal configuration of the relief valve 172. If the tire cavity is at or above the desired pressure, the pressurized air from the air pumping tube 30 cannot reach the tire cavity, but is instead discharged into the atmosphere via relief valve 172. The relief valve is configured as an adjustable check valve as shown, but other relief valve configurations can be employed if desired. As shown in Figure 18B, the pressurized air enters the inlet 188 of the relief valve 172. An internal check valve 189 is positioned inside an axial air chamber 192. A spiral spring 196 is captured inside the chamber 192 and exerts a force spring on ball 198. Ball 198 rests in a closed position to block air flow. When the air pressure at the front end of the check valve exceeds the predetermined compression force of spring 196, ball 198 does not settle and air flow is allowed through an outlet passage 194 of the valve and into the adjustment cap threaded compression spring 190. The cap 190 has an exhaust outlet 192 extending therethrough. The cap has screw threads 200 to adjust the compression force on spring 196. It will be appreciated that the pressurized airflow through block 40 is directed to the front end of the relief valve through groove 180. If the air pressure inside the tire cavity is greater than the air flow pressure through groove 180, air will not be admitted through check valve 184. Air flow pressure will open the relief valve and it will be allowed to vent through the valve.
    [063] Figures 17 and 18B show block 40 receiving the pressurized air pumped from the air tube 30 (not shown) mounted on the tire 12. The pressurized air from the pumping tube is routed through the inlet / outlet duct 36 to the block 40, entering through the coupling connector 114 and following a serpentine path through the hollow axial central chamber 178 of screw 102. Duck valve 94, seated inside screw 102, opens and conducts the flow of air to the valve relief 172 if the tire cavity pressure is at or above the specified level. Relief valve 172 operates to vent pressurized air in the event that the cavity pressure is at or above the desired determined pressure. If the cavity pressure is less than the determined pressure, the pressurized air from the pumping tube is directed through the check valve 184 in channel 170 of the valve stem 100 and into the central air collection chamber 174 of the valve stem. From there, the pressurized air is sent to the tire cavity, bringing the cavity air pressure to the desired level, as previously explained, the air to block 40 occurs only when the control regulator opens. Pressurized through block 40 for valve stem 100 and the same for tire cavity only occurs if relief valve 172 remains closed. If the air pressure inside the tire cavity is high enough, the relief valve 172 will open and vent the pressurized air through the block 40.
    [064] Figure 20 is a perspective view partially in section of the bidirectional block (second flow direction) showing the air coming from the control regulator through the duck valve assembly 96, around the duck valve assembly 94 , through the fitting assembly 114 and out of the pump tube 30 through the conduit 36. The block 40 is constructed in such a way that the first and second air paths are formed by a symmetrical mirror image arrangement of the check valves or of duck. The above description of the air conduction through the block along the first air path will thus be understood to apply equally to the operation during the air conduction through the block 40 along the second air path.
    [065] Figure 21 is a perspective view partially in section of the bidirectional block (second flow direction) showing the air coming from the pump tube in a fitting assembly, through the duck valve assembly 92 and through a internal block air channel for check valve 184. Pressurized air is thus conducted to the valve stem via the second air flow path.
    [066] Figure 22B is a perspective view partially in section of the bidirectional block (second flow direction) showing the air that continues from the groove through an exhaust valve in the condition that the tire cavity is at or above the desired pressure .
    [067] With reference to Figure 23, the mounted regulator plate 58 and the bidirectional distribution block 40 are shown. Regulator cover plate 58 mounts over block 40. Passage 144 of regulator control assembly 68 establishes air flow communication with passage 145 through the block. The passage 145 intersects the passage 186 that communicates with the inner chamber 174 of the valve stem through the transverse opening 174. The chamber 174 is connected in the tire cavity so that the air pressure of the cavity is communicated through the block passage. 145 and regulator passage 144 to the outside of the diaphragm component. The regulator is thus able to respond to the change in cavity air pressure by opening and closing. Regulator 68 opens to direct air through block 40 to pumping tube 30 (not shown) whenever the air pressure in the cavity is low and closes to prevent air transmission to tube 30 whenever the cavity air is at or above the desired level. If the cavity air pressure exceeds an upper limit, the pressurized air can be vented through the relief valve to the atmosphere.
    [068] From Figure 23, it will still be appreciated that the conventional primary inlet valve housed within the 101 end of the valve stem 100 can be activated and operated in a conventional manner to admit air into the valve stem air chamber 174 from an external primary source of pressurized air (not shown). The primary external air source thus shares the air chamber 174 within the valve stem 100 with the pressurized pumping air source, such system redundancy provides greater reliability in making and maintaining the desired tire inflation pressure.
    [069] The control valve assembly 58 can be omitted if desired in a simplistic alternative embodiment of the present invention as seen in Figures 9B, 11B. As discussed above, regulator 58 limits the operation of the pumping tube by blocking the distribution of non-pressurized, ambient air to the pumping tube, whenever the air pressure in the cavity is at or above the rated pressure. This feature frees the pumping tube from being in a constant operating or active mode by pressurizing air and reduces fatigue within the system. Whenever the ambient air to the pumping pipe is not being distributed, the pumping pipe enters a passive non-pumping state. However, if desired, air distribution to the pumping tube can be constant by reconfiguring the system to eliminate control valve regulator 68. As shown, bidirectional block 40 remains the same in directing air within parallel air paths. through the stop block and the pumping tube. Cover plate 58 is modified by eliminating regulator 68. An air inlet opening 206 extends through cover plate 58 to allow for constant air flow in the distribution block recess 70. A filter pad or layer 204 it can be affixed to the underside of the cover plate 58 to purify the air admitted inside the block. Inlet air is collected within the upper recess 70 of the block. Depending on the rotational direction of the tire, the collected inlet air is removed by the pumping tube 30 along one or the other air flow path through block 40 and into the pumping tube for pressurization. This simplified configuration thus keeps the pumping tube 30 in a constant pressure operation mode.
    [070] From the foregoing, it will be appreciated that the present invention provides a conventional valve assembly mounted within a tire valve stem 100 to operably control a flow of pressurized air from a conventional external pressurized air source. , such as a service station pump, inside the tire cavity. The air pressure inside the tire cavity can thus be restored manually in a conventional manner. In addition to assisting the manual restoration of tire air pressure, the air pumping tube mounted on the tire 30 is mounted within a tire sidewall to provide an auxiliary pressurized maintenance air supply within the tire cavity 28 to maintain air pressure. This duality of pressurized air sources within the tire cavity provides a redundant means by which the tire can retain the appropriate inflation. Control assembly 14, combining control regulator 68 and bidirectional air distribution block 40 is positioned in a control location in proximal relation to the operative valve stem 100 to control the pressurized air flow generated by the tire from of the air pumping tube mounted on the tire 30 in response to a level of air pressure detected within the tire cavity 28.
    [071] The pressure control regulator 68 operatively controls the pressurized air flow from the pumping tube by controlling the ambient non-pressurized air flow to the tube mounted on the tire. The flow of ambient air is blocked by regulator 68 whenever the tire air pressure does not require an increase.
    [072] It will also be noted that valve stem 100 is dimensioned and configured to extend through a frame body 16 and through control system 14. Integral reception of valve stem 100 through block 40 and regulator 68 forming the control assembly mechanically integrates the system with the valve stem and allows the tire-based and external pumping systems to share the inner passage and the 174-era collection chamber of the valve stem 100. The pressure control assembly (regulator 68 and block 40) is mounted on a surface of the rim body at the control location in proximal relation with the valve stem 100 and receives the valve stem through it. The volume and geometric size of regulator 68 and block 40 are consequently not removed by the tire in the inlet and outlet holes of the pumping tube 30. The problem of assembling and maintaining a regulator and the distribution block in the tire during tire use is thereby avoided. The location of the assembly of regulator 68 and block 40, in a proximal relationship with the valve stem 100 and directly in the rim 14, promotes structural integrity and minimizes the inadvertent separation of such components through the use of the tire. In addition, components 68, 40 and filter element 69 can be accessed, repaired and / or replaced if this becomes necessary during the course of tire operation.
    [073] The air pumping tube 30 is mounted as described within a flexed region of a tire sidewall. Thus located, tube 30 closes and opens segment by segment in reaction to the induced forces of the flexing region of the tire wall opposite to a rolling tire tread pattern. The circular configuration of the air pumping tube and the operation of the bidirectional air distribution block 40 provide air pumping to the tire cavity in the forward and reverse direction of tire rotation against a ground surface. The maintenance of air pressure is consequently continuous regardless of the rotational direction of the tire.
    [074] The control valve assembly 14 is proximally mounted on the tire valve stem 100 to operably control a flow of pressurized air through the tire valve stem from the external source of pressurized air or the source pressurized air pumping system mounted on an auxiliary tire (tube 30) mounted inside a tire sidewall. The control assembly includes the bidirectional air distribution block having multiple air paths, each air path coupled to a respective duct (36, 38) connected to the air pumping tube mounted on the tire 30. The paths operate alternatively to distribute ambient non-pressurized air to the pumping tube in response to the direction of rotation of the tire against a ground surface.
    [075] The air paths contain multiple check valves connected in series within the air distribution block 40. The check valves within each path (92, 98 and 94, 96) open and close selectively in response to the direction of tire rotation against a soil surface. Pressure control assembly 14 further includes relief valve 174 mounted to vent pressurized air from air paths within bidirectional block 40. Relief valve 174 opens to vent pressurized air when air pressure within the tire cavity it is at or above a predetermined optimal inflation level, and the relief valve 174 closes when the air pressure within the tire cavity is below the predetermined optimal inflation level. The pressure control assembly 14 in the mode using regulator 68, controls the pressurized air flow from the pumping tube by controlling the ambient non-pressurized air flow to the tube mounted on the tire in response to a level of air pressure detected within of the tire cavity. In the simplified non-regulator mode, the outlet of the pressurized air from the pumping tube 30 on the valve stem 100 and the tire cavity is controlled by the appropriate adjustment of the relief valve 174.
    [076] The valve stem 100 is of conventional size and configuration. The components 68 and block 40 provide a straight hole aligned to accept the valve stem 100. The valve stem 100 thus extends through the rim body 16, the bidirectional air distribution block 40, and the top cover plate 58 The pressure control assembly 14 is mounted to a surface of the rim body 16 in proximal relationship with the valve stem 100. As used here, the location of the pressure control assembly against the rim 16 and proximal with the valve stem valve 100 is referred to as the “control location”.
    [077] The air pumping tube 30 is mounted within an appropriately configured and sized groove formed within a flexed region of a tire wall. As such, tube 30 closes and opens segment by segment in response to induced forces from the tire flex region when the tire wall flex region rotates opposite to a rolling tire tread pattern.
    [078] The advantages of the present invention is that the 100-inch valve stem functions as designed to inflate air in the tire using a standard external device. The air passage 174 at the bottom of the valve stem allows the air pumped into the valve stem air passage and then the tire cavity and also provides a portal air pressure detection by regulator 68. The determined pressure is easily adjusted by adjusting screw for control regulator 68 without disassembling the tire. The filter 69 and the regulator 68 in their entirety can be easily replaced if necessary. Furthermore, no through holes in the tire sidewall are necessary to interconnect the pumping tube 30 in the pressure regulator assembly 14.
    [079] Variations in the present invention are possible in light of the description provided herein. While certain representative embodiments and details have been shown for the purpose of illustrating the present invention, it will be apparent to those skilled in the art that various changes and modifications can be made without departing from the scope of the present invention. Therefore, it should be understood that changes can be made to the particular embodiments described that will be within the full intended scope of the invention as defined by the following appended claims.
    权利要求:
    Claims (20)
    [0001]
    1.Air maintenance tire assembly FEATURED for understanding: a tire having a tire cavity limited by first and second sidewalls extending to a tire tread region; an air pumping means mounted on the tire sidewall to pump pressurized air into the tire cavity to maintain air pressure within the tire cavity at a preferred pressure level; the tire having an elongated valve stem protruding out of the tire cavity, the valve stem having an internal valve stem air passage in communication with the operative tire cavity to direct pressurized air from the tire stem air passage valve into the cavity; a pressure control assembly positioned in a control location proximal to the valve stem and operative to selectively control a flow of pressurized air from the tire-mounted air pumping medium through the valve stem air passage and into the tire cavity in response to a level of air pressure detected within the tire cavity.
    [0002]
    2.Air maintenance tire assembly according to claim 1, CHARACTERIZED by the fact that the pressure control assembly selectively passes through and blocks a non-pressurized ambient air flow into the tire-mounted air pumping medium from the control location, so it regulates from the control location the pumping of pressurized air from the tire-mounted air pumping medium through the valve stem air passage and into the tire cavity.
    [0003]
    3.Air maintenance tire assembly according to claim 2, CHARACTERIZED by the fact that the pressure control assembly comprises an air intake regulator assembly coupled to and in air flow communication with a distribution block of air.
    [0004]
    4.Air maintenance tire assembly, according to claim 3, CHARACTERIZED by the fact that the air distribution block comprises air paths in air flow communication with the internal valve stem air passage.
    [0005]
    5.Air maintenance tire assembly, according to claim 2, CHARACTERIZED by the fact that it still comprises a wheel supporting the tire, in which the valve stem is dimensioned and configured to extend the tire through an opening if extending through the wheel and through the pressure control assembly; and wherein the pressure control assembly is wheel-mounted in proximal relationship to the valve stem.
    [0006]
    6.Air maintenance tire assembly according to claim 5, CHARACTERIZED by the fact that the valve stem houses a stem-based control valve inside an outer end of the valve stem air passage to control inlet of pressurized air in the air passage from an external pressurized air source, and in which the tire-mounted air pumping means comprises a tire-mounted pressurized air source auxiliary to the external pressurized air source and sharing with the source of external pressurized air to the valve stem air passage for distribution of pressurized air in the tire cavity.
    [0007]
    7.Air maintenance tire assembly according to claim 6, CHARACTERIZED by the fact that the valve stem air passage comprises, in a base location, an air collection chamber operably connected to collect pressurized air from the tire-mounted air pumping means and the external pressurized air source.
    [0008]
    8.Air maintenance tire assembly according to claim 7, CHARACTERIZED by the fact that the air collection chamber is positioned inside the valve stem air passage in axial alignment with the control valve based on stem.
    [0009]
    Air maintenance tire assembly according to claim 7, CHARACTERIZED by the fact that the air pumping means comprises at least one elongated tubular air passage enclosed within a flexed region of a tire wall, the air passage having an operative air inlet port for admitting air into the tubular air passage and an air outlet port spaced from the operative air port to withdraw pressurized air from the tubular air passage, and in which the passage of air closes segment by segment in response to forces induced from the flexed region of the rotated tire wall opposite to a rolling tire tread pattern.
    [0010]
    Air maintenance tire assembly according to claim 9, CHARACTERIZED by the fact that the tubular air passage pumps pressurized air in opposite directions in reaction to the tire's opposite directions of rotation against a ground surface.
    [0011]
    11. Air maintenance tire assembly FEATURED for understanding: a tire having a tire cavity limited by first and second side walls extending to a tire tread region; a pressurized air pumping assembly based on the tire sidewall to pump pressurized air generated in the tire into the tire cavity to maintain air pressure within the tire cavity at a preferred pressure level; the tire having an elongated valve stem projecting out of the tire cavity, the valve stem having an internal axial valve stem airway in communication with the operative tire cavity to direct pressurized air from the airway valve stem into the cavity; a stem-based valve assembly for operationally admitting a flow of pressurized air from an external pressurized air source for the passage of valve stem air; and a pressure control assembly positioned in a control location in proximal relation to the valve stem, the operating pressure control assembly to control a pressurized air flow from the tire-based pressurized air pumping assembly through the air passage from the valve stem and into the tire cavity in response to a level of air pressure detected within the tire cavity.
    [0012]
    12. Air maintenance tire assembly according to claim 11, CHARACTERIZED by the fact that the pressure control assembly selectively passes and blocks a non-pressurized ambient air flow into the pressurized air pumping assembly based on tire from the control location, so it regulates the pressurized air pumping of the tire-based air pumping assembly from the control location.
    [0013]
    13. Air maintenance tire assembly according to claim 12, CHARACTERIZED by the fact that the pressure control assembly comprises an air intake regulator assembly coupled to and in air flow communication with a distribution block of air.
    [0014]
    14. Air maintenance tire assembly according to claim 13, CHARACTERIZED by the fact that the air distribution block comprises at least one air path in air flow communication with the valve stem air passage .
    [0015]
    15. Air maintenance tire assembly, according to claim 12, CHARACTERIZED by the fact that it still comprises a wheel supporting the tire, in which the valve stem is dimensioned and configured to extend through the pressure control assembly , and where the pressure control assembly is mounted to the wheel in proximal relation to the valve stem.
    [0016]
    16. Air maintenance tire assembly according to claim 15, CHARACTERIZED by the fact that the valve stem houses a stem-based control valve within an outer end of the valve stem air passage to control inlet of pressurized air in the air passage from an external pressurized air source, and where the tire-mounted air pumping assembly comprises a pressurized air source auxiliary to the external pressurized air source sharing with the external pressurized air source the passage of air from the valve stem for distribution of pressurized air in the tire cavity.
    [0017]
    17.Air maintenance tire assembly according to claim 16, CHARACTERIZED by the fact that the valve stem air passage comprises, in a base location, an air collection chamber positioned to collect pressurized air from the pumping assembly of tire-mounted air and the external pressurized air source.
    [0018]
    18.Air maintenance tire assembly according to claim 17, CHARACTERIZED by the fact that the air collection chamber is positioned within the valve stem air passage in axial alignment with the control valve based on stem.
    [0019]
    19. Air maintenance tire assembly according to claim 17, CHARACTERIZED by the fact that the air pumping assembly comprises at least one elongated tubular air passage enclosed within a flexed region of a tire wall, the air passage having an operative air inlet port for admitting air into the tubular air passage and an air outlet port spaced from the operative air port to withdraw pressurized air from the tubular air passage, and in which the passage of air closes segment by segment in response to forces induced from the flexed region of the rotated tire wall opposite to a rolling tire tread pattern.
    [0020]
    20. Air maintenance tire assembly according to claim 19, CHARACTERIZED by the fact that the tubular air passage is operable to pump pressurized air in opposite directions in response to a status of direction of rotation of the tire against a surface of soil.
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    法律状态:
    2016-06-28| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-10-30| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-31| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-02-23| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-03-16| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 06/08/2015, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US14/457,442|2014-08-12|
    US14/457,442|US9783015B2|2014-08-12|2014-08-12|Control regulator and pumping system for an air maintenance tire|
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