Aerodynamic wheels

Abstract

Described herein is an aerodynamic wheel. According to some embodiments, there is provided a wheel for a vehicle, comprising: a rim; an inner hub; an attachment assembly configured to couple the rim to the inner hub; a first flexible and aerodynamic surface engaging air, covering an attachment assembly configured to couple the rim to the inner hub and operably connected to the inner hub and the rim, thereby forming a first axial surface of the wheel; and a second flexible and aerodynamic surface engaging air, covering an attachment assembly configured to couple the rim to the inner hub and operably connected to the inner hub and the rim, thereby forming a second axial surface of the wheel, the second axial surface of the wheel being axially opposite to the first surface; wherein the first flexible and aerodynamic surface engaging air and the second flexible and aerodynamic surface engaging air are capable of adapting to external forces and changing shape when subjected to external forces.

Description

[0001] Cross-reference to prior applications

[0002] This application claims priority to U.S. Provisional Patent Application No. 62 / 989,943, filed on March 16, 2020, the contents of which are incorporated herein by reference in their entirety. Technical Field

[0003] The present disclosure relates generally to a wheel for a vehicle and, more particularly, to a wheel having an increased stall angle and reduced air drag so that the wheel is aerodynamic. Background Art

[0004] There are several different forces opposing the movement of the wheels of a vehicle (such as a bicycle, handcycle, recumbent bike, wheelchair) when in use.

[0005] Using a bicycle as an example of a vehicle, one significant force opposing the motion of a bicycle is the air resistance caused by the motion of the bicycle through the air. These air resistances are particularly problematic for athletes and professional cyclists. The power required to overcome this air resistance is proportional to the cube of the vehicle's speed. Greater speeds result in greater air resistance, which in turn requires the cyclist to expend greater energy to overcome the air resistance, and this has an adverse effect on the cyclist's performance. Therefore, reducing air resistance is an important consideration for competitive cyclists and other serious cyclists.

[0006] A major source of air resistance on a bicycle comes from the air flowing over and around the bicycle wheel. As is known, a conventional bicycle wheel generally includes a rim that carries a tire that rolls on the ground; a hub that can rotate on a pin fixed relative to the bicycle frame; and a plurality of spokes connecting the rim to the hub. Conventional spoked wheels are generally stable in crosswinds and, depending on the materials from which they are made, can be lightweight and strong. However, conventional spoked wheels generate significant air resistance. Summary of the invention

[0007] According to some embodiments, the present disclosure describes a wheel for a vehicle, comprising: a rim; an inner hub, the inner hub being positioned radially inward from the rim; an attachment assembly, the attachment assembly being configured to couple the rim to the inner hub; a first air engaging flexible and aerodynamic surface, the first air engaging flexible and aerodynamic surface covering the attachment assembly being configured to couple the rim to the inner hub, wherein a radially inner edge of the first air engaging flexible and aerodynamic surface is operably connected proximate to the inner hub, and a radially distal peripheral edge of the first air engaging flexible and aerodynamic surface is operably connected proximate to the rim to form a first axial surface of the wheel; and a second air engaging flexible and aerodynamic surface, the second air engaging flexible and aerodynamic surface covering being configured to couple the wheel The attachment assembly of the rim coupled to the inner hub, wherein the radially inner edge of the second flexible and aerodynamic surface engaging air is operably connected adjacent to the inner hub, and the radially distal peripheral edge of the second flexible and aerodynamic surface engaging air is operably connected adjacent to the rim, thereby forming a second axial surface of the wheel, the second axial surface of the wheel being axially opposite to the first surface of the wheel; wherein the first flexible and aerodynamic surface engaging air and the second flexible and aerodynamic surface engaging air are capable of adapting to external forces and changing shape when subjected to external forces.

[0008] According to some embodiments, the external force comprises wind.

[0009] According to some embodiments, the connection assembly configured to couple the rim to the inner hub includes: a plurality of spokes extending radially from the inner hub to the rim; a multi-armed central drive plate and transversely oriented interlocking cross ribs; or between two and eight arms.

[0010] According to some embodiments, the rim is configured to operably engage a tubular tire, a tubeless tire, or a wedge tire.

[0011] According to some embodiments, the rim further comprises a brake track.

[0012] According to some embodiments, the inner hub includes a rear wheel disc brake hub, a front wheel disc brake hub, a rear wheel non-disc brake hub, a front wheel non-disc brake hub, a freewheel hub, or a combination thereof.

[0013] According to some embodiments, the first flexible and aerodynamic surface engaging air and the second flexible and aerodynamic surface engaging air comprise rubber, silicone, latex, shrink wrap film, stretch film, or a combination thereof.

[0014] According to some embodiments, the first flexible and aerodynamic air-engaging surface and the second flexible and aerodynamic air-engaging surface have variable thicknesses.

[0015] According to some embodiments, the tension of the first flexible and aerodynamic surface engaging the air is different than the tension of the second flexible and aerodynamic surface engaging the air.

[0016] According to some embodiments, the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface are mechanically coupled to the attachment assembly configured to couple the rim to the inner hub.

[0017] According to some embodiments, the radially distal peripheral edge of each of the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air is operably connected proximate to the rim by means of: an elastomer embedded in the radially distal peripheral edge of each of the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air, wherein the elastomer is coupled to a ridge on each axial side of the rim; or a chemical adhesive.

[0018] According to some embodiments, the radially distal peripheral edge of each of the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air is operably connected proximate to the rim by means of a spline, the spline being operably coupled to the radially distal peripheral edge of the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air, wherein the spline is coupled to a groove located in each axial side of the rim.

[0019] According to some embodiments, the vehicle is a bicycle.

[0020] According to some embodiments, the present disclosure describes a wheel for a vehicle, comprising: a rim; an inner hub, the inner hub being positioned radially inward from the rim; an attachment assembly, the attachment assembly being configured to couple the rim to the inner hub; a first flexible and aerodynamic surface that engages air, the first flexible and aerodynamic surface that engages air covering the attachment assembly being configured to couple the rim to the inner hub, wherein a radially inner edge of the first flexible and aerodynamic surface that engages air is operably connected proximate to the inner hub, and a radially distal peripheral edge of the first flexible and aerodynamic surface that engages air is operably connected proximate to the rim, thereby forming a first axial surface of the wheel; and a second flexible and aerodynamic surface that engages air, the second flexible and aerodynamic surface covering the attachment assembly being configured to couple the rim to the inner hub, wherein a radially inner edge of the second flexible and aerodynamic surface that engages air is operably connected proximate to the inner hub, and a radially distal peripheral edge of the first flexible and aerodynamic surface that engages air is operably connected proximate to the rim, thereby forming a first axial surface of the wheel. The radially distal peripheral edge of the second air-engaging flexible and aerodynamic surface is operably connected adjacent to the rim to form a second axial surface of the wheel, the second axial surface of the wheel being axially opposite to the first surface of the wheel; and an internal sliding mechanism located closer to the inner hub than the rim and operably connected to the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface; wherein the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface are capable of adapting to the external force and changing shape when subjected to an external force; wherein the internal sliding mechanism is configured to enable the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface to move simultaneously and laterally in a leeward direction; and wherein the internal sliding mechanism is configured to move independently of the inner hub, the rim, and the attachment assembly configured to couple the rim to the inner hub. .

[0021] According to some embodiments, the external force comprises wind.

[0022] According to some embodiments, the internal sliding mechanism includes: two axially opposed circular panels; and a plurality of linear bearings arranged in a parallel configuration; wherein the circular panels are connected to each axial end of the linear bearings, wherein the linear bearings are slidably engaged with the attachment assembly configured to couple the rim to the inner hub and are closer to the inner hub than the rim; and the circular panels are operably connected to the first flexible and aerodynamic surface that engages with the air and the second flexible and aerodynamic surface that engages with the air; and wherein the linear bearings allow the first flexible and aerodynamic surface that engages with the air and the second flexible and aerodynamic surface that engages with the air to move simultaneously in lateral and leeward directions independently of the inner hub, the rim and the attachment assembly configured to couple the rim to the inner hub.

[0023] According to some embodiments, the internal sliding mechanism includes a free-floating cylinder surrounding an inner hub; wherein the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air are respectively coupled to axially opposite circular surfaces of the free-floating cylinder; and wherein the free-floating cylinder allows the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air to move simultaneously in lateral and leeward directions independently of the inner hub, the rim, and the attachment assembly configured to couple the rim to the inner hub. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] For a better understanding of the various embodiments described herein, and to more clearly show how they may be implemented, reference is now made, by way of example only, to the accompanying drawings, in which:

[0025] Figure 1A depicts a graphical representation of a side elevation view of a wheel according to a non-limiting embodiment;

[0026] Figure 1B Depicted Figure 1A A graphical representation of a side elevation view of a partial cross section of a wheel according to a non-limiting embodiment shown in;

[0027] Figure 2 depicts a graphical representation of a cross-sectional front view of the internal structure of a wheel according to a non-limiting embodiment;

[0028] Figure 3A depicts a perspective view of a partially assembled internal structure of a wheel according to a non-limiting embodiment, comprising: a rim, an inner hub, an attachment assembly (multi-arm direct drive plates and transversely oriented interlocking cross ribs) configured to couple the rim to the inner hub;

[0029] Figure 3B depicts a perspective view of a rim of a wheel according to a non-limiting embodiment, which rim may be closed or open in structure (to accept a multi-arm direct drive plate and transversely oriented interlocking cross ribs);

[0030] Figure 4A depicts a perspective view of a splined inner hub component of a wheel according to a non-limiting embodiment;

[0031] Figure 4B depicts a top view of a splined inner hub component of a wheel according to a non-limiting embodiment;

[0032] Figure 5 depicts a side elevation view of a multi-armed central drive plate component of a wheel according to a non-limiting embodiment;

[0033] Figure 6 depicts a side elevation view of laterally oriented interlocking cross-rib components of a wheel prior to interlocking, according to a non-limiting embodiment;

[0034] Figure 7 depicts a perspective view of interlocking components of a wheel according to a non-limiting embodiment;

[0035] Fig. 8A depicts a front elevation view of a wheel according to a non-limiting embodiment;

[0036] Figure 8B depicts a front elevation view of a wheel under wind forces, showing the airfoil shape formed when transformed by the wind, according to a non-limiting embodiment;

[0037] Fig. 9 depicts a graph (time (s) on the x-axis, wind force (g) on ​​the y-axis) illustrating test data for the reactivity of a rigid disc wheel in crosswind relative to an embodiment of the present invention, according to a non-limiting embodiment;

[0038] Fig.10 depicts a graph illustrating results of an egg drop test demonstrating the impact absorption capabilities of embodiments of the present invention compared to conventional rigid disc wheels, according to a non-limiting embodiment;

[0039] Fig.11 depicts a graph (axial surface depth (mm) on the x-axis and weight (g) on ​​the y-axis) illustrating data on the weight and aerodynamic profile of wheels currently available to consumers on the market compared to the weight and aerodynamic profile of embodiments of the present invention, according to a non-limiting embodiment;

[0040] Fig.12 Some illustrations of wind concepts are depicted;

[0041] Fig.13A and Fig. 13B depicts perspective and partial views of a partially assembled wheel according to a non-limiting embodiment, the partially assembled wheel also including an internal sliding mechanism;

[0042] Fig.14 depicts a graph (yaw angle (β) (degrees) on the x-axis and aerodynamic drag (g) on ​​the y-axis) illustrating data for wheels currently available to consumers on the market compared to embodiments of the present invention, according to a non-limiting embodiment;

[0043] Fig.15A depicts a top view of an air-engaging flexible and aerodynamic surface prior to assembly, according to a non-limiting embodiment;

[0044] Fig. 15B depicts a graphical representation of a cross-sectional front view of the internal structure of a wheel during assembly according to a non-limiting embodiment;

[0045] Fig.16 Depicted is a graphical representation of a side perspective view of a wheel according to a non-limiting embodiment. DETAILED DESCRIPTION

[0046] Innovation in cycling has always followed the dogmatic thinking that the goal of cyclists and manufacturers of bicycles and wheels is to make the wheel, bicycle and cyclist as invisible as possible in the wind, especially to reduce aerodynamic drag.

[0047] Various manufacturers have attempted to reduce air drag, as exemplified by the following U.S. patent descriptions.

[0048] The aerodynamic bicycle rim disclosed in U.S. Patent No. 8,888,195 describes a deep rim wheel that is wider than the tire—the rim is widest at a point radially outward toward the edge of the rim and tire, and then narrows as it radially approaches the central axis. Deep rim wheels, such as the rim disclosed in U.S. Patent No. 8,888,195, provide some aerodynamic benefits in certain wind forces (such as apparent crosswinds) and perceived and actual stability of the wheel. However, such rim wheels compromise the aerodynamic benefits due to greater air drag compared to full disc wheels.

[0049] U.S. Patent No. 7,114,785 discloses a solid disc wheel having a rigid load-bearing skin that is textured to create a turbulent aerodynamic boundary layer and reduce aerodynamic drag. U.S. Patent No. 7,114,785 describes a wheel that can be considered a conventional disc wheel. However, the wheel disclosed in U.S. Patent No. 7,114,785 has the disadvantages of being heavy and unstable under certain wind forces relative to conventional spoke wheels.

[0050] The disc wheel disclosed in U.S. Pat. No. 4,978,174 describes a conventional spoke wheel with a smooth surface, in which a smoothly stretched film disc skin is bonded to the rim and hub. The disc cover is smoothly stretched, which means that the wheel cannot adapt to the wind. As a result, the disc wheel has the disadvantage of being unstable under certain wind conditions (such as apparent crosswind).

[0051] As can be seen from the summary of the US patents described above, prior art bicycle wheels have attempted to reduce air resistance by using deep dish rims, solid faces, disc-type wheel covers, or rigid wheel covers.

[0052] In order to reduce the air drag associated with traditional spoked wheels, wheels with rims of significant depth and disc wheels have been developed, with solid disc wheels having aerodynamic advantages over deep disc rim wheels. Deep disc wheels are generally lighter and more stable in crosswinds, but do not provide the same aerodynamic advantages and reduced air drag as solid disc wheels. In disc wheels, the hub and rim are no longer connected by spokes, but by a disc or by a pair of flat or curved walls (lens-type wheels). In this type of wheel, the materials and structures used to achieve the associated aerodynamic benefits result in significantly heavier weight of the wheel. There is usually a trade-off between aerodynamics and weight - wheels generally become heavier as aerodynamics improve.

[0053] Although existing disc wheels significantly reduce or eliminate air resistance caused by the movement of air over and around the spokes and over and around the rim of the wheel, they are much heavier and more unstable in crosswinds than spoke wheels. The increased weight of conventional disc wheels compared to ordinary spoke wheels makes conventional disc wheels completely unsuitable for normal or daily use, even for the average competitor population, let alone the average cyclist population.

[0054] Bicyclists who choose the aerodynamic advantages of disc wheels must also accept and overcome this added weight and instability in cross winds. Although measuring instability in cross winds is challenging, cyclists often report feeling instability when riding traditional disc wheels in apparent cross winds.

[0055] Therefore, it can be said that in the research and development of wheels for vehicles such as bicycles, there are a number of problems currently to be solved by manufacturers and designers conducting research and development of wheels for such vehicles. These problems also need to be solved for other vehicles such as handcycles, recumbent bicycles and wheelchairs.

[0056] The first problem to be solved is to make a wheel that is strong and light. The second problem to be solved is to make a wheel with low air resistance that is also stable in crosswinds.

[0057] To date, these problems have been solved separately and by conventional means. The first problem has been solved by using a typical spoke wheel construction and by simply manufacturing such wheels during production by taking advantage of the properties of available improved materials and more advanced production techniques. The second problem has been solved by finding a compromise between low air resistance and stability - a wheel with less air resistance always has less stability in crosswinds, while a wheel that achieves greater stability in crosswinds has greater air resistance. In solving this second problem, compromises are often made between the strength and weight requirements of the wheel in order to achieve lower air resistance,

[0058] Another problem faced by both manufacturers and consumers is that the market for traditional disc wheels is very small due to their many disadvantages (increased weight, instability in crosswinds, slower acceleration, only suitable for certain racing field contours, only suitable for athletes of certain strength and weight). Bicyclists who use such wheels must be strong and heavy enough to overcome the weight and instability disadvantages of traditional disc wheels. Since lightweight cyclists are often reluctant to ride traditional disc wheels, this tends to exclude a large proportion of the consumer population. In addition, although the traditional disc wheels are more aerodynamic, they may not necessarily be faster depending on the field contour and wind conditions. For cyclists, there is a constant trade-off between the advantages and disadvantages of traditional disc wheels.

[0059] Therefore, there is a need for a wheel for a vehicle, such as a bicycle, that provides all of the aerodynamic advantages of a conventional disc wheel without any of the disadvantages of a conventional disc wheel, such as increased weight and instability in crosswinds. The vehicle may have a plurality of such wheels. In one embodiment, the wheel is a wheel for a bicycle. If such a wheel were available, the wheel would be more commonly used by cyclists in all levels of sports, in a variety of venues, and in a variety of riding conditions.

[0060] Prior to the present invention, conventional thinking would have kept the skilled person away from the wheels described herein for at least the following reasons. According to conventional thinking:

[0061] 1. The wheel cannot absorb and dissipate crosswind forces. The traditional reasoning is that the wind force has the same surface area as the disc wheel, so the cyclist will experience the same wind impact. However, such an analysis does not take into account the shape and material properties of the wheel itself.

[0062] 2. The flexibility of the axial surface of the wheel will not affect the stability of the wheel in crosswinds.

[0063] 3. An aerodynamic disc wheel cannot be made significantly lighter than a spoke wheel.

[0064] 4. Disc wheels are generally understood, and accepted, to be unsuitable for use on hilly or mountainous terrain, unsuitable for use in extreme wind conditions, and unsuitable for use by lighter or less strong riders.

[0065] 5. There is always a trade-off between aerodynamics and weight. Aerodynamic gains always come at the expense of increased rotational weight. The dogmatic thinking in the industry is that this trade-off is unavoidable.

[0066] According to at least some embodiments, the wheels described herein utilize and exploit external forces (such as wind).

[0067] It should be understood that, for the simplicity and clarity of illustration, where it is considered appropriate, reference numerals may be repeated in the accompanying drawings to indicate corresponding or similar elements. In addition, many specific details are set forth in order to provide a thorough understanding of the exemplary aspects of the present application described herein. However, it should be understood by those of ordinary skill in the art that the exemplary aspects described herein may be implemented without these specific details. In other cases, well-known methods, procedures, and components are not described in detail to avoid obscurity in the exemplary aspects described herein. Moreover, this description should not be considered as a limitation on the scope of the exemplary aspects described herein. Any system, method, component, part of a component, etc. described in singular form herein should be interpreted as also including a description of the plural form of the system, method, component, part of a component, etc., and vice versa.

[0068] Go to Figure 1A and Figure 1B, an exemplary embodiment of the present invention is a wheel 1 for a vehicle (such as a bicycle) that is light, aerodynamic, and stable in external forces such as crosswinds, at least according to some embodiments. According to some embodiments, the attachment assembly configured to couple the rim 15 to the inner hub 3 can be optimized to create a strong internal structure for the wheel 1. According to some embodiments, the wheel 1 is aerodynamic and stable in external forces such as crosswinds due to the flexible and adaptable properties of the first flexible and aerodynamic surface 2-1 that engages with the air and the second flexible and aerodynamic surface 2-2 that engages with the air. According to at least some embodiments, the use of the described wheel 1 (especially during competition) will benefit the cyclist by reducing the fatigue of the cyclist and ensuring the safety of the cyclist. According to at least some embodiments, the described wheel 1 provides a comprehensive solution to the problems previously found in the industry by meeting the needs of vehicles (such as bicycles designed for sports use, especially in competitions) for aerodynamic and lightweight wheels. According to some embodiments, the weight of the wheel 1 is less than 800 grams. According to some embodiments, the wheel 1 can be used as the front wheel 1 or the rear wheel 1 of a bicycle.

[0069] Before continuing, several concepts used in the related art when discussing wheel aerodynamics and wind forces (including external forces commonly encountered by bicycles and cyclists) will be described. Fig.12 , which illustrates some of the concepts mentioned below. "Leewind" is the downwind direction from a reference point. Moving objects 25 (such as a cyclist, a cyclist's bicycle, and bicycle wheels) may be subject to different wind angles than stationary objects. For clarity, wind angles can be determined with reference to the direction of travel 23 (as a possible 0° reference point). Stationary objects are subject to atmospheric wind angle 21, which refers to the direction in which the wind naturally blows. Moving object 25 is subject to apparent wind angle 22, which is determined by the atmospheric wind angle 21 and the direction of travel 23 of the moving object 25. The apparent wind angle 22 is the angle of the wind relative to the moving object 25. The thrust direction 24 experienced by the moving object 25 occurs at a 90° angle relative to the apparent wind angle 22.

[0070] Continue to refer Fig.12, for the moving object 25, the apparent wind angle 22 will be equal to the yaw angle 32 measured directly in the wind tunnel. The yaw angle 32 is the angle between the direction of travel 23 and the apparent wind angle 22. The airflow over the moving object 25 is called laminar airflow, in which the air moves at the same speed and in the same direction as the moving object 25. As the yaw angle 32 becomes larger, the airflow over the object is no longer laminar at a certain yaw angle 32. At a certain yaw angle 32, the airflow becomes non-laminar and turbulent, which increases the air resistance of the moving object 25 compared to the air resistance on the moving object 25 when the airflow is laminar. The yaw angle 32 at which the airflow changes from laminar to non-laminar is called the "stall angle". By increasing the stall angle of the moving object 25, the moving object 25 can withstand a larger yaw angle 32 while maintaining positive aerodynamics and lower air resistance, which can be represented by a larger negative value.

[0071] Now turn your attention to Fig. 8A and Figure 8B , Fig. 9 , Fig.10 , Fig.11 as well as Fig.14 , wherein aerodynamic benefits of an embodiment of wheel 1 are described.

[0072] According to certain embodiments, Fig. 8A and Figure 8B Depicted is how the first flexible and aerodynamic surface 2-1 engaging with the air and the second flexible and aerodynamic surface 2-2 engaging with the air adapt to the external forces and change shape when subjected to the external forces. Fig. 8A A wheel 1 without external forces according to an embodiment of the invention is depicted. Figure 8B A wheel 1 according to an embodiment of the invention is depicted when subjected to an external force (apparent wind force 22). Fig. 8A and Figure 8B The change in shape of the first flexible and aerodynamic surface 2-1 engaging with the air and the second flexible and aerodynamic surface 2-2 engaging with the air shows the adaptation of the first flexible and aerodynamic surface 2-1 engaging with the air and the second flexible and aerodynamic surface 2-2 engaging with the air to external forces such as wind. Through this adaptation, the first flexible and aerodynamic surface 2-1 engaging with the air and the second flexible and aerodynamic surface 2-2 engaging with the air create the resulting high edge of the airfoil, thereby generating lift and resulting thrust.

[0073] Fig. 9The behavior of various wheels in crosswinds is graphically shown. The tests conducted demonstrated that the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air according to an embodiment of the present invention absorb and suppress wind. Strain gauges with digital readouts were fused to the shaft and then hard side disc wheels and wheel 1 of an embodiment of the present invention were alternately placed on the shaft, with data points generated by blowing wind from a high output industrial fan at a controlled angle onto the wheel. Similar tests conducted with a lower intensity multi-speed fan demonstrated that embodiments of the present invention can suppress the effects of wind. The GM8908 anemometer provides the exact wind speed felt by the different wheels in each test. The data points for the tests are plotted and trend lines are overlaid for each wheel (conventional hard side disc wheel and embodiments of the present invention). The upper trend line (with consistently higher force values ​​compared to the lower trend line) is the trend line for the conventional hard side disc wheel. The lower trend line (with consistently lower force values ​​compared to the upper trend line) is the trend line for the embodiments of the present invention.

[0074] Because the first flexible and aerodynamic surface 2-1 and the second flexible and aerodynamic surface 2-2 that engages the air of the embodiment of the present invention have flexible properties, the effect of crosswind on the increased surface area of ​​the disc wheel (relative to an open spoke wheel) is blunted, thereby improving the stability of the cyclist. Because the first flexible and aerodynamic surface 2-1 and the second flexible and aerodynamic surface 2-2 that engages the air are flexible, they act as shock absorbers for the wind, reducing the shock felt by the cyclist. As a result, low-speed crosswinds will not be noticed, while high-speed crosswinds will be greatly absorbed due to the adaptation of the first flexible and aerodynamic surface 2-1 and the second flexible and aerodynamic surface 2-2 that engages the air to external forces such as wind.

[0075] Direct your attention to Fig.10, which shows the results of impact absorption testing of a conventional (hard side) disc wheel and a wheel 1 according to an embodiment of the present invention. Several dozen eggs (same batch number, same packaging date, same size) were purchased and the eggs were dropped from the conventional hard side disc wheel in 1" increments, starting at 12", and dropping 1" at a time until the eggs did not break when hitting the disc wheel surface. The eggs were then dropped from increasing distances (in 1" increments) onto a wheel 1 according to an embodiment of the present invention. The test ended at 30" (a 20-fold improvement over the results for the conventional hard side disc wheel), not because the eggs broke, but because at 30" it became too difficult to drop the eggs accurately in a straight line and control how far up the flexible and aerodynamic surface 2 engaging the air was when the eggs bounced. The results of this test illustrate the flexibility and impact absorption properties of the flexible and aerodynamic surface 2 engaging the air.

[0076] Now turn your attention to Fig.11 , Fig.11 A comparison between weight (grams) and aerodynamic profile (axial surface depth in mm) is graphically illustrated according to a non-limiting embodiment. Fig.11 The wheel 1 illustrating an embodiment of the present invention is not only as light as the lightest wheels available on the market, but also has the same aerodynamics as conventional disc wheels available on the market. Fig.11 As illustrated, commercially available "light" wheels with lower axial surface depths (less aerodynamics) range from just under 600 grams to just over 1000 grams. In contrast, commercially available "aerodynamic" wheels (those with higher axial surface depths) are generally heavier than wheels with lower axial surface depths (less aerodynamics). However, wheel 1 according to an embodiment of the present invention is the only wheel with a 300 mm axial surface depth that has the unique ability to transform into an airfoil shape in crosswind conditions and is the only wheel that has the ability to absorb and dissipate strong gusts and crosswind effects. These two benefits are due to the flexible nature of the first flexible and aerodynamic surface 2-1 that engages the air and the second flexible and aerodynamic surface 2-2 that engages the air according to an embodiment of the present invention.

[0077] Now turn your attention to Fig.14 , which graphically illustrates the preferred aerodynamics provided by a wheel 1 according to an embodiment of the present invention in more significant wind conditions compared to other commercially available wheels. Fig.14 The data depicted in was collected in a US wind tunnel where embodiments of the present invention and other commercially available wheels (non-compliant lens disc wheels, non-compliant flat disc wheels, traditional spoked deep disc wheels) were wind tunnel tested. As described above, the increased stall angle provides greater aerodynamic efficiency over a wider range of conditions. Fig.14As illustrated, wheel 1, which is an embodiment of the present invention, has aerodynamic drag values ​​that are negative values ​​over a larger yaw angle range, which includes the yaw angles at which the aerodynamic drag of wheels currently on the market begins to increase. The points at which the graph lines for wheels currently on the market begin to increase represent the stall angles corresponding to each wheel and the points at which the airflow has changed from laminar to non-laminar. In contrast, as the yaw angle increases, the aerodynamic drag of embodiments of the present invention continues to decrease (to larger negative values), which means that wheel 1, which is an embodiment of the present invention, will not pass Fig.14 The airflow remains laminar over the wheel 1 of the embodiment of the present invention, which helps to improve the perceived stability of the cyclist. As mentioned above, the yaw angle at which the airflow changes from laminar to non-laminar is called the "stall angle". Conventional disc wheels exhibit a stall angle of 8 to 10 degrees of yaw, while the wheel 1 according to the embodiment of the present invention exhibits a stall angle of 15 to 25 degrees of yaw. As previously mentioned, by increasing the stall angle of the moving object 25, the wheel 1 of the embodiment of the present invention allows the moving object 25 to withstand a larger yaw angle 32 while maintaining positive aerodynamics and low air resistance.

[0078] Now turn your attention to Fig.12 By increasing Fig.12 By increasing the yaw angle 32 before reaching the stall angle, the force of the air on the moving object 25 during this time will also generate thrust in the corresponding thrust direction 24, which effectively pushes the moving object 25 forward. The force of this forward thrust can increase the total power output of the cyclist by up to 10%.

[0079] As will be appreciated by those skilled in the art, wind tunnel testing is the "gold standard" for determining the aerodynamics of vehicle equipment, including wheels for bicycles and other vehicles. The absorption of gusts by a wheel 1 according to an embodiment of the present invention was tested and observed in a wind tunnel through gust simulation. These simulations were conducted in a wind tunnel in the United States, but it is known to those skilled in the art that these simulations can be conducted in a wind tunnel in any location. A plate larger than the size of the wheel 1 itself was rapidly raised from a flat position to an upright position. The plate was positioned at a deflection angle perpendicular to the wheel 1, thereby simulating a strong, sudden crosswind gust. Video and photographic stills were taken to record the reaction of the wheel 1. Under the action of the gust, the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air moved laterally to the leeward side by up to 45 mm.

[0080] In road testing, cyclists could not discern any difference in stability or comfort when using an embodiment of the present invention versus a conventional spoked wheel (which is generally known to be stable and comfortable). While providing similar comfort and stability to a conventional spoked wheel, the wheel 1 of an embodiment of the present invention provides significant aerodynamic advantages over such a conventional spoked wheel. The test included cyclists who are short and lightweight, as well as cyclists who would not normally consider using a disc wheel due to the limitations of the non-flexible conventional disc wheels disclosed above. This road testing demonstrated that the wheel 1 according to an embodiment of the present invention provides significant aerodynamic advantages without all the disadvantages of currently commercialized wheels available to those skilled in the art.

[0081] As part of further testing with cyclists, retired professional triathletes and several masters athletes were asked to provide feedback on acceleration, speed, stability in high wind conditions, and power transfer of a wheel 1 according to an embodiment of the present invention compared to other conventional wheels. In all cases, the athletes commented that a wheel 1 according to an embodiment of the present invention significantly improved their speed and stability compared to conventional wheels. Although wind forces would normally impede forward motion when using conventional wheels, the cyclists reported a feeling of being pushed or propelled forward by a wheel 1 according to an embodiment of the present invention.

[0082] Further testing involved 15 professional cyclists who compete year-round around the world. The cyclists were asked to compare the wheel 1 of the embodiment of the present invention to any other conventional disc wheel they had used in terms of acceleration speed, stability in high wind conditions, and power transfer. In answering the tests and questions, a statistically significant proportion of the professional cyclists answered that the wheel 1 of the embodiment of the present invention was light, flexible, and stable in crosswinds.

[0083] Attention is now directed to FIGS. 1 to 8 which depict a non-limiting embodiment of a wheel 1. The wheel 1 comprises an inner hub 3 ( Figure 1A and Figure 1B ; Figure 2 ; Figure 3A , Figure 4A and Figure 4B ; Figure 7 ; Fig. 8A and Figure 8B )、Rim 15( Figure 3A and Figure 3B ; Fig. 8A and Figure 8B ), an attachment assembly configured to couple the rim 15 to the inner hub 3, a first flexible and aerodynamic surface 2-1 ( Figure 1A and Figure 1B ; Figure 2 ; Fig. 8A and Figure 8B ) and a second flexible and aerodynamic surface 2-2 ( Figure 1A and Figure 1B ; Figure 2 ), each air-engaging flexible and aerodynamic surface 2 covers an attachment assembly configured to couple the rim 15 to the inner hub 3, such that the two surfaces are axially opposed. The inner hub 3 is located radially inward from the rim 15. The radially inner edges of the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2 are operably connected near the inner hub 3, and the radially distal peripheral edges of the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2 are operably connected near the rim 15, thereby creating two opposing axial surfaces of the wheel 1.

[0084] According to some embodiments, the inner hub 3 ( Figure 1A and Figure 1B ; Figure 2 ; Figure 3A and Figure 3B ; Figure 4A and Figure 4B ) includes a central hole ( Figure 4A and Figure 4B ) has a generally cylindrical body (with a ribbed outer surface 19 and a splined outer surface 20) that enables the wheel 1 to be fixed to the end of a rear dropout or front fork of a bicycle in a known manner. For example, according to some embodiments, the inner hub 3 is rotatably mounted on a pin by a ball bearing; however, any suitable method of mounting the inner hub 3 to rotate about the pin is contemplated.

[0085] According to some embodiments, the open structure rim 15 ( Figure 3B ) made of composite materials (such as carbon fiber, glass fiber or ) and is arranged in a resin (such as epoxy resin, thermoplastic, nylon or ceramic). The outer circumferential surface of the rim 15 may be grooved to seat the tire 4 ( Figure 1A and Figure 1B ; Figure 2 ), and according to some embodiments, there is a raised braking track 5 ( Figure 1A and Figure 1B ; Figure 3A and Figure 3B), thereby helping to protect the edges of the first flexible and aerodynamic surface 2-1 that engages the air and the second flexible and aerodynamic surface 2-2 that engages the air from accidental contact with an incorrectly adjusted brake pad.

[0086] As known to those skilled in the art, the brake mechanism may be modified or omitted entirely. A variant may include a raised brake track 5 ( Figure 1A and Figure 1B ) (as described above), or alternatively includes a brake disc mechanism located near the inner hub 3. If the raised brake track 5 is not required, the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air can be operably connected closer to the radially distal periphery of the rim 15.

[0087] As known to those skilled in the art, the inner hub 3 used may vary based on the braking mechanism or for other reasons. Possible inner hub 3 variants include a rear wheel disc brake hub, a front wheel disc brake hub, a rear wheel non-disc brake hub, a front wheel non-disc brake hub or a freewheel hub, or a combination of the above.

[0088] As known to those skilled in the art, the shape of the rim 15 may also be varied. The variants may include an open structural shape (as described above) which has the advantage of making the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air easier and faster to install, thereby allowing the material to be completely flat from the rim 15 to the inner hub 3. Alternatively, the rim 15 may be a closed structure with all its walls connected. As known to those skilled in the art, different variants of the shape of the rim 15 allow various types of tires 4 (including clincher tires, tubeless tires, and tubed tires) to be installed on the rim 15. Similarly, the shape of the rim 15 may be single-walled or double-walled.

[0089] According to some embodiments, the attachment assembly configured to couple the rim 15 to the inner hub 3 may include a multi-arm central drive plate 7 ( Figure 1B ; Figure 2 ; Figure 5 ; Figure 7 ), the multi-arm central drive plate 7 may optionally include transversely oriented interlocking transverse ribs 9, 10 ( Figure 1B ; Figure 3A ; Figure 6 ; Figure 7 ). The multi-arm central drive plate 7 may have a radially inner hole for engaging the inner hub 3. Figure 3A and Figure 6Transversely oriented interlocking transverse ribs 9, 10 are illustrated, and according to certain embodiments, the transverse ribs 9, 10 are made of the aforementioned composite materials, namely carbon fiber, glass fiber or The transversely oriented interlocking transverse ribs 9, 10 may be cut from a flat sheet / plate of material and each component may have a receiving slit (in Figure 6 Slits 17 allow all of the components to interlock, forming a generally "+" shape ( Figure 7 ), which tends to produce a stronger overall structure. According to some embodiments, the transversely oriented interlocking transverse ribs 9, 10 can be bonded using a high-strength epoxy adhesive to further increase strength.

[0090] According to some embodiments, the attachment assembly configured to couple the rim 15 to the inner hub 3 may be composed of a multi-arm central drive plate 7 ( Figure 7 ) which can: (i) by forming the boss 16 ( Figure 5 ) to the inner hub 3 by coupling it to the splines / grooves 19, 20 of the inner hub 3 (which acts as the central foundation to interlock the entire structure together), and (ii) by coupling the multi-arm central drive plate 7 ( Figure 5 ) on the protrusion 18 ( Figure 5 ) and the receiving groove 8 of the rim 15 ( Figure 3A and Figure 3B ) are coupled to the rim 15. These points of interaction can be further strengthened with epoxy adhesive. The structure described above includes an attachment assembly ( Figure 3A According to certain embodiments, the orientation of the attachment assembly configured to couple the rim 15 to the inner hub 3 may be further adjusted to accommodate the weight / power output of the cyclist by varying the number of arms 11 of the multi-armed central drive plate 7 to accommodate manufacturer and cyclist requirements.

[0091] As will be appreciated by those skilled in the art, the attachment assembly configured to couple the rim 15 to the inner hub 3 may be varied compared to the structure described herein. The attachment assembly configured to couple the rim 15 to the inner hub 3 may be comprised of conventional metal spokes (where a plurality of spokes extend radially from the inner hub 3 to the rim 15) or a composite arm similar to a three-spoke, four-spoke, five-spoke, six-spoke, or eight-spoke carbon wheel. Variations may include the use of several interlocking components (as described above). The structure may also be implemented using a single or multiple (i.e., two or more) molds, or an appropriate combination of manufacturing techniques. With the present invention, a person skilled in the art does not need to pay attention to the attachment components configured to connect the rim 15 to the inner hub 3 (because the flexibility of the first flexible and aerodynamic surface 2-1 that engages with the air and the second flexible and aerodynamic surface 2-2 that engages with the air create an aerodynamic profile), and therefore, various attachment components configured to connect the rim 15 to the inner hub 3 can be utilized to optimize lightness, strength and efficiency in transferring rotational force from the inner hub 3 to the rim 15 without compromising aerodynamics.

[0092] To complete this embodiment of the wheel 1, the first flexible and aerodynamic surface 2-1 engaging with the air and the second flexible and aerodynamic surface 2-2 engaging with the air are installed one on each axial side of the wheel 1 following the same steps on each side, so that the first flexible and aerodynamic surface 2-1 engaging with the air forms an axial surface of the wheel 1 and the second flexible and aerodynamic surface 2-2 engaging with the air forms a second surface of the wheel 1.

[0093] According to some embodiments, an inner hub gasket 6 (610) having an engaging fit may be placed around the inner hub 3 on each axial side of the inner hub 3. Figure 1B The radially inner edges of the first flexible and aerodynamic surface 2-1 engaging with air and the second flexible and aerodynamic surface 2-2 engaging with air can be operably connected near the inner hub 3 ( Figure 1B The radially distal peripheral edges of the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air can be operably connected near the rim 15 by being operably connected to the lateral peripheral surface of the rim 12 ( Figure 1B ).

[0094] The first flexible and aerodynamic surface 2-1 and the second flexible and aerodynamic surface 2-2 that engage with the air can be cut to size to extend from the inner hub 3 just to the circumferential edge of the rim 15, and according to some embodiments the surfaces of the first flexible and aerodynamic surface 2-1 and the second flexible and aerodynamic surface 2-2 that engage with the air include shrink wrap film. An opening can be provided near the center of the first flexible and aerodynamic surface 2-1 and the second flexible and aerodynamic surface 2-2 that engage with the air to form the radially inner edge of the first flexible and aerodynamic surface 2-1 and the second flexible and aerodynamic surface 2-2 that engage with the air to accommodate the inner hub 3. The adhesion promoter can be applied to the lateral peripheral surface of the rim 12 (excluding any brake track 5 located at the lateral peripheral edge of the radially distal end of the rim 15, if the brake track is included in this embodiment). The adhesion promoter can act as a temporary adhesive that temporarily adheres the first flexible and aerodynamic surface 2-1 that engages with the air and the second flexible and aerodynamic surface 2-2 that engages with the air around the lateral peripheral surface of the rim 12, so that the first flexible and aerodynamic surface 2-1 that engages with the air and the second flexible and aerodynamic surface 2-2 that engages with the air can be repositioned as needed during ironing onto the rim 15.

[0095] According to certain embodiments, each of the first flexible and aerodynamic surface 2-1 that engages air and the second flexible and aerodynamic surface 2-2 that engages air is formed of a shrink wrap film having an outer plastic layer and an inner pressure sensitive adhesive layer. The radially inner edge of the shrink wrap film can be adhered to the inner gasket 6, and then the radially distal peripheral edge of the shrink wrap film is adhered to the lateral peripheral surface of the rim 12 using a hobby iron, heat gun or similar device. Any method can be used to adhere the shrink wrap film. The inner pressure sensitive adhesive layer can be heat activated, having an adhesion temperature point just below its shrink temperature point.

[0096] Preferably, on one axial side of the wheel 1, a second gasket 14 may be heat applied to the shrink wrap film, including a first flexible and aerodynamic surface 2-1 that engages with the air, said second gasket 14 being located just above the opening of the tire valve 13, close to the rim 15, thereby creating an access point for a bicycle tire pump to pump the tire 4 to the desired air pressure ( Figure 1A and 1B ).

[0097] According to certain embodiments, once adhered, heat (using a hobby iron or heat gun) may be applied to the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air, causing them to shrink, thereby forming a continuous surface between the lateral peripheral surface of the rim 12 and the inner hub gasket 6 on both axial sides of the wheel 1. The tightened / heat-shrunk film is freely disposed over the transversely oriented interlocking transverse ribs 9, 10, which allows the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air to migrate to the leeward under the influence of external forces such as wind, creating a favorable airfoil shape and the resulting thrust to the vehicle. The first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air are not fixed in tension to the extent that the surface becomes inflexible and cannot migrate to the leeward. "Tension" is defined herein as a pulling force on a material.

[0098] Direct your attention to Fig. 8A and Figure 8B , Fig. 8A and Figure 8B The adaptation (which may be leeward migration, according to certain embodiments) and shape change of a first flexible and aerodynamic surface 2 - 1 engaging air and a second flexible and aerodynamic surface 2 - 2 engaging air when subjected to an external force, such as an apparent wind force 22 , are illustrated. Fig. 8A A wheel 1 according to an embodiment of the invention is illustrated which is not subjected to external forces. Figure 8B A wheel 1 according to an embodiment of the invention is illustrated, which wheel 1 is subjected to an external force (apparent wind force 22). According to a non-limiting embodiment, Fig. 8A and Figure 8B The shape changes between the first flexible and aerodynamic surface 2-1 engaging with air and the second flexible and aerodynamic surface 2-2 engaging with air demonstrate the adaptation of the first flexible and aerodynamic surface 2-1 engaging with air and the second flexible and aerodynamic surface 2-2 engaging with air to external forces such as wind.

[0099] The means and methods of (i) operably connecting the radially inner edges of the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air close to the inner hub 3, and (ii) operably connecting the radially distal peripheral edges of the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air close to the rim 15 can also be varied. According to a non-limiting embodiment, the radially distal peripheral edges of the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air can be adhered to the lateral peripheral surface of the applicable rim 12 by means including cement, tape, or double-sided tape located on the radially distal peripheral edges of the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air.

[0100] According to a non-limiting embodiment, mechanical means may be used to operably connect the radially inner edges of the first flexible and aerodynamic surface 2-1 engaging with the air and the second flexible and aerodynamic surface 2-2 engaging with the air close to the inner hub 3, or mechanical means may be used to operably connect the radially distal peripheral edges of the first flexible and aerodynamic surface 2-1 engaging with the air and the second flexible and aerodynamic surface 2-2 engaging with the air close to the rim 15. For example, in order to operably connect the radially distal peripheral edges of the first flexible and aerodynamic surface 2-1 engaging with the air and the second flexible and aerodynamic surface 2-2 engaging with the air close to the rim 15, an elastic material may be adhered around the circumference of the radially distal peripheral edges of the first flexible and aerodynamic surface 2-1 engaging with the air and the second flexible and aerodynamic surface 2-2 engaging with the air, the elastic material being bonded to a circumferential ridge on each axial side of the wheel 1, the circumferential ridge being located on each lateral peripheral surface of the rim 12 or around each axial side of the radially distal periphery of the rim 15.

[0101] Now turn your attention to Fig.15A and Fig. 15B , Fig.15A and Fig. 15B A non-limiting embodiment of a mechanical means for operatively connecting the radially distal peripheral edges of the first air-engaging flexible and aerodynamic surface 2 - 1 and the second air-engaging flexible and aerodynamic surface 2 - 2 proximate to the rim 15 is depicted. Fig.15ADepicted is a flattened air-engaging flexible and aerodynamic surface 2 prior to assembly of a wheel according to a non-limiting embodiment. Splines 29 are depicted as being adhered around the circumference of the radially distal peripheral edge of the air-engaging flexible and aerodynamic surface 2. According to certain embodiments, the splines 29 may be adhered around the circumference of the radially distal peripheral edge of the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2. According to certain embodiments, to assemble the wheel 1, the splines 29 ( Fig. 15B ) can be coupled to a circumferential groove 30 in the rim 15 . Fig. 15B An embodiment is depicted in which the splines 29 are adhered to the radially distal peripheral edge of the first flexible and aerodynamic surface 2-1 that engages the air prior to engaging the grooves 30 in the rim 15. According to a non-limiting embodiment, the second flexible and aerodynamic surface 2-2 that engages the air is depicted to engage the splines 29 with the grooves 30 (such that the grooves 30 are no longer visible), thereby forming the assembled axial surface of the wheel 1. The splines 29 can be composed of various materials known in the prior art, including extruded nylon. The location of the grooves 30 in the rim 15 can also be varied. When an embodiment of the wheel 1 includes a brake track 5 ( Figure 1A and Figure 1B ), the groove 30 may be positioned in the lateral peripheral surface of the rim 12 ( Figure 1B When an embodiment of the wheel 1 does not require a brake track 5 , the groove 30 may be located closer to the radially distal periphery of the rim 15 .

[0102] It is known to those skilled in the art that various manufacturing means may be used to construct the wheel 1. The previously manufactured and coupled inner hub 3, rim 15, and attachment assembly configured to couple the rim 15 to the inner hub 3 may be used and the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air may be installed on the pre-existing structure. The installation of the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air also need not be done manually. A machine may be used to install the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air.

[0103] It is known to those skilled in the art that a variety of materials may be used to construct the first flexible and aerodynamic surface 2-1 that engages the air and the second flexible and aerodynamic surface 2-2 that engages the air, such as those without built-in adhesives on the back of the shrink wrap film itself, or other materials such as latex, rubber, stretch film, silicone, or combinations thereof. Materials having a degree of elasticity that allows for deformation under external forces such as wind and the ability to return to a neutral position may be used.

[0104] The degree of flexibility of the first flexible and aerodynamic surface 2-1 that engages with the air and the second flexible and aerodynamic surface 2-2 that engages with the air can also be varied. When subjected to low yaw angles, the flexibility of the first flexible and aerodynamic surface 2-1 that engages with the air and the second flexible and aerodynamic surface 2-2 that engages with the air can be lower. When the wind direction changes and the yaw angle experienced is larger, the first flexible and aerodynamic surface 2-1 that engages with the air and the second flexible and aerodynamic surface 2-2 that engages with the air can be more flexible. The change in the degree of flexibility can be achieved by different means, including: using different materials for the first flexible and aerodynamic surface 2-1 that engages with the air and the second flexible and aerodynamic surface 2-2 that engages with the air, or installing the first flexible and aerodynamic surface 2-1 that engages with the air with a tension different from that of the second flexible and aerodynamic surface 2-2 that engages with the air while maintaining a certain flexibility. The material used for the first flexible and aerodynamic surface 2-1 that engages with the air can be the same as or different from the material used for the second flexible and aerodynamic surface 2-2 that engages with the air. Likewise, the first flexible and aerodynamic surface 2-1 that engages the air may optionally be mounted at the same tension as the second flexible and aerodynamic surface 2-2 that engages the air, or at a different tension.

[0105] Now turn your attention to Fig.16 ,Should Fig.16 Depicted is the mounting of a second flexible and aerodynamic surface 2-2 engaging the air to the wheel 1 according to a non-limiting embodiment. Fig.16, the flexibility of the second flexible and aerodynamic surface 2-2 engaging the air can be further increased by including a flexible joint 31 in the second flexible and aerodynamic surface 2-2 engaging the air. The flexible joint 31 can extend radially from the radially inner edge of the second flexible and aerodynamic surface 2-2 engaging the air (close to the inner hub 3) to the radially distal peripheral edge of the second flexible and aerodynamic surface 2-2 engaging the air (close to the rim 15). The number and relative positions of the flexible joints 31 can be varied. The flexible joint 31 can also be included on the first flexible and aerodynamic surface 2-1 engaging the air, as mounted on the side of the wheel 1 axially opposite to the second flexible and aerodynamic surface 2-2 engaging the air.

[0106] Those skilled in the art will use the means available to them to test the flexibility and elasticity of the material proposed for use. For example, latex and rubber materials are generally known to have lower elasticity, while shrink wrap and other materials are known to have more elasticity.

[0107] The terms "flexibility" and "compliance" are used herein. For clarity, "flexibility" is used to describe a temporarily deformable material / surface. "Compliance" is understood to describe the ability to adapt and conform to a force applied to a material / surface, wherein such adaptation is temporary and the material / surface returns to a neutral position once such force is no longer applied.

[0108] According to certain embodiments, the first flexible and aerodynamic surface engaging with the air 2-1 and the second flexible and aerodynamic surface engaging with the air 2-2 are capable of moving simultaneously and laterally in the leeward direction.

[0109] Direct your attention to Fig.13A and Fig. 13B , Fig.13A and Fig. 13B Depicted are embodiments of means by which the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air can be moved simultaneously and laterally in the leeward direction. According to certain embodiments, the simultaneous and laterally moving in the leeward direction is accomplished by placing the inner sliding mechanism 26 ( Fig.13A and Fig. 13B) is attached to an attachment assembly configured to couple the rim 15 to the inner hub 3 (according to certain embodiments, the attachment assembly may include a multi-arm central drive plate 17). According to certain embodiments, the internal sliding mechanism 26 may be composed of a linear bearing 28, which may be operably connected to the multi-arm central drive plate 7 at a position axially perpendicular to the multi-arm central drive plate 7 near the inner hub 3. A circular panel 27 may be operably attached to each axially opposite end of the linear bearing 28. The radially inner edges of the first flexible and aerodynamic surface 2-1 that engages with the air and the second flexible and aerodynamic surface 2-2 that engages with the air may be operably attached to the corresponding axial outer surfaces of the two axially opposite circular panels 27. The internal sliding mechanism 26 is Fig.13A and Fig. 13B The relative position between shows the internal sliding mechanism 26, and shows the lateral movement capability of the internal sliding mechanism 26 independent of the inner hub 3, the rim 15 and the attachment assembly configured to couple the rim 15 to the inner hub 3 (according to certain embodiments, the attachment assembly may include a multi-arm central drive plate 7). When the radially inner edges of the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air are operably attached to the corresponding axial outer surfaces of the circular panel 27, the lateral movement of the internal sliding mechanism 26 enables the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air to move simultaneously and laterally independently of the inner hub 3, the rim 15 and the attachment assembly configured to couple the rim 15 to the inner hub 3.

[0110] Various internal sliding mechanisms may be used to move the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air simultaneously and laterally in the leeward direction. According to certain embodiments, the internal sliding mechanism may be constituted by a free-floating cylinder positioned around the inner hub 3 such that the circular end surface of the free-floating cylinder faces the axially outer side of the wheel 1. The radially inner edges of the first flexible and aerodynamic surface 2-1 engaging the air and the second flexible and aerodynamic surface 2-2 engaging the air may be operably attached to the axial end surface of the free-floating cylindrical structure.

[0111] The above description focuses on an embodiment of an aerodynamic wheel 1, namely a bicycle wheel. As will be appreciated by those skilled in the art, other vehicles such as bicycles, recumbent bicycles and wheelchairs will also benefit from the wheel 1 of the present invention. The various vehicles that will benefit from such a wheel 1 may be self-propelled, non-motorized (including vehicles driven by human power) or vehicles driven by other means known in the art.

[0112] Those skilled in the art will appreciate that there are many more possible alternative embodiments and modifications, and the above embodiments are only illustrations of one or more embodiments. Therefore, the scope of protection is limited only by the attached claims.

[0113] explain

[0114] It will also be understood that for the purposes of this application, the language “at least one of X, Y, and Z” or “one or more of X, Y, and Z” may be interpreted as only X, only Y, only Z, or any combination of two or more items of X, Y, and Z (e.g., XYZ, XYY, YZ, ZZ).

[0115] In this application, a component may be described as being "configured to" or "enabled to" perform one or more functions. Generally speaking, it is understood that a component configured to or enabled to perform a function is configured to or enabled to perform the function, or the component is suitable for performing the function, or the component is adapted to perform the function, or the component is operable to perform the function, or the component is otherwise capable of performing the function.

[0116] In addition, components in this application may be described as being "operably connected to" other components, "operably coupled to" other components, etc. It should be understood that such components are connected or coupled to each other in a manner that performs a certain function. It should also be understood that "connection", "coupling", etc. described in this application include direct connections and indirect connections between components.

[0117] "One embodiment", "embodiment", "implementation mode", "variant", etc. mentioned in this application mean that the described embodiment, implementation mode or variant may include specific aspects, features, structures or characteristics, but not every embodiment, implementation mode or variant necessarily includes the aspect, feature, structure or characteristic. In addition, such phrases may (but not necessarily) refer to the same embodiment mentioned in other parts of the specification. Also, when a specific aspect, feature, structure or characteristic is described as being associated with an embodiment, whether or not explicitly described, it is within the knowledge of those skilled in the art to influence or connect the module, aspect, feature, structure or characteristic with other embodiments. In other words, any module, element or feature may be combined with any other element or feature in different embodiments unless there is an obvious or inherent incompatibility or it is explicitly excluded.

[0118] It should also be noted that the claims may be drafted to exclude any optional elements. As such, this statement is intended to serve as an antecedent basis for the use of exclusive terminology, such as "only," "only," etc., or the use of a "negative" limitation in connection with the recitation of claim elements. The terms "preferably," "preferred," "preferred," "optionally," "may," and similar terms are used to indicate that the item, condition, or step to which it refers is an optional (non-essential) feature of the invention.

[0119] Unless the context clearly dictates otherwise, the singular forms "a," "an," and "the" include plural references. Unless the context clearly dictates otherwise, the singular form "wheel" includes plural "wheels" and vice versa. The term "and / or" refers to any one, any combination of items, or all of the items associated with the term. The phrase "one or more" is readily understood by those skilled in the art, especially when read in the context of its usage.

[0120] The term "about" may refer to a variation of ±5%, ±10%, ±20%, or ±25% of a specified value. For example, "about 50%" may carry a variation from 45% to 55% in some embodiments. For integer ranges, the term "about" may include one or two integers greater than and / or less than the stated integer at each endpoint of the range. Unless otherwise specified herein, the term "about" is intended to include values ​​and ranges close to the stated range that are equivalent with respect to the function or embodiment of the combination.

[0121] As will be appreciated by those skilled in the art, for any and all purposes, particularly in providing a written description, all ranges described herein also include any possible and all possible subranges, and combinations of subranges thereof, and individual values, particularly integer values, constituting ranges. The described ranges include each specific value, integer, decimal, or identifier within the range. Any enumerated range can be simply identified as fully describing, and the same range can be decomposed into at least two, three, four, five, or ten equal parts. As a non-limiting example, each range discussed herein can be easily decomposed into a lower third, a middle third, and an upper third, etc.

[0122] As will be understood by those skilled in the art, all language, such as "up to," "at least," "greater than," "less than," "more than," "or more," etc., including the recited numbers and such terms refer to ranges that can be subsequently broken down into sub-ranges as discussed above. In the same manner, all ratios recited herein also include all sub-ratios belonging to the broader ratio.

Claims

1. A wheel for a vehicle, comprising: Rim; an inner hub positioned radially inward from the rim; an attachment assembly configured to couple the rim to the inner hub; a first air-engaging flexible and aerodynamic surface covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the first air-engaging flexible and aerodynamic surface is operably connected proximate to the inner hub and a radially distal peripheral edge of the first air-engaging flexible and aerodynamic surface is operably connected proximate to the rim to form a first axial surface of the wheel; as well as a second air-engaging flexible and aerodynamic surface covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the second air-engaging flexible and aerodynamic surface is operably connected proximate to the inner hub and a radially distal peripheral edge of the second air-engaging flexible and aerodynamic surface is operably connected proximate to the rim to form a second axial surface of the wheel, the second axial surface of the wheel axially opposite the first surface of the wheel; Wherein, the first flexible and aerodynamic surface engaging with the air and the second flexible and aerodynamic surface engaging with the air are capable of adapting to the external force and changing shape when subjected to external force, thereby resulting in an aerodynamic shape formed by the first flexible and aerodynamic surface engaging with the air and the second flexible and aerodynamic surface engaging with the air, and the aerodynamic shape is an airfoil shape having a high edge on the leeward side of the wheel.

2. The wheel according to claim 1, wherein: The external force includes wind.

3. The wheel according to claim 1, wherein: The attachment assembly configured to couple the rim to the inner hub includes a plurality of spokes extending radially from the inner hub to the rim.

4. The wheel according to claim 1, wherein: The rim is configured to operably engage a tubular tire, a tubeless tire, or a wedge-shaped tire.

5. The wheel according to claim 1, wherein: The rim also includes a brake track.

6. The wheel according to claim 1, wherein: The inner hub includes a rear wheel disc brake hub, a front wheel disc brake hub, a rear wheel non-disc brake hub, a front wheel non-disc brake hub, a freewheel hub or a combination thereof.

7. The wheel according to claim 1, wherein: The first flexible and aerodynamic surface engaging air and the second flexible and aerodynamic surface engaging air include rubber, silicone, latex, shrink wrap film, stretch film, or a combination thereof.

8. The wheel according to claim 1, wherein: The first flexible and aerodynamic air-engaging surface and the second flexible and aerodynamic air-engaging surface have variable thicknesses.

9. The wheel according to claim 1, wherein: The first flexible and aerodynamic surface engaging the air has a tension different from the tension of the second flexible and aerodynamic surface engaging the air.

10. The wheel according to claim 1, wherein: The first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface are mechanically coupled to the attachment assembly configured to couple the rim to the inner hub.

11. The wheel according to claim 1, wherein: The radially distal peripheral edge of each of the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface is operably connected adjacent to the rim by: an elastomeric object embedded in the radially distal peripheral edge of each of the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface, wherein the elastomeric object is coupled to a ridge on each axial side of the rim; or chemical adhesives.

12. The wheel according to claim 1, wherein: Each radially distal peripheral edge of the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air is operably connected adjacent to the rim by means of a spline, the spline being operably coupled to the radially distal peripheral edge of the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air, wherein the spline is coupled to a groove located in each axial side of the rim.

13. The wheel of claim 1, wherein: The vehicle is a bicycle.

14. The wheel of claim 1, wherein: The attachment assembly configured to couple the rim to the inner hub includes a multi-armed central drive plate and transversely oriented interlocking cross ribs.

15. The wheel of claim 1, wherein: The attachment assembly configured to couple the rim to the inner hub includes between two and eight arms.

16. A wheel for a vehicle, comprising: Rim; an inner hub positioned radially inward from the rim; an attachment assembly configured to couple the rim to the inner hub; a first air-engaging flexible and aerodynamic surface covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the first air-engaging flexible and aerodynamic surface is operably connected proximate to the inner hub and a radially distal peripheral edge of the first air-engaging flexible and aerodynamic surface is operably connected proximate to the rim to form a first axial surface of the wheel; as well as a second air-engaging flexible and aerodynamic surface covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the second air-engaging flexible and aerodynamic surface is operably connected proximate to the inner hub and a radially distal peripheral edge of the second air-engaging flexible and aerodynamic surface is operably connected proximate to the rim to form a second axial surface of the wheel, the second axial surface of the wheel axially opposite the first surface of the wheel; as well as an inner sliding mechanism positioned closer to the inner hub than the rim and operably connected to the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface; wherein the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air are capable of adapting to the external force and changing shape when subjected to the external force; wherein the internal sliding mechanism is configured to enable the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface to move simultaneously and laterally in a leeward direction; and Wherein, the internal sliding mechanism is configured to move independently of the inner hub, the rim, and the attachment assembly configured to couple the rim to the inner hub.

17. The wheel according to claim 16, wherein The external force includes wind.

18. The wheel of claim 16, wherein: The internal sliding mechanism comprises: two axially opposed circular panels; and multiple linear bearings arranged in a parallel configuration; wherein the circular panel is connected to each axial end of the linear bearing, wherein the linear bearing is slidably engaged with the attachment assembly configured to couple the rim to the inner hub and is closer to the inner hub than the rim; wherein said circular panel is operably connected to said first flexible and aerodynamic surface engaging air and said second flexible and aerodynamic surface engaging air; and wherein the linear bearing allows the first flexible and aerodynamic surface engaging the air and the second flexible and aerodynamic surface engaging the air to move simultaneously in lateral and leeward directions independently of the inner hub, the rim, and the attachment assembly configured to couple the rim to the inner hub.

19. The wheel according to claim 16, in, The internal sliding mechanism includes a free-floating cylinder surrounding the inner hub; wherein the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface are respectively coupled to axially opposite circular faces of the free-floating cylinder; and wherein the free floating cylinder allows the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface to move simultaneously in lateral and leeward directions independently of the inner hub, the rim, and the attachment assembly configured to couple the rim to the inner hub.

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