U.S. patent application number 14/876184 was filed with the patent office on 2017-09-07 for air maintenance tire.
The applicant listed for this patent is The Goodyear Tire & Rubber Company. Invention is credited to Cheng-Hsiung LIN.
Application Number | 20170253092 14/876184 |
Document ID | / |
Family ID | 56128490 |
Filed Date | 2017-09-07 |
United States Patent
Application |
20170253092 |
Kind Code |
A9 |
LIN; Cheng-Hsiung |
September 7, 2017 |
AIR MAINTENANCE TIRE
Abstract
A wheel mounted control assembly receives therethrough the tire
valve stem from an air maintenance tire. A control assembly
regulator controls a flow of air to and from a tire-mounted air
pumping tube. The control assembly includes a bi-directional air
distribution flow control system having multiple parallel air
pathways, each air pathway coupled to a respective conduit
connected to an air pumping tube mounted within a tire sidewall.
The pathways alternatively operate to deliver ambient
non-pressurized air to the air pumping tube in response to
directional tire rotation against a ground surface.
Inventors: |
LIN; Cheng-Hsiung; (Hudson,
OH) |
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Applicant: |
Name |
City |
State |
Country |
Type |
The Goodyear Tire & Rubber Company |
Akron |
OH |
US |
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Prior
Publication: |
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Document Identifier |
Publication Date |
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US 20160176243 A1 |
June 23, 2016 |
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Family ID: |
56128490 |
Appl. No.: |
14/876184 |
Filed: |
October 6, 2015 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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14457442 |
Aug 12, 2014 |
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14876184 |
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14457388 |
Aug 12, 2014 |
9415640 |
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14457442 |
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62095428 |
Dec 22, 2014 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F04B 45/08 20130101;
G05D 16/0655 20130101; B60C 23/004 20130101; G05D 7/0676 20130101;
B60C 23/12 20130101; F04D 27/00 20130101 |
International
Class: |
B60C 23/00 20060101
B60C023/00; G05D 7/06 20060101 G05D007/06; F04D 27/00 20060101
F04D027/00 |
Claims
1. An air maintenance tire assembly comprising: a tire having a
tire cavity bounded by first and second sidewalls extending to a
tire tread region; an air tube for pumping pressurized air into the
tire cavity, said air tube having a first end an a second end; a
first tube passage having a first end connected to a barbed end of
a connector and a second end in fluid communication with a fluid
control system; said connector having a second end connected to the
first end of the air tube, said fluid control system operative to
control the flow of pressurized air from the air tube into the tire
cavity.
2. The air maintenance tire assembly of claim 1 wherein the fluid
control system further includes a valve stem, wherein the valve
stem has an air passageway in communication with the tire cavity
operative to direct pressurized air from the air passageway into
the cavity.
3. The air maintenance tire assembly of claim 1 wherein a spring is
received over the first end of the air tube and the barbed end of
the first tube passage.
4. The air maintenance tire assembly of claim 1 further comprising
a second tube passage having a barbed end connected to a second end
of the air tube, and a second end connected to the fluid control
system.
5. The air maintenance tire assembly of claim 1 wherein the second
end of the first tube passage is connected to the fluid control
system with a barbed fluid connector.
6. The air maintenance tire assembly of claim 4 wherein the second
end of the second tube passage is connected to the pressure control
assembly with a barbed fluid connector.
7. The air maintenance tire assembly of claim 6 wherein a spring is
received over the second end of the second tube passage and the
barbed fluid connector.
8. The air maintenance tire assembly of claim 4 wherein a spring is
received over the second end of the second tube passage and the
barbed fluid connector.
Description
FIELD OF THE INVENTION
[0001] The invention relates generally to air maintenance tires
and, more specifically, to a control and air pumping system for use
in an air maintenance tire.
BACKGROUND OF THE INVENTION
[0002] Normal air diffusion reduces tire pressure over time. The
natural state of tires is under inflated. Accordingly, drivers must
repeatedly act to maintain tire pressures or they will see reduced
fuel economy, tire life and reduced vehicle braking and handling
performance. Tire Pressure Monitoring Systems have been proposed to
warn drivers when tire pressure is significantly low. Such systems,
however, remain dependent upon the driver taking remedial action
when warned to re-inflate a tire to recommended pressure. It is a
desirable, therefore, to incorporate an air maintenance feature
within a tire that will self-maintain the tire air pressure in
order to compensate for any reduction in tire pressure over time
without a need for driver intervention.
SUMMARY OF THE INVENTION
[0003] According to an aspect of the invention, a control valve
assembly proximally mounts to a tire valve stem and operably
controls a flow of pressurized air through the tire valve stem from
either an external pressurized air source or an ancillary
tire-mounted pressurized air source mounted within a tire sidewall.
The control assembly includes a bi-directional air distribution
flow control system having a plurality of air pathways, each air
pathway coupled to a respective conduit connected to a tire-mounted
air pumping tube. The pathways alternatively operate to deliver
ambient non-pressurized air to the air pumping tube in response to
the direction of tire rotation against a ground surface.
[0004] In another aspect, each of the air pathways comprises
multiple check valves serially connected within the air
distribution block, the check valves within each pathway
selectively opening and closing in response to the direction of
tire rotation against a ground surface.
[0005] According to another aspect, the pressure control assembly
includes a relief valve mounted to vent pressurized air from the
air pathways through the bi-directional block. The relief valve
operably opens to vent pressurized air when an air pressure within
the tire cavity is at or above a predetermined optimal inflation
level, and the relief valve operably closes when air pressure
within the tire cavity is below the predetermined optimal inflation
level.
[0006] In another aspect, the pressure control assembly controls
pressurized air flow from the pumping tube by controlling the flow
of ambient non-pressurized air to the tire-mounted tube responsive
to a detected air pressure level within the tire cavity.
[0007] Pursuant to another aspect, the valve stem is sized and
configured to extend through a rim body and flow control system.
The pressure control assembly mounts to a surface of the rim body
at the control location in proximal relationship with the valve
stem.
[0008] The air pumping tube, in another aspect, mounts within a
flexing region of a tire wall closes and opens segment by segment
in reaction to induced forces from the tire flexing region as the
flexing region of the tire wall rotates opposite a rolling tire
footprint.
[0009] In yet another aspect, the pump tube is connected to the
passage tube with a fluid tight seal.
DEFINITIONS
[0010] "Duck Valve" is a type of check valve manufactured from
rubber or synthetic elastomer, and shaped like the beak of a duck.
One end of the valve is stretched over the outlet of a supply line,
conforming itself to the shape of the line. The other end, the
duckbill, retains its natural flattened shape. When pressurized air
is pumped from the supply line through the duckbill, the flattened
end opens to permit the pressurized air to pass. When pressure is
removed, the duckbill end returns to its flattened shape,
preventing backflow.
[0011] "Peristaltic" means operating by means of wave-like
contractions that propel contained matter, such as air, along
tubular pathways.
[0012] "Radial" and "radially" means directions radially toward or
away from the axis of rotation of the tire.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] The invention will be described by way of example and with
reference to the accompanying drawings in which:
[0014] FIG. 1 is a perspective view of a tire with a valve stem
mounted bi-directional AMT pressure control system.
[0015] FIG. 2 is an exploded perspective view of the stem mounted
bi-directional AMT pressure control system.
[0016] FIG. 3 is a side view of the tire with the valve stem
mounted bi-directional AMT pressure control system.
[0017] FIG. 4 is a side view of the tire with the valve stem
mounted bi-directional AMT pressure control system showing the pump
tube closed from contact with the road forcing air flow.
[0018] FIG. 5 is a partial section perspective view from FIG. 3 of
a first embodiment of the stem mounted bi-directional AMT pressure
control system.
[0019] FIG. 6A is a perspective view of the stem mounted
bi-directional AMT pressure control system.
[0020] FIG. 6B is an opposite side perspective view of the pressure
control system.
[0021] FIG. 7 is an alternate angle perspective view of the stem
mounted bi-directional AMT pressure control system.
[0022] FIG. 8 is an opposite side perspective view of the stem
mounted bi-directional AMT pressure control system.
[0023] FIG. 9A is an exploded perspective view of the first
embodiment of the stem mounted bi-directional AMT pressure control
system.
[0024] FIG. 9B is an exploded perspective view of an alternative
second embodiment of the pressure control system.
[0025] FIG. 10A is an angle perspective view of the first
embodiment of the stem mounted bi-directional AMT pressure control
system.
[0026] FIG. 10B is an angle perspective view of the second
embodiment of the AMT pressure control system.
[0027] FIG. 11A is an opposite angle to FIG. 9A exploded
perspective view of the first embodiment of the stem mounted
bi-directional AMT pressure control system.
[0028] FIG. 11B is an opposite angle to FIG. 9B exploded
perspective view of the second embodiment of the pressure control
system.
[0029] FIG. 12A is a section view of a first cold set inflation
control regulator embodiment with the tire cavity pressure above
the set pressure, not allowing air to pass.
[0030] FIG. 12B is a section view of the first cold set inflation
control regulator embodiment with the tire cavity pressure below
the set pressure, allowing air to pass.
[0031] FIG. 13A is a section view of an alternative second cold set
inflation control regulator embodiment with the tire cavity
pressure above the set pressure, not allowing air to pass.
[0032] FIG. 13B is a section view of the second cold set inflation
control regulator embodiment with the tire cavity pressure below
the set pressure, allowing air to pass.
[0033] FIG. 14A is a section view of a third cold set inflation
control regulator embodiment with the tire cavity pressure above
the set pressure, not allowing air to pass.
[0034] FIG. 14B is a section view of the third cold set inflation
control regulator embodiment with the tire cavity pressure below
the set pressure, allowing air to pass.
[0035] FIG. 15 is a partially sectioned perspective view of the
bi-directional block.
[0036] FIG. 16 is a partially sectioned perspective view of the
bi-directional flow control system (first flow direction) showing
the air coming from the control regulator through a duck valve
assembly, around a duck valve assembly, through a fitting assembly
and out to the pump tube.
[0037] FIG. 17 is a partially sectioned perspective view of the
bi-directional flow control system (first flow direction) showing
the air coming from the pump tube into a fitting assembly, through
a duck valve assembly and up into a groove.
[0038] FIG. 18A is a partially sectioned perspective view of the
bi-directional flow control system (first flow direction) showing
the air continuing from the groove through a duck valve assembly,
into the valve stem and into the tire cavity in the condition that
the tire cavity is at low pressure.
[0039] FIG. 18B is a partially sectioned perspective view of the
bi-directional flow control system (first flow direction) showing
the air continuing from the groove through an exhaust valve in the
condition that the tire cavity is at or above the desired
pressure.
[0040] FIG. 19 is a partially sectioned perspective view of the
bi-directional block.
[0041] FIG. 20 is a partially sectioned perspective view of the
bi-directional flow control system (second flow direction) showing
the air coming from the control regulator through a duck valve
assembly, around a duck valve assembly, through a fitting assembly
and out to the pump tube.
[0042] FIG. 21 is a partially sectioned perspective view of the
bi-directional flow control system (second flow direction) showing
the air coming from the pump tube into a fitting assembly, through
a duck valve assembly and up into a groove.
[0043] FIG. 22A is a partially sectioned perspective view of the
bi-directional flow control system (second flow direction) showing
the air continuing from the groove through a duck valve assembly,
into the valve stem and into the tire cavity in the condition that
the tire cavity is at low pressure.
[0044] FIG. 22B is a partially sectioned perspective view of the
bi-directional flow control system (second flow direction) showing
the air continuing from the groove through an exhaust valve in the
condition that the tire cavity is at or above the desired
pressure.
[0045] FIG. 23 is a cross sectional view through the assembled
regulator and bi-directional block.
[0046] FIG. 24A is a sectional schematic view through the assembled
regulator and bi-directional flow control system showing the
regulator valve in the closed position
[0047] FIG. 24B is a sectional schematic view through the assembled
regulator and bi-directional flow control system showing the
regulator valve in the open position.
[0048] FIG. 25 is a top perspective view of the regulator cover
plate.
[0049] FIG. 26 is a bottom perspective view of the regulator valve
housing component of the regulator cover plate.
[0050] FIG. 27 is a top perspective view of the regulator cover
plate with the regulator valve housing removed.
[0051] FIG. 28 is a perspective view of the fluid connector, pump
tube, and air passage tube, shown prior to assembly.
[0052] FIG. 29 is a perspective view of the fluid connector, spring
sleeve and air passage tube, shown assembled.
[0053] FIG. 30 is a perspective view of the fluid connector, spring
sleeve, pump tube and air passage tube, shown assembled.
DETAILED DESCRIPTION OF THE INVENTION
[0054] Referring to FIGS. 1 through 5, a tire assembly 10 includes
a tire 12, a control system 14 for controlling a peristaltic pump
assembly 15, and a tire wheel 16. The tire mounts in conventional
fashion to the wheel 16. The tire has a pair of sidewalls 18
extending from opposite bead areas 22 to a crown or tire tread
region 26. The tire and wheel enclose a tire cavity 28 (see FIG.
5).
[0055] As shown in FIGS. 2 and 3, the pump assembly 15 includes an
air tube 30 that is received in a passageway 32, which is typically
mounted in the lower region of the sidewall. The tube 30 is formed
of a resilient, flexible material such as plastic or rubber
compounds that are capable of withstanding repeated deformation
cycles. So constructed, the tube may deform within a tire into a
flattened condition subject to external force and, upon removal of
such force, return to an original sectional configuration. In the
embodiment shown, the cross-section of the tube in an unstressed
state is generally circular but other alternative tube geometries
may be employed if desired. The tube is of a diameter sufficient to
operatively pass a requisite 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. As the tire rotates, air from
outside the tire is admitted into the tube and pumped along the air
tube by the progressive squeezing of the tube within the tire as
the tire rotates. Air is thus forced into an outlet valve and
therefrom into the tire cavity to maintain air pressure within the
tire cavity at a desired pressure level. FIG. 4 shows the general
operational principle of the air tube pumping an air flow along the
tube as the tire rotates against a ground surface.
[0056] Referring to FIGS. 2, 4, and 5, pump tube ends 31,33 are
ported through the sidewall into an inline connector flow control
system 34. Tube ends 31,33 are each connected to a respective
passage tube 36,38 through a fluid connector 39A,39B. The passage
tubes 36,38 port pressurized fluid from the pump tube outlet ends
31,33 to a flow control system 40. As shown in FIG. 27, the fluid
connectors 39A,39B each have a first end 25A,B for receiving the
respective tube end 31,33. The first end 25A,B of the fluid
connector may be a quick connect, threaded, or be a barbed
connection. The fluid connector 39A, 39B has a second barbed end
41A,41B for connecting to a respective first end 35,37 of
respective passage tubes 36,38. See FIGS. 28-30. Preferably, a
spring sleeve 43 is received over each passage tube 36, 38. The
spring sleeve first end 45 is positioned over the passage tube end
so that the spring clamps the passage tube first end 35,37 to the
barbed end 41A,B of the fluid connector 39A,B forming a fluid tight
seal. It is important that the fluid connection between the passage
tubes 36,38 and the pump tube ends 31,33 be fluid tight. The spring
also is sized to have a sufficient length to protect the passage
tube and maintain the diameter due to the pressure. The passage
tubes 36,38 each have a second end 45,47 that is secured to
connectors 114,116 of flow control system 40. Preferably, the
connectors 114,116 each have a barbed end (not shown) to secure the
passage tubes 36,38 thereon, and a spring (not shown) is used to
clamp the passage tubes 36,38 to the barbed end of the connectors
114,116 using the spring and barb connection as shown in FIGS.
28-30.
[0057] The passage tubes 36, 38 follow a predetermined path around
a rim flange 42 to the air flow bi-directional flow control system
40 affixed to an underside 44 of the rim body 16. In the pumping
mode, one passage tube functions as in inlet to supply outside air
to the pumping tube and the other passage tube functions as an
outlet to conducts pressurized air by the pumping tube to the flow
control system 40, which directs the pumped air to the tire cavity.
In the reverse rotational direction of the tire, the passage tubes
36, 38 functionally reverse.
[0058] FIGS. 5, 6A, 7, 8, 9A, 10A, and 11A show a first embodiment
for a flow control system. The flow control system uses a cold set
inflation control of inlet air into the air tube 30. In such a
system, the air tube will not pump air when the control system is
in the off or closed position (no air input into tube) and will
only operate to pump air when the control valve is in the on or
open condition (air flow into tube). The control system uses a
spring regulated actuator with pressure sensing capability to open
and close air flow to the pump tube 30. If the cavity pressure is
lower than the set pressure (cold inflation set pressure), the
regulator valve opens and allow air into the air tube 30. If cavity
pressure is higher than set pressure (cold inflation set pressure),
the regulator valve will close and no air will be allowed to flow
into the tube 30. Three designs for a flow control system are shown
in FIGS. 12A through 14B.
[0059] An alternative second embodiment of a flow control system is
shown in FIGS. 6B, 9B, 10B and 11B. In the second embodiment
control regulator approach, outlet pressurized air from the pumping
tube is controlled by a spring regulated pressure relief valve,
rather than an air inlet control regulator valve system. Setting
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 set
pressure (ceiling inflation set pressure), the valve opens and
allows air into the tire cavity when built-up air pressure in the
pump tube is higher than the pressure in the tire cavity. If the
cavity pressure is higher than set pressure (ceiling inflation set
pressure), the pumped air will release through the relief valve and
either bypass back into the pump or release to atmosphere.
[0060] In both the first and second control regulator
configurations, a pumping of air from the tube 30 to the tire
cavity can occur when the tire is rotating in either a forward or
reverse direction. The bi-directionality in pumping air from the
tube 30 is made possible by an air flow bi-directional flow control
system 40 containing dual air flow paths, each path defined by a
coupled pair of check valves. The four check valves within the dual
parallel air flow paths may be augmented by a fifth check valve for
extra control. Thus, the control system 14 employed in the subject
invention may be configured as an inlet air control system
employing an inlet control regulator or an outlet pressurized air
control system, both the inlet and outlet systems using a
bi-directional flow control system 40.
[0061] With reference to FIGS. 5, 6A, 7, 8, 9A, 10A, and 11A, 25,
26, 27, the flow control system 40 is generally a cubic body formed
by sidewalls 46, 48, 50, 52, bottom wall 54 and a top side 56. A
top cover plate 58 attaches over the top side 56 of the cubic body
and the control regulator 68. An elongate cylindrical control
regulator valve housing 60 is attached to an outward surface of the
top cover plate 58 by suitable means, the housing 60 having an
axial through bore 62. The cover plate 58 is formed having a
circular through bore 64 sized to accept a protruding tire valve
stem as explained below. A set of four corner assembly apertures 66
extend through the top panel. As seen in FIGS. 26 and 27,
deformations forming part of the control assembly outlet air
passageways 154, 155 extend along the underside of the housing 60.
Complementary deformations are formed within and extend along the
upper surface of the top cover plate 58. When united, the
deformations form the enclosed outlet air passageways 154, 155.
Attachment of the housing 60 to the cover plate 58 completes the
formation of the passageways 154, 155, whereby providing parallel
outlet air passageways from the control assembly housed within the
housing 60 to the bi-directional distribution flow control system
40.
[0062] A control valve assembly 68, also referred herein as the
"control regulator", in each of three alternative embodiments
described herein is housed within the bore 62 within cylindrical
control regulator housing 60. A recess 70 is defined within the top
side 56 of the cubic body of flow control system 40. The top side
56 further is formed to provide four corner assembly sockets 72 and
a through bore 74 dimensioned to accept a tire valve stem 100
therethrough. A pair of duck valve-seating sockets 76, 78 extend
into the top side 56 at opposite corners of the air collection
chamber 70.
[0063] Four assembly pins 80 extend through the apertures 66 and
into the sockets 72 to affix the cover plate 58 to the top side 56
of the flow control system 40, whereby enclosing the air collection
chamber 70. A valve-stem attachment nut 82 is provided for securing
a tire valve stem 100 to the flow control system 40. A pair of duck
valve sockets 84, 86 (valve 86 not shown in FIG. 9A) extend through
the flow control system sides 48, 52, respectively. A pair of air
inlet/outlet sockets 88, 90 extend through the flow control system
side 46 positioned in spaced apart relationship as shown. The duck,
or "check" valves 92, 94, 96, 98 are of a commercially available
type, also referred herein as "check" valves. Duck valve components
92, 94 extend transversely into the bi-directional flow control
system 40, residing respectively within sockets 84, 86, and duck
valve components 96, 98 extend vertically into the flow control
system 40, residing respectively within sockets 76, 78. The valve
components 92, 98 and the valve components 94, 96 are paired to
create two parallel air flow paths through the flow control system
40, providing dual paths from the control regulator 68 to the
inlet/outlet sockets 90, 88 respectively. The valves are configured
conventionally as duck-bill valves that include a slitted membrane
that opens and closes responsive to application of air pressure.
Other known types of check valves may be used if desired. Outward
ends 99 of the duck valves 96, 98 are coupled to the control valve
assembly 68 by the formed pair of outlet conduits 154, 155 to
create the two parallel air flow paths conducting air from the
control valve assembly 68 to the bi-directional flow control system
40.
[0064] A valve stem 100 of the tire is internally modified to
provide an internal pressurized air collection chamber 174 at a
base end. The internal air collection chamber 174 of the valve stem
is accessible by a transverse inlet passageway 170 extending
through the valve stem. The valve stem 100 is received and projects
from through-bore 64 of the flow control system 40. The valve stem
100 has an axially outward screw threaded end housing a valve
component 101 of conventional configuration. The valve component
within end 101 is used to input pressurized air sourced from an
external air input through the valve stem and into the tire cavity.
As used herein, the valve (not shown) housed within end 101 of the
valve stem 100 is referred to as a "primary input valve". The
primary input valve admits pressurized air in conventional fashion
from a primary pressurized air external source (not shown) into the
air collection chamber 174. From the air collection chamber 174 the
pressurized air from the primary pressurized air external source is
directed into the tire air cavity 28 to re-pressurize the
cavity.
[0065] The delivery of pressurized air to the tire cavity pursuant
to the invention thus may be secured from dual sources. The primary
input valve within valve stem end 101 conventionally admits
pressurized air from a primary external air source. In addition and
complementary therewith, the air pumping tube 30 pressurizes the
cavity 28 under the control of regulator 68 on an as needed basis
as the tire rolls against a ground surface.
[0066] The coupling nut 82 affixes to the external screw threads of
a protruding end 101 of the valve stem 100 to secure the valve stem
to the flow control system 40. A screw-in plug 102 and sealing
O-ring 104 inserts into the valve socket 86 to secure the valve 94
in position. Likewise, screw-in plug 106 and sealing O-ring 180
engages into the socket 84 to secure the valve 92 within the flow
control system 40. The air inlet/outlet passage tubes 36, 38
include end fittings 110, 112 that couple to connectors 114, 116
within the inlet/outlet sockets 88, 90 of the flow control system
40, respectively. So coupled, both of the inlet/outlet passage
tubes are enabled to conduct air from the flow control system 40 to
the air tube 30 and conduct pressurized air from the air tube 30
back to the block. Inlet and outlet functions switch back and forth
between the passage tubes 36, 38 as dictated by the direction of
tire rotation. The pumping tube 30 is thus capable of delivering
pressurized air through the flow control system 40 to the tire
cavity with the tire 12 rotating in either a forward or a reverse
direction. An internally threaded access opening 122 through the
bottom floor of the air collection chamber 70 is used in the
assembly of the flow control system 40. Once assembly is completed,
screw 120 is screw threaded attached into the access opening 122 to
seal off the interior of the flow control system 40 for its
intended air distribution operation.
[0067] FIG. 11A shows the FIG. 9A assembly described above from a
reverse angle and FIG. 10A shows the assembled control assembly
bi-directional flow control system 40. FIGS. 12A and 12B and FIGS.
24A and 24B are sectional schematic views of the control regulator
68 in the closed and open positions, respectively. FIG. 23 shows a
sectional view through the assembled control valve assembly 68 and
bi-directional flow control system 40. FIG. 24A shows an enlarged
view of the control regulator 68 of FIG. 23 in the closed position.
FIG. 24B shows the enlarged view of the control regulator 68 in the
open position. The embodiment of FIGS. 9A, 12A, 12B, 23, 24A and
24B represents a first one of three alternative embodiments of the
stem mounted bi-directional AMT pressure control system disclosed
herein. Control valve assembly 68, mounted to the flow control
system 40 controls air flow into the flow control system 40 and,
hence, the air tube 30 (FIG. 5). A cold set inflation level is
applied to the assembly 68 to control opening and closing of the
valve assembly and, thereby, air flow to the air pumping tube.
Three alternative configurations of the control valve assembly 68
are shown in FIGS. 12 through 14 and described below.
[0068] With reference to FIGS. 9A, 12A, 12B, 23, 24A, 24B, a first
cold set inflation control regulator embodiment 68 is shown
suitable for assembly into longitudinal bore 62 of the control
regulator housing 60. The control regulator of FIGS. 24A, 24B
includes a filter element 69 in the assembly whereas the simplified
assembly of FIG. 12A, 12B does not.
Valve Closed Position
[0069] As shown in FIGS. 12A and 24A, the regulator is in the
closed position with the tire cavity pressure above the set
pressure, not allowing air to pass. The assembly 68 includes an
elongate actuator piston 124 having a spherical nose 126 at a
forward end 128; an annular flange 130 disposed toward a rearward
end 132. An annular spring stop flange 134 extends into the center
bore 62 toward a forward end of the bore 62. A coil spring 136
encircles the piston 124, positioned between the annular flange 130
and the stop flange 134. An annular diaphragm plug 138 has a
through-hole receiving a rearward end portion of the piston 124
within a rearward region of the housing bore. The plug 138
functions as a guide for reciprocal axial movement of the piston
124. A generally circular flexible diaphragm component 140 is
positioned to the rear of the guide plug 138 within the bore 62.
The diaphragm component 140 is formed of resilient elastomeric
material capable of deformation when subject to pressure against an
outward surface and resumption of an original configuration when
that pressure is removed or lessened. Diaphragm component 140
includes a protruding finger 202 that is captured and secured
within the piston 124. Deformation of the diaphragm component 140
as shown operatively moves the piston 124 axially into a closed,
seated position. A threaded insert 142 screws into a rearward end
of the housing 60 and encloses the assembly within bore 62. The
insert 142 has a centrally disposed pressure sensing cavity 143
positioned adjacent the outward surface of diaphragm component 140.
A tubular conduit 144 connects the cavity 143 to a passageway 145
extending through flow control system 40. The passageway 145
communicates with the tire cavity to convey tire cavity pressure to
the cavity 143 located opposite the outward surface of the
diaphragm component 140.
[0070] At the forward end of the housing 60 a set pressure
adjustable threaded filter insert 146 is threaded into the housing,
closing the bore 62. The extent to which the screw 146 is screwed
in will determine the compression force in coil spring 136. The
insert 146 is configured forming a seat or pocket 148 positioned
opposite the spherical nose 126 of the piston 124. The spherical
nose 126 of the piston 124 is fitted with a cover 150 formed of
elastomeric material composition for sealing purposes. The screw
146 has an axial air inlet channel 152 extending therein from the
forward end in communication with the seat 148. In the
configuration of FIGS. 24A and 24B, a filter element 69 is disposed
within the air inlet channel 152. A pair of spaced apart air
outlets 154 155 (one of which being shown in the sectional views)
are positioned as outlets from the body 60 and extend in air flow
communication with the inlet channel 152 when the piston 124 is in
the open or unseated position.
[0071] It will be appreciated that the piston 124 axially moves
reciprocally within the control regulator body 60. In the forward,
"valve closed", location shown by FIGS. 12A and 24A, the spherical
nose 126 of the rod 124 seats against the seat 148 and blocks off
air flow from the air inlet channel 152 into the body bore 62. Air
is therefore blocked from the pair of air outlets 154, 155 to the
bi-directional flow control system 40. Screw adjustment of the
adjustable screw 146 inward or outward sets the compression force
exerted by the spring and thereby dictates the air pressure against
the outward surface of the diaphragm component 140 required to
overcome this preset spring bias.
Valve Open Position
[0072] A high tire cavity pressure level presented by the
passageway 144 causes the diaphragm 140 to push against the piston
rod 124 with sufficient force to overcome spring bias force and
maintain the piston in its seated or "closed" position. The piston
142 is pressured against seat 148 whenever air pressure within the
tire cavity is at or above rated pressure level. A lower pressure
within the cavity will reduce deformation of the diaphragm
component and cause the piston to move rearwardly into an "open"
position under influence of spring 136 as seen in FIGS. 12B and
24B. The spherical nose 126 disengages from its seat 148 in the
"open" rod position, allowing air flow into and through the valve.
In the open valve position, air is admitted into the bore 62 from
the inlet channel 152 and directed out of the outlet port
passageways 154, 155 to the bi-directional flow control system 40.
The bi-directional flow control system 40, as explained below,
directionally routes the air from the control regulator along one
of two parallel air flow paths to the air pumping tube 30 mounted
within tire 12. Rotation of the tire 12 over a ground surface
pressurizes the air within the tube 30 and outlets the pressurized
air back through the bi-directional flow control system and into
the tire cavity. The air pressure within the tire cavity 28 is
thereby brought back up to rated or recommended air pressure
level.
[0073] FIGS. 12B and 24B show an outward deformation of diaphragm
132 placing the control regulator piston in the open, unseated
condition. Air from the filter layer 69 is admitted past the
unseated spherical nose 126 of piston 124 for exit out the outlet
passageways 154, 155 to the bi-directional flow control system 40.
The actuator guide 138 centers the piston 124 during reciprocal
axial movement of the piston between open and closed positions
within the bore 62. It will be appreciated that the air tube 30,
under control from the control regulator valve assembly 68, only
receives air to compress when air is allowed to flow to the
bi-directional flow control system 40. When air flow is blocked by
the valve assembly 68, air flow to the bi-directional flow control
system 40 and to pumping tube 30 terminates. By limiting the
pumping operation of the air tube 30 to only those times when the
tire pressure is low, cyclical failure of the component parts of
the air maintenance system due to fatigue is avoided. When air
pressure within the tire cavity is low, air flow to the pumping
tube 30 is initiated, allowing the bi-directional flow control
system 40 to deliver air to and receive pressurized air from the
pumping air tube 30.
[0074] For example, the control regulator of FIGS. 9A, 10A, 11A,
12A, 24A may be set at a pressure of 100 psi by appropriate
adjustment of the compression force of spring 136, with initial
tire cavity pressure of 90 psi. The lower than desired tire cavity
pressure will be communicated to the outward side of diaphragm 140
through the passageway from cavity 144. The compression set of
spring 136 will enable to spring to uncoil, forcing the piston
axially to the rear, opening the valve as seen in FIGS. 12B and
24B. Air flow through the valve and through the passageways 154,
155 is directed to the bi-direction flow control system and from
the flow control system to the air pumping tube 30. The tube 30
pumps the air to a pressure greater than 90 psi and directs the
pressurized air back to and through the flow control system 40 into
the tire cavity. When the tire cavity achieves a desired pressure
of 100 psi, the diaphragm 140 is pressured back into its condition
of FIGS. 12A and 24A, forcing the piston 124 forward into the
seated, "closed" position. Further air flow through the control
regulator to the bi-directional flow control system 40 is thereby
blocked until required by tire cavity low pressure.
[0075] FIGS. 13A and 13B show an alternatively configured control
regulator valve 156 in the closed and open positions, respectively.
The inlet 158 through the valve is placed through the regulator
body 60 rather than the set pressure adjustable screw 46. A filter
element such as 69 (not shown) may be incorporated into the inlet
passageway if desired. Operationally, the second embodiment of the
valve functions as described above for the first embodiment. A
lower than desired air pressure in the tire cavity causes the
piston 124 to axially move to the rear, unseating the rod forward
end 126 and allowing air to flow into the valve body through inlet
158 as seen in FIG. 13B. Air flow to the bi-directional flow
control system and the air pump is enabled until a desired tire
cavity air pressure is achieved. Upon reaching the preset tire
cavity pressure, the piston 124 moves forward and into the closed
position shown in FIG. 13A.
[0076] FIGS. 14A and 14B show a third alternative control regulator
valve 156 in the closed position (FIG. 14A) and the open position
(FIG. 14B). A filter element such as 69 (not shown) may be
incorporated into the inlet passageway if desired. In the
embodiment shown, the housing 60 is configured to have an inlet
opening 162 to admit air from the filter 69 into the housing. The
diaphragm seal or centering guide 138 is adapted having a threaded
post to which a set pressure adjustment collar 168 attaches.
Rotation of the collar 168 adjusts the compression of the spring
136 which, as described previously, creates a threshold pressure
that opens and closes the valve. The seat 166 for the piston 124 is
formed by the regulator housing 60. With the valve in the closed
position of FIG. 14A, the seated piston 124 prevents air from
flowing from the filter 69 into the regulator housing. The
diaphragm 140, pushed by tire cavity pressure, maintains the piston
124 in the closed, seated position. When air pressure falls below
desired level in the tire, as seen in FIG. 14B, the valve opens.
Piston 124, under spring bias, moves axially out of the seat 166
allowing air to enter the housing through channel 162. Air is
passed through the regulator housing as shown and exits at
passageway 164 to the bi-directional flow control system for
distribution to the air pumping tube 30.
[0077] Referring to FIGS. 15, 16 and 19, the internal configuration
of the bi-directional flow control system 40 is shown in broken
perspective. FIG. 15 is a partially sectioned perspective view of
the basic bi-directional flow control system internal
configuration. FIG. 16 is a partially sectioned perspective view of
the bi-directional flow control system (in a first flow direction)
showing the air coming from the control regulator of FIG. 9A
described above. As shown in FIG. 15 and described above, the
inlet/outlet passage tubes 36, 38 represent parallel pathways for
air to flow to and from the air pumping tube 30. The passage tubes
36, 38 have connectors 114, 116 that connect into the flow control
system 40 and communicate air to and from the air tube 30 (not
shown). Check valves 92, 94, 96, 98 mount into sockets within the
flow control system 40 and create an air flow scheme designed to
bi-directionally direct air to and from the air tube. Check valves
98 and 92 are mounted at right angles to each other and at right
angles with the connector 116. Valves 98, 92, and connector 116
form part of what is herein referred to as a "first" flow control
system air pathway. Valves 96, 94, and connector 114 are likewise
mounted at right angles and form part of what is herein referred to
as a "second" flow control system air pathway. The first and second
flow control system air pathways are located at opposite sides of
the flow control system 40. Check valves 96, 98 connect externally
from the flow control system 40 to the outlet air pathways 154, 155
of the control valve regulator 68 (not shown).
[0078] The valve stem 100 inserts into throughbore 74 from the
underside of the flow control system 40 with the screw threaded end
101 of the valve stem 100 protruding from the throughbore 74 at a
top side of the flow control system 40. The valve stem 100 includes
an air inlet passageway 170 extending transversely through the
valve stem in airflow communication with an internal valve stem
chamber 174 (reference FIG. 22A). A pressure relief valve 172
mounts into the flow control system and operationally acts to vent
pressurized air from the flow control system 40 when the tire
cavity is at full air pressure.
[0079] FIG. 16 shows the air flowing through the flow control
system 40 from the regulator in the first air flow direction. Air
enters the flow control system 40 from the control regulator
through the check valve 98 and is directed through an internal
axial chamber 176 within the plug 106, bypassing the check valve
92. From the plug chamber 176, air flows through the connector
fitting 116 and into conduit 38 to the pump tube 30. The air upon
entering the pump tube is compressed as the tire rolls along a
ground surface.
[0080] The air from the control regulator is routed through the
valve 98, around the check valve 92, through the air cavity 176
within hollow screw 106, into the axial passageway of connector
116, and finally into the (outlet) passage tube 38. The air exits
through the outlet passage tube 38 to the air tube 30 (not shown),
mounted within the tire sidewall. As explained previously, air from
the control regulator will only be inputted into the check valve 98
of distribution flow control system 40 from the control regulator
when the air pressure within the tire cavity is below a preferred
level. Cavity pressure at or above rated level will cause the
regulator to flow control system air flow to the flow control
system 40.
[0081] FIGS. 17, 18A, and 22A show the return of pressurized air
from the pumping tube 30 into the flow control system 40.
Pressurized air from the pumping tube follows a similar curvilinear
path through the flow control system 40 to finally enter the valve
stem 100 and from the valve stem the tire cavity. FIG. 17 is a
partial perspective view of the internal flow control system from
an opposite side to FIG. 16. As shown in FIGS. 17, 18A and 22A,
pressurized air from the pump tube 30 enters from passage tube 36
into the flow control system 40 and flows through connector fitting
114, through shank-located air chamber 178 of the assembly screw
102. The pressurized air opens and continues through check valve 94
along a formed enclosed flow control system channel 180 into an air
chamber 182 forwardly disposed from the relief valve 172. A fifth
check valve 184 is positioned within the flow control system 40
between the air chamber 182 and location of the valve stem 100. A
formed air passageway 186 within the flow control system 40
connects air flow from the check valve 184 to the transverse air
passageway 170 extending through the valve stem 100. Thus,
pressurized air opens and is routed through the check valve 184,
follows the air passageway 186, and enters the valve stem air
collection chamber 174 by way of passageway 170. From the air
collection chamber 174, the pressurized air is directed to the tire
cavity to raise air pressure within the cavity to the desired
level.
[0082] FIG. 18A is a partially sectioned perspective view of the
flow control system 40 (first flow direction) showing the return of
pressurized air from the air pumping tube 30 (not shown) through
the flow control system 40 and into the valve stem 100. FIG. 22A is
a similar sectioned perspective view from a reverse angle showing
pressurized air flow through the flow control system 40 to the tire
cavity. It will be appreciated that the air flow paths described
herein are directed through internal channels formed within and by
the distribution flow control system 40. Removal of sections of
flow control system 40, including portions forming the internal
channels, are depicted for the purpose of illustration. The
pressurized air exits check valve 184 into passageway 186 and is
directed thereby through the portal 170 of the valve stem 100 into
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 cavity pressure to its
preferred level.
[0083] FIG. 18B is a partially sectioned perspective view of the
bi-directional flow control system 40 (first flow direction)
showing in greater detail the internal configuration of relief
valve 172. If the tire cavity is at or above the desired pressure,
pressurized air from the air pumping tube 30 cannot reach the tire
cavity but is instead exhausted to atmosphere through the relief
valve 172. The relief valve is configured as an adjustable check
valve as shown but other relief valve configurations may be
employed if desired. As shown in FIG. 18B, pressurized air enters
inlet 188 of the relief valve 172. An internal check valve 189 is
positioned within an axial air chamber 192. A coil spring 196 is
captured within the chamber 192 and exerts a spring force on ball
198. The ball 198 seats in a closed position to flow control system
air flow. When air pressure at the forward end of the check valve
exceeds the preset compression force of the spring 196, the ball
198 unseats and air flow is enabled through an outlet passage 194
from the valve and into a threaded spring compression-adjustment
cap 190. The cap 190 has an exhaust outlet 192 extending
therethrough. The cap has screw threads 200 to adjust the
compression force on the spring 196. It will be appreciated that
pressurized air flow through the flow control system 40 is directed
to the forward end of the relief valve by the groove 180. If the
air pressure within the tire cavity is higher than the pressure of
the air flow through groove 180, the air will not be admitted
through the check valve 184. The air flow pressure will open the
relief valve and be allowed to vent through the valve.
[0084] FIGS. 17 and 18B show the flow control system 40 receiving
pressurized air pumped from the air tube 30 (not shown) mounted to
the tire 12. Pressurized air from the pumping tube is routed
through the inlet/outlet passage tube 36 to the flow control system
40, entering through coupling connector 114 and following a
serpentine path through the hollow axial center chamber 178 of the
screw 102. Duck valve 94, seated within the screw 102, opens and
conducts the air flow into the relief valve 172 if the tire cavity
pressure is at or greater than specified level. Relief valve 172
operates to vent the pressurized air in the event that the cavity
pressure is at or above desired set pressure. If the cavity
pressure is lower than set pressure, the pressurized air from the
pumping tube is directed through check valve 184 into the channel
170 of the valve stem 100 and into the center air collection
chamber 174 of the valve stem. From there, the pressurized air is
sent to the tire cavity, bringing cavity air pressure up to desired
level. As explained previously, air to the flow control system 40
only occurs when the control regulator opens. Pressurized through
the flow control system 40 to the valve stem 100 and therefrom to
the tire cavity only occurs if the relief valve 172 remains closed.
Should air pressure within the tire cavity be sufficiently high,
the relief valve 172 will open and vent the pressurized air passing
through flow control system 40.
[0085] FIG. 20 is a partially sectioned perspective view of the
bi-directional flow control system (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 to the pump tube 30 by way of conduit 36. The
flow control system 40 is constructed such that the first and
second air pathways are formed by symmetric mirror image
arrangement of the check or duck valves. The above description of
the conduction of air through the flow control system along the
first pathways will thus be understood to apply equally to the
operation during conduction of air through the flow control system
40 along the second air pathway.
[0086] FIG. 21 is a partially sectioned perspective views of the
bi-directional flow control system (second flow direction) showing
the air coming from the pump tube into a fitting assembly, through
the duck valve assembly 92 and through an internal flow control
system air channel to check valve 184. Pressurized air is thereby
conducted into the valve stem via the second air flow path.
[0087] FIG. 22B is a partially sectioned perspective view of the
bi-directional flow control system (second flow direction) showing
the air continuing from the groove through an exhaust valve in the
condition that the tire cavity is at or above the desired
pressure.
[0088] With reference to FIG. 23, the assembled regulator plate 58
and bi-directional distribution flow control system 40 is shown.
The regulator cover plate 58 assembles over the flow control system
40, completing the formation of outlet air passageways 154, 155
into the flow control system 40. The passageway 144 of the
regulator control assembly 68 establishes air flow communication
with passageway 145 through the block. Passageway 145 intersects
the passageway 186 which communicates with the internal chamber 174
of the valve stem through transverse opening 174. The chamber 174
is connected to the tire cavity so that air pressure of the cavity
is communicated through the flow control system passageway 145 and
the regulator passageway 144 to the outward side of diaphragm
component. The regulator is thus capable of responding to change in
cavity air pressure by opening and closing. The regulator 68 opens
to direct air through the flow control system 40 to the pumping
tube 30 (not shown) whenever cavity air pressure is low and closes
to preclude transmission of air to the tube 30 whenever cavity air
pressure is at or above desired level. Should cavity air pressure
exceed an upper threshold, pressurized air may be vented through
relief valve to atmosphere.
[0089] From FIG. 23, it will further be appreciated that the
conventional primary input valve housed within the end 101 of the
valve stem 100 may be activated and operated in conventional manner
to admit air into the valve stem air chamber 174 from an external
primary pressurized air source (not shown). The primary external
air source thus shares the air chamber 174 within the valve stem
100 with the pumping tube pressurized air source. Such system
redundancy affords greater reliability in effecting and maintaining
desired tire inflation pressure.
[0090] The subject control valve assembly 58 may be omitted if
desired in a simplistic alternative embodiment of the subject
invention as seen in FIGS. 9B, 11B. As discussed above, the
regulator 58 limits operation of the pumping tube by blocking the
delivery of ambient, non-pressurized air to the pumping tube
whenever cavity air pressure is at or above rated pressure. This
feature saves the pumping tube from being in a constant active or
operational mode pressurizing air and reduces fatigue within the
system. Whenever ambient air to the pumping tube is not being
delivered, the pumping tube enters a passive non-pumping stat.
However, if desired, the delivery of air to the pumping tube may be
constant by reconfiguring the system to eliminate the control valve
regulator 68. As shown, the bi-directional flow control system 40
remains the same in routing air within parallel air paths through
the flow control system to and from the pumping tube. The cover
plate 58 is modified by the elimination of the regulator 68. An air
inlet opening 206 extends through the cover plate 58 to admit
constant air flow into the distribution flow control system recess
70. A filter pad or layer 204 may be affixed to an underside of the
cover plate 58 to purify air admitted into the block. Input air is
collected within the top recess 70 of the block. Depending on the
tire rotational direction, the collected input air is drawn by the
pumping tube 30 along one or the other air flow paths through the
flow control system 40 and into the pumping tube for
pressurization. This simplified configuration thus keeps the
pumping tube 30 in a constant pressurization mode of operation.
[0091] From the foregoing, it will be appreciated that the subject
invention provides a conventional valve assembly mounted within a
tire valve stem 100 for operably controlling a flow of pressurized
air from a conventional external pressurized air source, such as a
service station pump, into the tire cavity. Air pressure within the
tire cavity may thus be restored manually in a conventional manner.
In addition and ancillary to the manual restoration of tire air
pressure, the tire-mounted air pumping tube 30 is mounted within a
tire sidewall to provide an ancillary pressurized maintenance air
supply into the tire cavity 28 to maintain air pressure. The
duality of pressurized air sources into the tire cavity affords a
redundant means by which the tire can retain proper inflation. The
control assembly 14, combining the control regulator 68 and the
bi-directional air distribution flow control system 40, is
positioned at a control location in proximal relationship to the
valve stem 100 operative to control the flow of tire-generated
pressurized air from the tire-mounted air pumping tube 30
responsive to a detected air pressure level within the tire cavity
28.
[0092] The pressure control regulator 68 operably controls
pressurized air flow from the pumping tube by controlling the flow
of ambient non-pressurized air to the tire-mounted tube. Ambient
air flow is blocked by the regulator 68 whenever tire air pressure
does not require an increase.
[0093] It will further be noted that the valve stem 100 is sized
and configured to extend through a wheel 16 and through the control
system 14. The integral receipt of the valve stem 100 through the
flow control system 40 and the regulator 68 forming the control
assembly mechanically integrates the system with the valve stem and
allows the external and tire-based pumping systems to share the
internal passageway and air collection chamber 174 of the valve
stem 100. The pressure control assembly (regulator 68 and flow
control system 40) mounts to a surface of the rim body at the
control location in proximal relationship with the valve stem 100
and receives the valve stem therethrough. The bulk and geometric
size of the regulator 68 and flow control system 40 is accordingly
not carried by the tire at the inlet and outlet ports to the
pumping tube 30. The problem of mounting and maintaining a
regulator and distribution flow control system to the tire
throughout tire use is thereby avoided. The mounting location of
regulator 68 and flow control system 40 in a proximal relationship
with the valve stem 100 and directly to the rim 14 promotes
structural integrity and minimizes inadvertent separation of such
components through tire use. In addition, the components 68, 40,
and the filter element 69 may be accessed, repaired and/or replaced
if that becomes necessary during the course of tire operation.
[0094] The air pumping tube 30 mounts as described within a flexing
region of a tire sidewall. So located, the tube 30 closes and opens
segment by segment in reaction to induced forces from the tire
flexing region as the flexing region of the tire wall rotates
opposite a rolling tire footprint. The circular configuration of
the air pumping tube and the operation of the bi-directional air
distribution flow control system 40 provides for air pumping to the
tire cavity in both forward and reversed direction of tire rotation
against a ground surface. Air pressure maintenance is accordingly
continuous irrespective of tire rotational direction.
[0095] The advantages of the subject invention is that the rim
valve stem 100 functions as designed to fill air into the tire with
the use of a standard external device. The air passageway 174 at
the bottom of the valve stem allows the pumped air into the valve
stem air passageway and then the tire cavity and also provides a
portal air pressure sensing by the regulator 68. The set pressure
is easily adjusted by screw adjustment to the control regulator 68
without dismounting the tire. The filter 69 and the regulator 68 in
its entirety may be easily replaced if needed. Moreover, no
passageway holes on the tire sidewall is needed to interconnect the
pumping tube 30 to the pressure regulator assembly 14.
[0096] Variations in the present invention are possible in light of
the description of it provided herein. While certain representative
embodiments and details have been shown for the purpose of
illustrating the subject invention, it will be apparent to those
skilled in this art that various changes and modifications can be
made therein without departing from the scope of the subject
invention. It is, therefore, to be understood that changes can be
made in the particular embodiments described which will be within
the full intended scope of the invention as defined by the
following appended claims.
* * * * *