阅读说明：本技术 用于基于车轮的自充气轮胎系统的空气感应系统 (Air induction system for wheel-based self-inflating tire system ) 是由 塔雷克·阿卜杜勒-巴塞特 于 2018-05-08 设计创作，主要内容包括：一种用于将可压缩流体过滤至安装在车辆的车轮上的机电部件的空气感应系统。该系统可以利用串联布置在非线性的第一流动路径中的第一多个浮阀,其中浮阀中的至少一个浮阀形成用于将可压缩流体引入第一流动路径的入口,并且一个浮阀与机电部件的入口连通。浮阀中的每个浮阀在其中均可以具有有浮力的浮阀元件,浮阀元件当浸没在水中时作出响应以改变位置,根据车轮的角度取向以及因此根据浮阀的角度取向作出响应以关闭其各自的浮阀。(An air induction system for filtering compressible fluid to electromechanical components mounted on a wheel of a vehicle. The system may utilize a first plurality of float valves arranged in series in a non-linear first flow path, wherein at least one of the float valves forms an inlet for introducing the compressible fluid into the first flow path and one of the float valves communicates with an inlet of the electromechanical component. Each of the float valves may have a buoyant float valve element therein which, when submerged in water, responds to change position, closing its respective float valve, in dependence on the angular orientation of the wheel and hence of the float valve.)

1. A system for controlling the admission of a compressible fluid into an electromechanical component mounted on a wheel of a vehicle, the system comprising:

a first plurality of float valves arranged in series in a first flow path, wherein at least one of the float valves forms an inlet for introducing the compressible fluid into the first flow path and one float valve is in communication with an inlet of the electromechanical component, and

each of the float valves has a buoyant float valve element therein which, when submerged in water, responds to change position to close its respective float valve in dependence on the angular orientation of the wheel and hence the float valve.

2. The system of claim 1, wherein the first plurality of float valves comprises four float valves arranged in series in a non-linear path, wherein one of the float valves forms a first inlet configured to receive the compressible fluid and one of the plurality of four float valves communicates with an inlet of the electromechanical component.

3. The system of claim 1, wherein adjacent float valves of the first plurality of float valves are rotated to be non-parallel to each other in angular orientation.

4. The system of claim 2, further comprising a second plurality of float valves forming a second flow path, wherein one of the second plurality of float valves forms a second inlet for introducing the compressible fluid and another of the second plurality of float valves is in communication with an inlet of the electromechanical component.

5. The system of claim 4, wherein two of the first plurality of float valves are configured to receive the compressible fluid.

6. The system of claim 5, wherein two float valves of the second plurality of float valves are configured to receive the compressible fluid.

7. The system of claim 6, wherein the first and second flow paths are angularly spaced from one another such that the flow paths in each adjacent pair of flow paths are angularly offset from one another to form a non-linear path.

8. The system of claim 6, wherein two flow paths comprise a total of four of the float valves configured to: the compressible fluid is received and each is rotated relative to its adjacent float valve more than 45 degrees around the circumference of the wheel.

9. The system of claim 1, further comprising a filter disposed between the first plurality of float valves and the inlet of the electromechanical component for filtering the compressible media prior to the compressible media entering the inlet of the electromechanical component.

10. A system, comprising:

a wheel;

an air compressor mounted on the wheel, the air compressor having an inlet; and

an air induction system mounted on the wheel for controlling air from the ambient environment to enter an inlet of the air compressor,

the air induction system includes a plurality of float valves fixedly supported on the wheel and arranged in a non-linear flow path such that air is blocked from entering a wheel rim when the wheel is submerged in a fluid.

11. The system of claim 11, wherein the air induction system includes a filter for filtering air from the ambient environment before the air is admitted into the inlet of the air compressor.

12. The system of claim 11, wherein the float valves are arranged such that adjacent ones of the float valves are positioned angularly offset from one another on the wheel.

13. The system of claim 11, wherein the plurality of float valves and the non-linear flow path comprise a further plurality of float valves forming a further non-linear flow path, the further non-linear flow path operative to provide air from the ambient environment to the compressor inlet, and one of the non-linear flow path or the further non-linear flow path operative to block air and fluid flow into the compressor inlet depending on the angular orientation of the wheel.

14. The system of claim 11, the non-linear flow path and the additional non-linear flow path arranged to include portions that are 90 degrees apart from each other around a circumference of the wheel.

Technical Field

The present disclosure relates to systems and methods for controlling tire pressure in a motor vehicle, and more particularly to air induction systems for use with tire pressure inflation/deflation/adjustment systems and methods.

Background

The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

Tire inflation systems for automotive vehicles, such as automobiles, trucks, jeep, SUVs, and the like, sometimes utilize an air compressor mounted somewhere on the vehicle. If the air pressure in the tires is not at an appropriate level, the operator of the vehicle typically manually inflates the tires on each wheel of the vehicle using an air hose attached to the output port of the air compressor. This is particularly true for vehicle operators who take their vehicles off-road and need to "deflate" the tires of their vehicles for optimal traction. Using a compressor carried on a vehicle to re-inflate a tire can be a time consuming and laborious process.

Automatic tire pressure adjustment systems currently exist. These systems are commonly referred to as "central tire inflation" (CTI) systems. The compressor and the water tank are centrally located in one area of the vehicle with air lines leading to all four wheels. However, these systems must transmit air pressure from the non-moving/rotating portion of the vehicle to the rotating wheel via a sliding seal. These sliding seals cause undesirable frictional resistance (which is undesirable for fuel economy), are often expensive, and often require excessively high levels of maintenance/service.

Another recognized challenge with automatic tire pressure regulation systems is the need to provide clean air to the air compressor input. Dirt, mud, water, snow and other contaminants may block the air intake to the air compressor and possibly damage the air compressor. This has limited previously developed tire inflation systems to the use of air compressors positioned in a manner that minimizes the risk of mud, water, snow and road contaminants entering the air compressor.

Therefore, there is a great need for a system that can provide the same functionality as currently available CTI systems but without the drawbacks of sliding seals.

Disclosure of Invention

This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.

In one aspect, the present disclosure is directed to an air induction system for filtering a compressible fluid to an electromechanical component mounted on a wheel of a vehicle. The system may include a first plurality of float valves arranged in series in the first flow path, wherein at least one of the float valves forms an inlet for introducing the compressible fluid into the first flow path and one of the float valves is in communication with an inlet (504) of the electromechanical component. Each of the float valves may have a buoyant float valve element therein which, when submerged in water, responds to change position to close its respective float valve in dependence on the angular orientation of the wheel and hence the float valve.

In another aspect, the present disclosure is directed to a method of controlling the inlet of air into an electromechanical component mounted on a wheel of a vehicle. The method may include arranging a first plurality of float valves in series in a non-linear path on the wheel such that a first float valve of the first plurality of float valves forms an inlet for introducing air from the ambient environment and a last float valve of the first plurality of float valves is in communication with an inlet of the electromechanical component. The method may further include arranging the first plurality of float valves such that adjacent pairs of the first plurality of float valves are angled differently relative to each other. The method may further include interrupting air flow to the electromechanical components using selected ones of the float valves depending on the angular orientation of the wheel.

In yet another aspect, the present disclosure is directed to a system that may include: a wheel; an air compressor mounted on the wheel; and an air induction system. The air compressor may have an inlet and the air induction system may be mounted on the wheel for controlling air from the ambient environment to enter the inlet of the air compressor. The air induction system may include a plurality of float valves supported on the wheel and arranged in a non-linear flow path such that air is blocked from entering the wheel rim when the wheel is submerged in a fluid.

Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

Drawings

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

FIG. 1 illustrates, in a high-level manner, a tire pressure inflation/deflation/adjustment system integrated into a wheel;

FIG. 2 is a more detailed high-level block diagram of the system shown in FIG. 1 and other components for facilitating control of deflation and re-inflation of each tire;

FIG. 3 is a plan view of a wheel according to another embodiment of the present disclosure in which the wheel includes multiple single-use COs that enable the tire to self-inflate₂A cartridge;

FIG. 4 is a simplified perspective view of a first hubbed inductive charging component and a second hubbed inductive charging component that may be coupled in a spaced relationship to one another to enable an inductive charging current to be applied to a powered component within a wheel;

FIG. 5 is a block diagram of an in-wheel inflation and control system according to another embodiment of the present disclosure;

FIG. 6 is a high-level block diagram of one embodiment of an in-wheel inflation system of the present disclosure in which the controller/receiver includes an integrated tire pressure monitoring/tire pressure control unit (TPM/TPCU);

FIG. 7 is a high-level block diagram of another embodiment of an in-wheel inflation system of the present disclosure in which the TPCU is a separate component and in wireless communication with the TPM and the tire control transmission module;

FIG. 8 is a high-level block diagram of another embodiment of an in-wheel inflation system of the present disclosure in which a TPCU communicates wirelessly with a power transmitting unit while communicating via a wired connection with a controller/receiver mounted on a wheel;

FIG. 9 is a high level block diagram of an air induction system well suited for supplying highly filtered air to the air intake port of a wheel mounted rotary micro air compressor in accordance with one embodiment of the present disclosure;

FIG. 9a is a more detailed view of one of the float valves;

FIG. 10 is a view showing the float valves of FIG. 9 arranged in a tortuous path at different angular positions on the wheel, and with the float valve element of each of the float valves in a position that would assume the wheel in a static position as shown;

FIG. 11 is a view showing the orientation of the float valve element as the wheel rotates, showing how centrifugal forces keep the at least one air flow circuit open to the air compressor at all points of wheel rotation;

FIG. 12 is a high level block diagram showing the orientation of the float valve element within the float valve when the wheel is fully submerged in water;

FIG. 13 is a simplified perspective view of a portion of a wheel showing one possible mounting location for an air compressor;

FIG. 14 is a simplified view showing a preferred gap from the air compressor to the stone line defined by the outer sidewall of the tire;

FIG. 15 is a perspective view of a portion of a wheel/tire combination showing a preferred location for the micro air compressor of the in-wheel inflation system;

FIG. 16 is a high-level diagram showing how various components of a wireless (i.e., inductive) power transfer system may be integrated with respect to a brake rotor and axle of a vehicle;

FIG. 17 is a high-level diagram further illustrating how various components of a wireless power transfer system may be integrated on a wheel of a vehicle;

fig. 18 shows a portion of the interior of a wheel to better illustrate one preferred mounting location for a transmitting unit for a wireless power transfer system on the wheel;

fig. 19 is an enlarged perspective view of a modified dust cover configured to carry a source coil of a wireless power transfer system;

FIG. 20 is a perspective view of a receiver coil and a source coil, both coils extending in a planar configuration;

FIG. 21 shows a simplified perspective view of a source coil positioned relative to a receiver coil and illustrating the spacing formed between the free ends of the receiver coil;

fig. 22 shows a perspective view of a portion of a receiver coil with a receiver coil transmission unit located in a gap;

FIG. 23 shows a portion of a cross section of a wheel to illustrate the gaps that exist between the receiver coils and various portions of the wheel that are required by other components mounted on the wheel;

figures 24 and 25 show preferred mounting positions of the various components on the outer and inner regions of the wheel;

FIG. 26 shows a front view of one of the float valves, showing how pockets may be formed in three different positions depending on the angular orientation of the wheels to capture and retain the float;

FIG. 27 shows a cross-sectional side view of the float valve of FIG. 26;

FIG. 28 shows a simplified top cross-sectional view of the float valve of FIG. 27;

fig. 29 to 36 show how the float ball is captured by different recesses of the float valve depending on the angular orientation of the float valve, wherein the outlet of the float valve is sealed in fig. 29 to 31 and open in fig. 32 to 36;

FIG. 37 is a schematic view of an air induction system similar to that shown in FIG. 10 but including the float valve design shown in FIG. 26;

FIG. 38 is a schematic view of another embodiment of an air induction system including a pair of vortex filters at each of the air inlets of the air compressor, and at least one serpentine flow path upstream of one of the air inlets for capturing viscous fluid (e.g., mud) before it reaches one of the float valves;

FIG. 39 is a simplified side cross-sectional view of a wheel/tire combination showing how two clam shell halves that are releasably fastened together can be used to form an air induction system to allow easy access to the float, such as for cleaning, maintenance or repair;

FIG. 40 illustrates another embodiment of a float valve including a complete cage for holding a float ball, wherein the cage is shaped to be located within an interior region formed by two clamshell halves;

FIG. 41 illustrates another embodiment of the two-piece clamshell configuration of FIG. 39, but wherein contours and recesses are formed in one of the two clamshell halves to ease manufacture of the assembly; and

figure 42 is a simplified diagram showing how a vortex filter may be formed from the two clamshell halves of figure 39.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

Referring to FIG. 1, one embodiment of a tire pressure self-inflation/deflation/adjustment system 10 (hereinafter "system 10") is shown, the system 10 being integrated into a wheel 12 of a vehicle 14. Although only one wheel 12 is shown, it should be understood that the system 10 may be integrated into all four wheels of the vehicle 14 and that all wheels 12 of the vehicle may be configured in the manner discussed below.

The wheel 12 includes a rim 16 and a tire 18. In this example, the rim 16 includes six different spokes 20, but the system 10 is not limited to use with only six-spoke wheels. The system 10 may be integrated into a wheel of virtually any design, regardless of whether the wheel includes spokes. However, for this example, the following discussion will focus on a six-spoke wheel, where each spoke has a hollow recessed area on its back face that forms a distinct compartment.

In this example, the system 10 includes an air storage tank 22, which may be located in a hollow compartment of each spoke 20 of the rim 16. The micro-compressor 24 may be disposed on the rim 16, such as at a center or hub region 26 of the rim 16, and may be in fluid communication with each of the storage tanks 22. Alternatively, or in addition to the storage tank 22, each of the micro-compressors 24 may include its own air tank. Still further, the system may forego the use of one or more canisters and rely strictly on the micro-compressor 24 in each rim 16 to provide pressurized air.

The system 10 is shown in fig. 1 as having a micro-compressor 24 mounted at a center or hub region 26 of the rim 16, but it should be understood that other mounting locations of the micro-compressor 24 on the rim 16 are equally applicable. The micro-compressor 24 enables "self-inflation" of the tire 18. By "self-inflating" is meant that no external or remote source of pressurized air or remote air compressor is required to be connected to the tires 18 to inflate the tires 18. The tire 18 may also be controllably deflated to a desired pressure in accordance with commands from a user via user input controls, as will be discussed in the following paragraphs.

In one embodiment of the system 10, the storage tanks 22 allow for nearly instantaneous filling of the tires 18 by collectively providing a storage capacity of about 0.75L at about 350 psig. For example, for a 5 spoke rim, each spoke may have a storage capacity of about 0.125L. The 6 spoke rim 16 shown in fig. 1 can provide about 0.125L of storage capacity per spoke. Of course, these storage capacities may vary significantly depending on the size of the wheel/tire, with larger tires and/or lower storage pressures requiring significantly more storage capacity than smaller tires. But for a tire mounted on an 18 inch wheel, typically about 0.75L at 350psi will provide sufficient storage capacity to fully inflate the tire 18.

As will be explained in more detail in the following paragraphs, the system 10 also allows a user to deflate each tire 18 of the vehicle 14 without having to exit the vehicle and manually open a valve in the stem of the tire 18, as is typically done when the user desires to "deflate" the tires of the vehicle, such as in preparation for off-road driving. Thus, both deflation of each of the tires 18 and re-inflation of each of the tires 18 back to its recommended tire pressure may be accomplished without the user having to leave the vehicle 14 and connect an air line to the tires from a remote source of pressurized air or an air compressor (portable or vehicle mounted).

FIG. 2 shows a more detailed block diagram of one embodiment of the system 10 including a plurality of air tanks 22 for storing pressurized air and a micro-compressor 24. Again, it should be understood that the use of the air tank 22 is optional, but for the purposes of the following discussion it will be assumed that they are included. If the air tank 22 is not used, the rim 16 may be formed to have a plurality of different areas that may be used as fluid storage areas into which air or another fluid may be pumped and retained. For convenience only, the following discussion will refer to the use of the air tank 22 in the system 10, wherein it is to be understood that this is just one possible implementation of the system 10.

In the example embodiment shown in fig. 2, each rim 16 may also include a tire pressure sensor 28 and an electronically controlled solenoid valve forming a purge valve 30. The bleed valve 30 may be integrated into the valve stem of the rim 16 or it may form an entirely separate valve, but in either case it is capable of receiving and being controlled by an electrical signal. Alternatively, air filter 31a and liquid separator 31b may be disposed upstream of micro-compressor 24 in each rim. It should also be understood that although air filter 31a and liquid separator 31b are shown in series with one another, it is also possible that they could be configured in parallel, although it is expected that a series arrangement of these two components would be more advantageous in most implementations.

A vehicle Electronic Control Unit (ECU)32 may receive inputs from each of the tire pressure sensors 28 and may generate output signals for controlling the operation of the purge valve 30 and the micro-compressor 24. Alternatively, the ECU 32 may also receive other signals such as temperature, compressor current, wheel rotation speed, humidity, and the like. Operator controls 34 enable a user to command either a deflation operation or an inflation operation. For example, operator controls 34 may enable a user to select a tire pressure directly or to select a tire pressure to which the pressure of one or all of tires 18 may be reduced by selecting from a plurality of preset tire pressure values, and then operator controls 34 may display a status report on the central stack display of the vehicle (or on a different on-board display) that lets the user know how the deflation or inflation operation is progressing. The tire pressures of the four wheels of the vehicle may be controlled independently by the ECU 32, or alternatively, the front wheels may be controlled together and/or the rear wheels may be controlled together. The ECU 32 may be programmed to suspend tire pressure warnings to the user when the user is commanding a tire deflation operation and operating on a partially deflated tire. Still further, the operator control 34 may enable the user to select a particular tire pressure to which one or all of the tires may be re-inflated, or alternatively, the operator control 34 may provide a plurality of preset tire pressures from which the user selects. In either case, the operator controls 34 provide appropriate signals to the ECU 32 to cause the ECU 32 to perform either a tire deflation operation or a tire inflation operation. If a tire deflation operation is performed, the ECU may open the deflation valve 30 until the tire pressure sensor 28 of each rim 16 indicates to the ECU that the user selected tire pressure has been reached at the rim. If a re-inflation operation is performed, the ECU 32 may control the micro-compressor 24 to re-inflate each tire 18 until the tire pressure sensor 28 indicates that a selected (or possibly preset) tire pressure has been reached, which corresponds to a properly inflated tire. In one embodiment, all of the tires 18 of the vehicle 14 may be fully inflated by the system 10 in about 5 to 15 minutes, and conversely, the tires may be deflated by the system to a minimum predetermined value (e.g., 5psi) in about 3 minutes.

The system 10 may also include a rim 16 mounted receiving element 36a and a fixedly mounted wireless transmitting element 36 b. Elements 36a and 36b may be part of a wireless capacitive or inductive charging system. Each of the wireless transmitting elements 36b may receive a DC voltage signal, e.g., +12VDC, from the battery or electrical system of the vehicle 14, such that DC power may be wirelessly transmitted from each transmitting element 36b to its respective rim mounted receiving element 36 a. Thus, each rim-mounted receiving element 36a may wirelessly supply DC charging power to its respective micro-compressor 24 or possibly to a battery (not shown) that may also be carried on the rim 16. A suitable switch or switch system (not shown) may be interposed between the DC power applied to each wireless transmitting unit 36b and the ECU 32 so that the ECU may control when power is applied to and removed from each micro-compressor 24.

In addition to powering the micro-compressors 24, applying DC power to each rim 16 may also be used for other purposes. For example, the power provided to each rim 16 may be used to power lights, vents, sensors, or indeed any other component supported on the rim 16 that requires power for its operation. Also, while the charging signal has been described above as a +12VDC signal, it should be understood that a wide range of other voltages may be used instead of +12 VDC. Thus, the system 10 is not limited to use with any one particular voltage.

Referring to fig. 3, a system 100 according to another embodiment of the present disclosure is shown. In this embodiment, the system 100 utilizes multiple primary usesAn exemplary (i.e., disposable) compressed gas cartridge, which in this example is shown as CO₂A barrel 102. However, the gas used may be pure or impure, e.g. air/CO₂、N₂Etc., and thus the system 100 is not limited to use with any particular form of gas. However, for this example, reference will be made to using CO₂As the specific compressed gas used.

CO₂The barrel 102 may be contained in a recess associated with a spoke of the rim 104. Despite eight COs₂The barrel 102 is shown as corresponding to an eight spoke rim 104, but it should be understood that a greater or lesser number of COs may be used depending on the design of the rim₂And (4) a barrel. For example, if the wheel design is to accommodate such a structure, even a wheel having a circular ring shape and multiple separate COs may be used₂Single CO of cartridge capacity₂And (4) a barrel. And as mentioned above, compressed nitrogen dioxide (NO) may be used₂) Or any other suitable gas mixture instead of CO₂。

Valve system 106 may be controlled by ECU 32 to enable CO₂The cartridge 102 is capable of releasing its compressed fluid into a tire 108 mounted on the rim 104 to re-inflate the tire. CO 2₂The cartridge 102 may be sized to contain a sufficient amount of compressed CO₂The gas is such that approximately a specified number of re-inflations of the tire 108 can be performed, but it should be understood that the number of re-inflations will vary depending on how far the tire is deflated. A user who periodically deflates the tire 108 from 40psi to 20psi will be able to use a given set of COs more times than a user who deflates the tire 108 to 10psi₂The cartridge re-inflates the tire 108. The vehicle ECU 32 may also be programmed to automatically release the signal from the CO if the tire pressure falls below a predetermined level without the ECU 32 receiving a command from a user₂The compressed gas of the cylinder 102.

Fig. 4 shows one embodiment of a rim mounted receiving element 36a and one embodiment of a transmitting element 36b forming a wireless charging system. The rim mounted receiving element 36a may be fixedly secured to the rim 16 (fig. 1) and rotate with the rim. The transmitting member 36b may be supported on the wheel hub, caliper or even the wheel dust cover (i.e., substantially any suspension component at a fixed position relative to the wheel orientation). Advantageously, wireless charging may be achieved whether the vehicle 14 is stationary or in motion. In this example, the transmitting element 36b has a circular ring shape and the rim mounted receiving element 36a has a complementary shape that enables it to be positioned closely adjacent to the transmitting element 36b without physically contacting the transmitting element 36 b. In one embodiment, the routing element 36b has an outer diameter of about 19.0 "(48.2 cm), but this may vary significantly depending on the particular vehicle on which the components 36a/36b are implemented and the amount of power required to be supplied to power the micro-compressor 24, the sensor 28, and any other electronic components associated with the rim 16. In one embodiment, the rim mounted receiving and transmitting elements 36a, 36b may provide approximately 50 watts of charging power to each rim 16, but it should be understood that this number may vary significantly depending in part on the number of electrical components located on the rim 16 that require DC power.

Referring now to FIG. 5, another embodiment of an in-wheel inflation system 100 is shown. Like components to system 10 are identified by reference numerals increased by 100 compared to the reference numerals used to describe system 10. It should be appreciated that the system 100 is associated with one wheel 112 and one tire 118 of the vehicle 14 (FIG. 1). Thus, the system 100 will be present on each wheel of the vehicle 14 where it is desirable to be able to controllably inflate and/or deflate the tire associated with the wheel. In most cases, it is contemplated that all four wheels of the vehicle will comprise separate instances of the system 100 (i.e., the same system 100 will be present at all four wheels of the vehicle 14).

In this example, the system 100 includes a wheel assembly 116 with a miniature rotary air compressor 124 (hereinafter "air compressor" 124) located on the wheel assembly 116. Air compressor 124 may feed pressurized air to wheel assembly 116 through one-way check valve 125. The liquid separator 131b may be used to initially separate liquid or moisture from the air drawn into the air filter 131 a. The air filter 131a may comprise, for example, a vortex type filtration system that filters materials of varying density by inducing a rotational motion to the incoming air stream. The heavier particles are directed to the outer diameter of the air filter 131a and discharged from the bottom. Clean air near the middle of the air filter 131a may be directed out the top of the filter. The filtered air from the air filter 131a may then be provided to the air compressor 124. The air compressor 124 may directly supply air to inflate the tires 18. Thus, it should be understood that a separate air reservoir formed or contained on the wheel rim 116 is not required for the system 100. The air compressor 124 may be a scroll compressor capable of having a desired output, for example, up to or possibly in excess of 50psi, and having a predetermined maximum power consumption. In one example, the power consumption of the compressor 124 may be between about 50W to 200W. However, it should be understood that the system 100 is not limited to use with any one type of air compressor having any particular power consumption. The performance of the compressor 124 may also be adjusted/selected based in part on the particular vehicle on which the wheel 12 is integrated and the particular performance goals associated with that vehicle with which the wheel 12 is to be used.

A tire pressure monitoring ("TPM") subsystem 128 may be used to monitor the tire pressure of the tires 18. The output 128a of the TPM subsystem 128 may be transmitted to a radio frequency hub module 150 (hereinafter "RFHM" 150). The RFHM 150 is located away from the wheels 12 (i.e., but still on the vehicle 14).

The RFHM 150 may communicate directly or indirectly with a number of other subsystems or components mounted remotely from the wheel 12. In fig. 5, the tire pressure information obtained by the RFHM 150 is wirelessly provided to a body control module 152 (hereinafter referred to as "BCM" 152) and to a tire control transmitter module ("TCSM") 154. The BCM 152 forms the master control module for controlling most vehicle functions and communicates with the TCSM 154. The BCM 152 may also communicate with a drive mode selector controller 156 of the vehicle 14, which drive mode selector controller 156 notifies the system 100 of the drive mode in which the vehicle is currently located. BCM 152 may also receive a signal from an optional switch 158, such as a dedicated button or dial, to enable control of system 100 through another component.

On the vehicle 14 side, the BCM 152 may be used to feed signals to a power transmitting unit 160 (hereinafter referred to as "PSU" 160). The PSU 160 may be used to wirelessly transmit power to the wheel 12, for example by an inductive coupling method, for use by electronic components and subsystems carried on the wheel. The PSU 160 may be located at any convenient location on the vehicle 14, but in a preferred implementation, the PSU 160 is on a knuckle 162 or any other suitable location of the vehicle 14. The PSU 160 may receive power from a power supply 163, which may be, for example, a +48VDC supply, a +12VDC supply, a +5VDC supply, or other supply.

The PSU 160 may be used to wirelessly communicate with a receiver 164 mounted on the wheel 116. Receiver 164 may be used to relay communications and/or commands to controller/receiver 166, air intake valve 168, and humidity sensor 170. The air inlet valve may also be an electronic solenoid valve. Alternatively, it is possible that the discharge valve 130 and the intake valve may be integrated together into a single multi-purpose valve assembly.

The receiver 164 may also send commands to the discharge valve 130, and the discharge valve 130 may comprise an electronic solenoid valve. The bleed valve 130 may also receive signals from other components on the wheel 116, such as an air pressure signal related to the air pressure within the tire 18. The bleed valve 130 may supply signals to other components, such as bleed air pressure signals to one or more components on the wheel 116.

The controller/receiver 166 may be used to control an air intake valve 168 to admit air from the ambient atmosphere into the liquid separator 131b upon receipt of an appropriate command. The command may come from the driving mode selector control 156, from an optional switch 158, or any other source of signal in communication with the system 100. System 100 may be used to inflate or deflate tires 18 in accordance with appropriate commands from a user, which are input by the user (or relayed by the user) via drive mode selector controller 156 and/or optional switch 158.

Referring to fig. 6, a system 200 according to another embodiment of the present disclosure is shown. System 200 is somewhat similar to system 100 and components/subsystems that are identical to components/subsystems of system 100 are indicated by reference numerals increased by 100.

The system 200 may include a microprocessor-based electronic controller/receiver 266 on the wheel 12 of the vehicle 14 for receiving wireless RF signals, such as according to the A4WP communication protocol. A particular advantage of this embodiment is that a dedicated tire pressure monitoring and tire pressure control unit subsystem ("TPM/TPCU") 228 is integrated into and forms a part of the controller/receiver 266. The wireless communication signals may come from a power transmitting unit 260 mounted on a different portion of the vehicle 14 remote from the wheel 12.

For redundancy and also to comply with applicable federal regulations, a separate valve stem mounted tire pressure monitoring component or subsystem 228a is included on the wheel 12. The power receiver 264 wirelessly receives power from the PSU 260 (e.g., by inductive power transfer) and supplies power to the electromagnetic check valve 225, the micro air compressor 224, the electronic intake/discharge valve 230, and the humidity sensor 270. A liquid separator 231b and an air filter 231a may also be included on the wheel 12 to filter and remove moisture from the absorbed air before it is supplied to the air compressor 224.

On the vehicle 14 side, a radio frequency hub ("RFHUB") 250 wirelessly communicates with the stem mounted TPM 228 a. A body control module ("BCM") may communicate with the RFHUB 250, with the drive mode controller 256, and optionally with the switch 258. BCM 252 may control PSU 260 and communicate wirelessly with controller/receiver 266. The PSU 260 may receive DC power from a suitable DC power source 263 (e.g., +12VDC vehicle battery).

The system 200 also utilizes the wireless communication protocol "A4 WP" built into the wireless power device. The wireless power device includes the protocol to allow the functions of the source and receiver to pair with each other and communicate basic levels, commands, diagnostics, etc. with each other. Thus, the system 200 uses the existing A4WP protocol and adds other controls to control the entire system. Thus, in practice, PSU 260 is both a wireless power device and a wireless communication device to system 200.

It should also be noted that the decision to act (i.e., purge or fill the system) may be made by the vehicle (using BCM 252) or TPM/TPCU 228 on wheel assembly 12. If the vehicle BCM 252 does make the decision, it sends a wireless signal for purge/compression/stop, etc. If TPM/TPCU 228 is central to the decision making, then BCM 252 sends only the target set pressure and the TPCU makes the decision to purge/pump, etc. Both of these configurations are contemplated by the present disclosure.

Referring to fig. 7, a system 300 is shown according to another embodiment of the present disclosure. System 300 is somewhat similar to system 200 and components identical to those used to describe system 200 are augmented by 100 in fig. 7. However, one important difference from system 300 is that the method of communication between the wheel and tire may be used without the use of the embodiment of FIG. 6 based onThe A4WP wireless communication protocol (used by the wireless power device). For system 300, a standard radio frequency protocol may be used that does not completely bypass the wireless communication protocols available from the wireless power system.

The system 300 similarly includes a controller/receiver 366, the controller/receiver 366 wirelessly communicating with a stand-alone tire control transmission module ("TCSM") 354, for example, via the A4WP protocol. In this embodiment, the TCSM 354 is located on the vehicle remote from the wheel 12. The controller/receiver 366 communicates with the power receiver 364 and receives power from the power receiver 364. The power receiver 364 supplies power to the micro air compressor 324, the electronic solenoid check valve 325, the intake/discharge valve 330, and the humidity sensor 370. A liquid separator 331b and a filter 331a are also included for filtering the air and removing moisture from the air fed into the air compressor 324. Tire pressure monitoring ("TPM") sensors 328 on the wheels 12 also communicate wirelessly with RFHUBs 350 located on the vehicle 14 remotely from the wheels, and with independent tire pressure control units ("TPCUs") 366a located on the wheels 12. TPCU 366a wirelessly communicates with TCSM 354. The BCM 352 communicates with the RFHUB 350, a driving mode selector control 356, an optional switch 358, and a PSU 360. The PSU 360 can be mounted at any convenient location on the vehicle 14, but one particularly preferred location is the knuckle 362. The power supply 363 may supply DC power, e.g., +12VDC, to the PSU 360.

Thus, system 300 differs from system 200 primarily in that TCSM 354 is located on vehicle 14 remotely from wheel 12, a separate wheel-mounted TPCU 366a is in wireless communication with TPM 328, and there is no separate TPM/TPCU integrated into wheel-mounted controller/receiver 366. One important difference is that system 300 does not use information from a web browser

Communication protocol frequency driven A4WP protocol for wireless power systems. In this case, the system 300 communicates via different radio frequencies and bypasses the power unit and the receiver entirely from a communication point of view. Although this approach may not be as ideal as the previously described approach, it is still feasible and may address the following concerns: the bluetooth communication protocol frequency may not be fast enough to cope with the doppler effect caused by a wheel rotating at high speed.

Referring to fig. 8, a system 400 according to another embodiment of the present disclosure is shown. System 400 is somewhat similar to system 200 and system 300, and components that are identical to components of the system are identified in fig. 8 with reference numerals increased by 100 compared to the reference numerals used to describe system 300.

The main difference between system 400 and system 300 is that TPM 428 wirelessly communicates with a vehicle-mounted PSU 460 to receive power from PSU 460. The wireless communication protocol may be the A4WP wireless protocol or any other suitable protocol may be used. In this embodiment, no TPCU is required; in this embodiment, TPM 428 replaces the TPCU. Existing TPM 428 is used to answer PSU 460 on the vehicle. While this configuration requires that system 400 assume the task of meeting today's regulatory requirements, it does reduce costs since system 400 can be implemented with one less wireless sensor.

The system 400 similarly utilizes an electrical power receiver 464, an electronic solenoid check valve 425, the micro air compressor 424, an air filter 431a, a liquid separator 431b, an intake/exhaust valve 430, and a humidity sensor 470. Vehicle 14 may similarly carry an RFHUB 450, BCM 452, PSU 460, and drive mode selector controller 456. A DC power source (e.g., +12VDC)463, such as the battery of the vehicle 14, may be used to power the PSU 460. PSU 460 may be mounted at any convenient location, but in one implementation PSU 460 is mounted on a knuckle 462.

Air filtration

Air filtration for the input of a miniature rotary air compressor is a significant challenge that is addressed by an air induction/filtration system 500 according to one embodiment of the present disclosure as shown in fig. 9. Air induction/filter system 500 (hereinafter "air filter system 500") forms a system that blocks contaminants, water, mud, snow, etc. from entering an input 504 of a micro rotary air compressor 502. If a blockage is temporarily present in the air intake port 504, the system 500 has the additional ability to unblock the blockage. Blockages may be cleared via a reverse purge of the system 500 and/or by physical disassembly of the filtration system 500 and cleaning thereof with suitable tools. Thus, an important feature is that the air sensing portion of the system 500 is serviceable without removing the wheel 12 from the vehicle and using a minimum number of additional/specialized tools.

It is foreseen that the flow channel to be described in the following paragraphs may be formed using a clam shell configuration so that one half may be removed for cleaning and removing any potentially blocked flow channel and then simply reattaching the two clam shell pieces, for example by a snap-fit configuration.

The system 500 may include a plurality of one-way float valves 506a/506b associated with the first independent air intake port 506, a second plurality of one-way float valves 508a/508b associated with the independent second air intake port 508, a third plurality of one-way float valves 510a/510b associated with the independent third air intake port 510, and a fourth plurality of one-way float valves associated with the independent fourth air intake port 512. The one-way float valves 506a/506b may form a tortuous loop 506c, with the tortuous loop 506c being in series with a tortuous loop 508c formed by the one-way float valves 508a/508 b. One-way float valves 510a/510b may form a tortuous loop 510c, with tortuous loop 510c being connected in series with tortuous loop 512d formed by one-way float valves 512a/512 b. By "tortuous" is meant a non-linear or non-linear flow circuit. In this example, the tortuous flow path is formed by turning the flow path in a different direction so that if a blockage were to occur, it is likely that the blockage would occur before it entered the compressor air inlet 504. In this regard, it should be appreciated that the air intake ports 506, 508, 510, and 512 may be formed with one or more turns or bends to introduce a non-linear (e.g., serpentine) flow path even before the absorbed air enters the one- way float valves 506a, 508a, 510a, and 512 a.

The circuits 508c and 512c may be coupled in parallel before the air compressor inlet 504, or they may be coupled to a pair of inlets 504a/504b as shown in fig. 10. Optionally, a vortex filter 514 may be interposed between the air compressor inlet 504 and the circuits 508c and 512 c. Alternatively, the vortex filter 514 may be replaced with a plurality of filters arranged in an array in series and/or parallel combinations, depending on packaging considerations and air purity considerations.

The solenoid valve 516 may be controlled to operate as a one-way valve to allow air to be admitted into the tire 18, or alternatively to allow a controlled amount of air to be exhausted from the tire 18 for the purpose of forcibly purging the circuit 506c/508c/510c/512c to remove blockages. A standard one-way air intake valve stem (i.e., valve) 518 may be used to allow the tire 18 to be manually inflated using a remote source of pressurized air, as well as to allow the tire 18 to be manually deflated by a user.

Referring to FIG. 9a, the float valve 506a is shown in greater detail, but it should be understood that in this embodiment, the float valves 506a/506b/508a/508b/510a/510b/512a/512b are all identical in construction. The float valve 506a may include a ball float valve element 506a1, the ball float valve element 506a1 captured in a pyramid shaped cage 506a 2. The inlet 506a3 is present at one end of the cage 506a2 and the outlet 506a4 is present at the other end of the cage 506a 2. The floating valve element 506a1 may be buoyant in water, and thus if the interior of the cage 506a2 is sufficiently filled with water, the floating valve element 506a1 will rise in fig. 9 a. When the cage is almost completely filled with water, the float valve element 506a1 will engage the outlet 506a4 to close the flow path through the float valve 506 a. With this design, it should be appreciated that if the float valve 506a is rotated 180 degrees from the representation shown in fig. 9a such that the inlet 506a4 is facing downward, gravity may also cause the float valve element 506a1 to close the outlet 506a 4.

Fig. 10 shows the system 500 deployed in greater detail on the wheel 12, where the wheel is stationary (i.e., static). In this example, the particular orientation of the float valves 506a/506b/508a/508b/510a/510b/512a/512b relative to the center of the wheel 12 ensures that the system 500 operates during a full 360 degree rotation of the wheel — in other words, any orientation that the wheel 12 assumes during its use. Four air inlets 506/508/510/512 are disposed at 0, 90, 180, and 270 degree points on the wheel 12. The float valves 506a/506b/508a/508b/510a/510b will open or close based on: gravity, centrifugal force and/or the presence of large masses of liquid/mud/snow or possibly some other contaminants. In this particular illustration, the arrangement of the float valves 506a/506b/508a/508b/510a/510b/512a/512b causes the float valves 506a and 510b to close, thus closing the air intake ports 506 and 510. The float valves 506b, 512a, 512b, 508a, 508b and 510a are all open. This allows air to be admitted into the compressor air intake port 504a either through the float valve pair 512a/512b or through the air intake port 504 b. Thus, it should be understood from fig. 10 that when the wheel is stationary, the tire on the wheel 12 may be inflated regardless of the angular orientation of the wheel 12.

Fig. 11 shows the case of "wheel rotation". In this example, the centrifugal force experienced by the float valves 506a/506b/508a/508b/510a/510b/512a/512b pushes all of the float valves to their outermost positions, which opens all of the float valves. Thus, air may be admitted to the air compressor inlet 504a or 504b through any of the four circuits 506c/508c/510c/512 c.

Fig. 12 shows the case where the wheel 12 is completely submerged under water. The orientation of the float valves 506a/506b/508a/508b/510a/510b/512a/512b is such that the valve 512b is closed by the buoyancy of its float valve element (i.e., a float ball), thus closing the compressor air intake port 504 a. The float valve 508a is also closed due to its float valve element blocking air flow into the air compressor inlet port 504 b. Thus, no water can enter the compressor 502. Regardless of the angular orientation of the wheel 12, at least two of the float valves 506a/506b/508a/508b/510a/510b/512a/512b will block the compressor air intake ports 504a/504 b.

It should be appreciated that with respect to system 500, it may be important to note as follows: the float elements of float valves 506a/506b/508a/508b/510a/510b/512a/512b are sized relative to their respective inflow ports to ensure that system 500 will be able to close all float valves when wheel 12 is fully submerged regardless of the orientation of wheel 12, whether the wheel is stationary or rotating. Optionally, additional loops may be included, for example, placed at selected locations between 90, 180, 270, 360 points of the wheel 12.

Vortex filtration of micro debris

The vortex filter 514 shown in fig. 9 is optional, but it is believed to be valuable in most applications for filtering dust and debris and helping to keep the air compressor intake port(s) 504a/504b from contacting dust and debris. In this example, the size of the vortex filter 514 may vary significantly depending on the size of the wheel 12 and possibly also the size(s) of the tire(s) that may be used on the wheel 12, but in one embodiment, the vortex filter 514 is about 0.25 inches (6.35mm) in diameter and the vortex filter 514 has an overall length of about 1.0 inches (25.4 mm). These dimensions of the vortex filter 514 enable an air flow rate sufficient to fill a tire mounted on a 20 inch (50.8cm) wheel from 15psi to 34psi in about 15 minutes or less. Optionally, a plurality of vortex filters 514 may be configured in parallel or in series to reduce size and/or increase filter efficiency. The sizing of the vortex filter 514 is also contemplated in that the vortex filter should preferably provide about 0.25CFM and have a separation efficiency of preferably about 99% or more for most particles exceeding 2 microns in diameter. This will enable the vortex filter 514 to capture all but very fine dust particles. Ideally, the pressure drop created by including the vortex filter 514 should not exceed about 0.35psi over the operating range of the air compressor 502.

If included, the vortex filter 514 may help provide approximately one percent of the discharge of the downstream air compressor 502 flow to help discharge dust, water, and other particulates from the vortex separator. This may be accomplished by directing a portion of the downstream output of the air compressor 502 into communication with a bottom portion of the vortex filter 514, as indicated by line 514a in FIG. 9. Optionally, additional valves, such as an additional electronic solenoid valve 514b controlled by the controller/receiver 166 may be included to periodically allow short pulses of compressed air from the output side of the air compressor 502 to the dust/dirt particle discharge side of the vortex filter 514 to help clean any mud, dust or dirt particles from the interior area of the vortex filter. The optional air flow pulses may also help to improve the cleaning efficiency of the vortex filter 514. The solenoid valve 514b helps prevent water from bypassing the air filtration system 500 via the vortex discharge port (to atmosphere) and passing directly through the compressor in the event the system 500 is flooded. It should also be appreciated that the vortex filter 514 operates independently of gravity and has no moving parts. Typically, the vortex filter 514 may be made of plastic and therefore adds little mass to the rotating wheel.

Also, while the system 500 has been shown for controlling and filtering airflow into a rotary micro-compressor, it should be understood that the system 500 may be adapted for use with other electromechanical components besides rotary micro-compressors. Potentially, any electromechanical component mounted on a wheel that requires a clean air flow may benefit from system 500 with little or no modification to system 500. And while the system 500 has been shown configured to absorb ambient air, the system 500 may possibly be used to control the admission of other compressible fluids (e.g., nitrogen) into one or more components mounted on the wheel.

Component position

Referring to fig. 13 and 14, in a preferred implementation, an air compressor (e.g., air compressor 24) may be located within a center cover region 600 of the wheel 12. Preferably, the compressor 24 is mounted such that it does not protrude beyond the stone line 602 of the tire 18. The air compressor should also be spaced at least a small distance from the ends of the half shafts 604 that drive the wheels 12.

A further mounting consideration is also the distance from the brake caliper, which is preferably at least about 10 mm. Clearance from the lowered wells of the wheel 12 is also important because it keeps the components of the various embodiments described herein from contacting the wheel balancing area of the wheel 12. The various embodiments disclosed herein are also preferably integrated into a single component that can be secured to and removed from the wheel 12, and more preferably, removed from the front (i.e., exterior) of the wheel for quick and easy servicing if desired. The connection to the air compressors 24, 502, etc. described herein is also preferably of the quick/connect type. Preferably, the various embodiments disclosed herein are also serviceable/accessible without requiring the wheel 12 to be removed from the vehicle 14.

It should also be appreciated that it would be preferable to avoid installing the components of the system 500, as well as the compressor 502 and vortex air filter 514, at specific locations of the wheel 12 where they may interfere with other desired components. For example, it would be preferable to maintain a sufficient clearance from the brake caliper 606, such as possibly at least about 10 mm. Similarly, it may be preferable to be able to maintain a minimum gap of, for example, about 17mm with 608. As previously described herein, the stone string 602 also defines a line beyond which none of the components of the system 500 should protrude. The wheel balancing areas 610 and 612 also define areas where preferably the components of the system 500 are not located.

Examples of implementation details

Fig. 15 shows a micro air compressor 1000 that may be mounted between lugs on a wheel 1002 at the radial center of the wheel 1002. Fig. 15 also shows a wireless charging receiver ring 1004 mounted near the inner edge of wheel 1002 that is capable of inductively receiving power from components fixedly mounted away from wheel 1002.

Fig. 16 further illustrates a high level diagram showing components of an inductive charging system 1010 for supplying power to components mounted on a wheel 1002. In this example, the system 1010 forms a wireless charging/transmitting unit that may utilize one or more spokes located on the dummy card holder 1014. Dummy caliper 1014 can support source coil 1016 (e.g., a 1mm thick printed copper coil) thereon and be formed substantially perpendicular to spokes 1012 and electrically coupled to spokes 1012. Receiver coil 1018 may be positioned on wheel 1002 adjacent an inner wall of the wheel, for example as shown with receiver ring 1004. The dummy caliper 1014 may be mounted to a knuckle of a vehicle in a manner similar to: how the dust shield can be supported above the rotor 1020. Thus, rotor 1020 is free to rotate without interference from dummy caliper 1014 and spokes 1012.

Fig. 17 further illustrates a more detailed example of a wheel 1002. In this example, the modified dust cap 1014a acts as a dummy card holder and may support part or all of a circuit board assembly forming a receiver coil transceiver unit 1022 secured thereto. However, it is preferred that at least part, or more preferably all, of the circuit board be separated from the harsh environment area and repositioned in a less harsh environment area of the vehicle. A modified dust cap 1014a may be mounted to the knuckle 1024. Fig. 18 shows a portion of receiver 1018 extending along an inner portion of wheel 1002. Fig. 19 shows an enlarged view of only the modified dust cap 1014 a. The source coil 1016 is fixedly secured to the frame portion 1026 of the modified dust cover 1014a, and may be covered with a protective cover 1028, such as a plastic cover, that is molded over the frame portion 1026 or otherwise fixedly attached to the frame portion 1026. The protective cover 1028 should also be composed of a non-ferrous material.

Fig. 20-21 show additional details regarding the construction of receiver coil 1018 and source coil 1016. In one example, receiver coil 1018 may be formed using a single turn of wire (or alternatively multiple turns), for example, 90mm x 1564mm, whereas source coil 1016 may be formed using a single length of wire, 90mm x 300 mm. Fig. 21 shows that when the receiver coil 1018 is bent or formed into a circular configuration for placement on the inboard edge region of the wheel 1002, there is a space 1030 between the free facing ends of the receiver coil 1018. In one example, the spacing may be about 32mm, and may be referred to as "receiver coil spacing" 1030. Fig. 22 shows that the receiver coil spacing 1030 is sufficient to accommodate the receiver coil transceiver unit 1022. The receiver coil transceiver unit 1022 may also be embedded in or surrounded by a protective plastic housing, and may be placed within the receiver coil spacing 1030 such that it is generally flush with the outer surface profile of the plastic housing 1028 (fig. 19) covering or surrounding the receiver coil 1018.

Fig. 23 shows an example of a cross-sectional portion of a 20 "wheel to illustrate the spacing provided by the receiver coil 1018 and source coil 16 configuration. In this example, both receiver coil 1018 and receiver coil transceiver unit 1022 have a width of 90mm as indicated by size indicator 1032, which leaves a spacing of 20mm to 30mm as indicated by size indicator 1034. Region 1036 represents the volume of rotation that can be left for wheel weights. As such, there is sufficient clearance between the receiver coil 1018 and the receiver coil transceiver unit 1022 from any component associated with the wheel or from components mounted on the knuckle 1024 (fig. 17). It should also be noted that the mounting of receiver coil 1018, source coil 1016, and receiver coil transceiver unit 1022 on wheel 1002 does not interfere with the wheel balancing area or drop area of wheel 1002, or the minimum spacing required for the caliper, and none of these components is close to the projection of the stone line onto the tire mounted to wheel 1002.

Referring to fig. 24, one example of a preferred packing area 1038 and 1040 for a 5 spoke wheel 1042 is shown when viewing the cross section of the wheel 1042 from the front side (i.e., the outward facing side). Fig. 25 shows preferred packing regions 1038 and 1040 for the wheel 1042 when the section of the wheel is viewed from the rear side (i.e., facing the inside of the knuckle).

Referring to fig. 26-28, various views of the float valve 506a are shown to more particularly illustrate one example of the detailed configuration of each of the float valves 506, 508, 510, and 512 and the overall filter system 500. Each of the float valves 506a/506b, 508a/508b, 510a/510b, and 512a/512 b. As shown in fig. 27 and in the top cross-sectional view of fig. 28, float valve 506a may be formed from two halves 1050a and 1050b in a clam-shell configuration to facilitate assembly and capture of float ball 506a1 therein. An outlet 1052 is formed opposite the inlet 506. A screen 507 may be placed over the opening of the inlet 506, the screen opening into the interior of the float valve 506 a. Halves 1050a and 1050b may also be formed with three recesses 1052a, 1052b and 1052c sized to receive floating ball 506a1 therein depending on the angular orientation of floating valve 506 a.

Fig. 29-32 illustrate how the floating ball 506a1 first blocks the outlet 1052a but eventually falls into recess 1052c during clockwise rotation of the valve 506 a. Fig. 33-36 further illustrate how the float ball 506a1 rolls over the screen 507 and into the pocket 1052b as the clockwise rotation of the float valve 506 continues. Fig. 37 shows the valves 506a, 506b, 508a, 508b, 510a, 510b and 512a, 512b in relation to their respective positions on the wheel 1060, which are similar to the respective positions shown in fig. 10. If the wheel 1060 is partially or fully submerged in water, the orientation of the float valve pairs 506a/506b, 508a/508b, 510a/510b, and 512a/512b helps to block fluid flow into the compressor inlet.

Fig. 38 shows that separate vortex filters 1070a and 1070b may be located at inlets 1072a and 1072b to a compressor 1074 mounted on a wheel 1060. A predetermined amount of compressed air from the compressor 1074 may be diverted to each vortex filter 1070a and 1070b via feedback lines 1076a and 1076b to assist the filter 1070a or 1070b in expelling contaminated air drawn through any of the inlets 506, 508, 510 or 512. Fig. 38 also illustrates a tortuous path 1077 (e.g., a serpentine flow path in one example) that may be incorporated upstream of at least one (or possibly all) of the float valves 506a, 506b, 508a, 508b, 510a, 510b and 512a, 512b to positively prevent any incoming viscous material (e.g., mud) from entering its respective float valve.

Fig. 39-41 further illustrate how the clam-shell configuration of the air filter system 500 may be implemented. The first clamshell component 1080 may be fixedly mounted to the wheel 1060, while the mating second clamshell component 1082 is removably fastened to the first clamshell component 1080 by fasteners 1084. Simply removing the second clamshell component 1082 enables access to the interior area of the two clamshell halves 1080 and 1082 without removing the wheel from the vehicle. Thus, cleaning and/or servicing of any of the float valves 506a, 506b, 508a, 508b, 510a, 510b or 512a, 512b may be quickly and easily accomplished, and even without removing any other components mounted on the wheel (e.g., tire pressure sensor, valve stem, etc.).

FIG. 40 illustrates that a ball cage 1086 that allows air to flow therethrough may be used to capture a ball valve element therein. When the two clamshell halves 1080 and 1082 are secured together, the cage 1086 may be shaped to fit within the volume formed within the valve 506 a. Fig. 41 illustrates that for ease of manufacture, the first clamshell half 1080 can be formed primarily as a flat surface and the second clamshell half 1082 can be formed to include a desired profile that forms the depressions 1052a, 1052b, and 1052c described herein.

Figure 42 shows the vortex filter 1070a or 1070b of figure 38 which may also be formed using the two clamshell parts 1080 and 1082 shown in figure 39. One or both of clamshell components 1070a and 1070b may be used to form appropriately sized ports 1090a and 1090b to form a dirty air exhaust port (port 1090a) and a clean air output port 1090b, and an input port 1090c orthogonal to ports 1090a and 1090b, port 1090c being used to draw in dirt-entrained air. It should be understood that the size of ports 1090a, 1090b, and 1090c will vary depending on various factors such as desired air flow rates and pressures, etc. It is apparent that larger wheel/tire combinations and/or more powerful systems may require larger diameter port sizes.

Various embodiments of the present disclosure provide the benefit of providing power and electronic communication to components on the wheels 12 of the vehicle 14 in a completely wireless manner. The various embodiments may be used with wheels of virtually any diameter and width, regardless of the orientation of the wheels when they are attached to the vehicle 14. One significant advantage is that, unlike many previously designed wheel inflation systems, various embodiments of the present disclosure will not introduce additional parasitic drag on the wheel 12. Additionally, the inflation/deflation of each wheel 12 may be independently controlled by the various embodiments described herein.

While the various embodiments have been described in connection with motor vehicles, it should be understood that the various embodiments described herein may be equally readily applied to other wheeled vehicles, such as ATVs, RVs, trailers, motorcycles, earth moving equipment, agricultural equipment, tractors, and the like, and are therefore not limited to automotive applications only.

While various embodiments have been described, those skilled in the art will recognize modifications or variations that may be made without departing from the present disclosure. The examples illustrate various embodiments and are not intended to limit the disclosure. Accordingly, the specification and claims should be interpreted liberally with only such limitation as is necessary in view of the relevant prior art.