A dual-wheel rim system

Abstract

The present invention discloses a dual-wheel rim system suitable for use in a dual-wheel system and comprising at least two rims (1) adapted to be connected to each other. Each of the rims (1) comprises: at least one rim flange (1a) suitable for mounting at least one tire (2) on an upper surface thereof; at least one connection wall (1b) located on an inner section of the rim flange (1a) for connecting one rim (1) to another (1); at least one transition passage (1c) with at least one side communicating into an upper section of the rim flange (1a). If the two rims (1) are connected to each other, the transition passages (1c) on each rim (1) are connected to each other on at least one side thereof.

Description

[0001] DESCRIPTION

[0002] A DUAL-WHEEL RIM SYSTEM

[0003] Technical Field

[0004] The present invention relates to a dual-wheel rim system suitable for use in heavy-duty land vehicles.

[0005] Background of the Invention

[0006] Motor vehicles such as cars, trucks, tractors, or trailers comprise wheels for moving on various surfaces. Said wheels are generally connected to an axle and perform a rotational movement through the motion energy generated by the vehicle’s engine. The movement of the vehicle on the ground is enabled by the wheel, which is positioned on the ground, adhering to the surface and performing a rotational movement.

[0007] Wheels typically comprise at least one rim connected to said axle; and at least one tire mounted on the rim. Tires are structures inflated with air, wherein once a tire is mounted on a rim, air is introduced into the tire, for example, through a valve, allowing the tire to be inflated. Said tires form the contact section of the wheel with the ground. Here, a pressure (an internal pressure) of the tire determines how well it grips the ground. For this reason, the pressure values are required to be within a certain range to ensure the safe operation of vehicles.

[0008] In relatively heavy-duty land vehicles such as trucks, lorries, and trailers, dual-wheel systems are used to ensure both the balanced distribution of the vehicle load and ease of production and maintenance. In these systems, two rims are connected to each other and to the axle from their inner surfaces, with separate tires mounted on each rim. In such applications, in addition to these advantages, further benefits are provided, such as allowing the vehicle to remain operational (at least until it reaches a location where tire repair can be performed) with one of the tires, in case one of the them is damaged. Since tire pressure is a factor that directly affects the adherence of the wheel to the ground, it has a direct impact on the operational performance of the vehicle. When tire pressure is high, the wheel’s grip on the ground relatively decreases. This condition, particularly during vehicle movement, reduces friction-induced energy losses, thereby increasing the energy efficiency of the vehicle. However, the reduced surface grip caused by high tire pressure extends the stopping distance of the vehicle. Since this results in the vehicle taking longer to stop after the driver applies the brakes, it adversely affects driving safety. To address said issue, prior art includes control systems for adjusting a pressure of the tire during vehicle operation. However, when such systems are used in dual-wheel applications, each tire is independent on its respective rim, requiring a separate tire pressure control system for each tire. This situation both increases production and maintenance costs and leads to inefficient use of the limited space available in the vehicle.

[0009] Brief Description of the Invention

[0010] The present invention discloses a dual-wheel rim system suitable for use in a dual-wheel system and comprising at least two rims adapted to be connected to each other. Each of the rims comprises at least one rim flange suitable for mounting at least one tire on an upper surface thereof; at least one connection wall located on an inner section of the rim flange for connecting one rim to another; at least one transition passage with at least one side communicating into an upper section of the rim flange. If the two rims are connected to each other, the transition passages on each rim are connected to each other on at least one side thereof.

[0011] Thanks to the dual-wheel rim system according to the present invention, in a wheel system using a tire pressure control system, air transmission is provided between tires attached to different rims. Thus, the pressures of these tires can be controlled in a practical and reliable manner through a single tire pressure control system.

[0012] Object of the Invention

[0013] An object of the present invention is to provide a dual-wheel rim system suitable for use in a heavy-duty land vehicle. Another object of the present invention is to provide a dual-wheel rim system suitable for use in combination with a tire pressure control system for controlling a tire pressure of the vehicle.

[0014] A further object of the present invention is to provide a reliable dual-wheel rim system.

[0015] Description of the Drawings

[0016] Exemplary embodiments of the dual-wheel rim system according to the present invention are illustrated in the attached drawings, in which:

[0017] Figure 1 is a perspective view of an exemplary embodiment of the dual-wheel rim system according to the invention.

[0018] Figure 2 is a top view of the dual-wheel rim system of the embodiment illustrated in Figure 1 .

[0019] Figure 3 is a cross-sectional top view of the dual-wheel rim system of the embodiment illustrated in Figure 1 .

[0020] Figure 4 is a cross-sectional perspective view of the dual-wheel rim system of the embodiment illustrated in Figure 1.

[0021] Figure 5 is a perspective view of another exemplary embodiment of the dual-wheel rim system according to the invention.

[0022] Figure 6 is a cross-sectional perspective view of the dual-wheel rim system of the embodiment illustrated in Figure 5.

[0023] Figure 7 is a cross-sectional top view of the dual-wheel rim system of the embodiment illustrated in Figure 5.

[0024] Figure 8 is a perspective view of another exemplary embodiment of the dual-wheel rim system according to the invention.

[0025] Figure 9 is a cross-sectional perspective view of the dual-wheel rim system of the embodiment illustrated in Figure 8.

[0026] Figure 10 is a cross-sectional perspective view of one rim in the dual-wheel rim system of the embodiment illustrated in Figure 8.

[0027] Figure 11 is a perspective view of a wheel, with the dual-wheel rim system according to the invention used in combination with a tire pressure control system.

[0028] Figure 12 is an exploded view of the tire pressure control system illustrated in Figure 11 . Figure 13 is a perspective view of the dual-wheel rim system according to the invention, when connected to a tire pressure control system.

[0029] Figure 14 is a perspective view of the dual-wheel rim system according to the invention, when connected to another tire pressure control system.

[0030] Figure 15 is a perspective view of the dual-wheel rim system according to the invention, when connected to another tire pressure control system.

[0031] Figure 16 is a perspective view of the dual-wheel rim system according to the invention, when connected to another tire pressure control system.

[0032] Figure 17 is an exploded view of the tire pressure control system illustrated in Figure 16.

[0033] Figure 18 is a front view of a tire used in the dual-wheel rim system according to the invention, when the tire is under low pressure.

[0034] Figure 19 is a front view of a tire used in the dual-wheel rim system according to the invention, when the tire is under high pressure.

[0035] Figure 20 is a detailed front view of a tire used in the dual-wheel rim system according to the invention, when the tire is under low pressure.

[0036] Figure 21 is a detailed front view of a tire used in the dual-wheel rim system according to the invention, when the tire is under high pressure.

[0037] Figure 22 is a cross-sectional front view of a tire used in the dual-wheel rim system according to the invention, when the tire is under low pressure.

[0038] Figure 23 is a cross-sectional front view of a tire used in the dual-wheel rim system according to the invention, when the tire is under high pressure.

[0039] All the parts illustrated in figures are individually assigned a reference numeral and the corresponding terms of these numbers are listed below:

[0040] Ground (Z)

[0041] Rim (1 )

[0042] Rim flange (1 a)

[0043] Connection wall (1 b)

[0044] Transition passage (1c)

[0045] Connecting section (1d)

[0046] First opening (1 e)

[0047] Second opening (1f)

[0048] Projection (1g) Tire (2)

[0049] Central section (2a)

[0050] Side section (2b)

[0051] Air chamber (3)

[0052] Transmission line (4)

[0053] Connecting piece (4a)

[0054] Triggering element (5)

[0055] Valve (6)

[0056] Rotary joint (7)

[0057] Slip ring (8)

[0058] Description of the Invention

[0059] Motor vehicles moving on surfaces such as asphalt, concrete, and soil typically comprise inflatable wheels to enable said movement. Inflatable wheels comprise at least one rim and at least one tire mounted on the rim. By inflating the tire with air, a structure is achieved that can support the vehicle's weight with a certain flexibility while ensuring grip on the ground. A pressure of the tire directly influences the wheel’s grip on the ground. Notably, during braking, higher grip on the ground is preferred to enable safe stopping in a short period, whereas during movement, lower grip on the ground is favored to minimize friction-related losses. Further, in especially heavy-duty land vehicles such as trucks, lorries, and trailers, dual-wheel systems are used to ensure a balanced distribution of load. In said dual-wheel systems, a different tire is attached to each of the two rims that are connected to each other. Therefore, the present invention provides a rim system that allows air transmission between tires in dual-wheel applications.

[0060] The dual-wheel rim system according to the present invention, as illustrated in Figures 1 -23, comprises at least two rims (1 ) adapted to be connected to each other, wherein each of the rims (1 ) comprises at least one rim flange (1 a) suitable for mounting at least one tire (2) on an upper surface thereof; at least one connection wall (1 b) located on an inner section of the rim flange (1 a) for connecting one rim (1 ) to another (1 ); at least one transition passage (1 c) with at least one side communicating into an upper section (i.e. the section connected to the tire (2)) of the rim flange (1 a), wherein if the two rims (1 ) are connected to each other, the transition passages (1c) on each rim (1 ) are connected to each other on at least one side thereof. In an exemplary embodiment, the dual-wheel rim system is used in a motor vehicle such as a truck, lorry, and trailer, in combination with a tire pressure control system. Here, the rims (1 ) in the dual-wheel rim system are connected to each other through said connection walls (1 b), wherein the connection walls (1 b) are attached to an axle of the vehicle. A tire (2) is mounted on the rim flange (1 a) of each rim (1 ), and air is pumped into these tires (2). In this case, a tire pressure control system is connected to one of the rims (1 ). Said tire pressure control system adjusts the pressure of the tires (2) based on the braking condition of the vehicle. For example, when the vehicle brakes, the pressure of the tires (2) is reduced to shorten the braking distance, whereas when the vehicle is not braking, the pressure is increased to enhance energy efficiency. The tire pressure control system can only be used while connected to a single rim (1 ). Here, the transition passages (1 c) within the rims (1 ) enable air communication between the rims (1 ). As a result, for example, when air is supplied to the tire (2) connected to one rim (1 ) via the tire pressure control system, a portion of this air passes through the interconnected transition passages (1 c) and reaches the tire (2) attached to the other rim (1 ). This allows the pressure of the tires (2) mounted on each rim (1 ) to be adjusted simultaneously. The transition passages (1c) can be formed, for example, during the manufacturing of the rim (1 ) using an appropriate mold or created afterward by drilling.

[0061] In a preferred embodiment of the invention, the dual-wheel rim system comprises at least one connecting section (1 d) located at the junction where each transition passage (1c) connects to a transition passage (1 c) in the other rim (1 ). Additionally, the dual-wheel rim system may comprise at least a first welded joint that secures the connecting sections (1 d) of the two interconnected transition passages (1c) to each other. The first welded joint ensures that the connecting sections (1 d) are sealed in an airtight manner. However, while such a welded joint provides a leak-proof connection, welding may not always be feasible, particularly for rims (1 ) made of alloy materials. Therefore, in an alternative embodiment of the invention, the dual-wheel rim system comprises at least a first sealing element (such as a gasket) provided between the connecting sections (1 d) of the two interconnected transition passages (1c). In this embodiment, if the two rims (1 ) are connected to each other via said connection walls (1 b) using fastening elements such as bolts and nuts, the first sealing element is compressed between the connecting sections (1 d). This ensures a reliable seal between the connecting sections (1 d).

[0062] In a preferred embodiment of the invention, a portion of the transition passage (1c) communicating into the rim flange (1 a) is provided in a section of the rim flange (1 a) that is closer to the connection wall (1 b). In the embodiment shown in Figures 1 -7, the transition passage (1c) is made as short as possible, thereby ensuring a high air transition speed between the tires (2) connected to the rims (1 ). However, in such embodiments, since the portion of the transition passage (1c) communicating into the rim flange (1 a) is highly close to the tire (2), damage may occur to the tire during sudden pressure changes. To prevent this situation, in an alternative embodiment shown in Figures 8-10, each rim (1 ) comprises at least a first opening (1 e) on a middle section of the rim flange (1 a), which is connected with said transition passage (1c). Since the first opening (1 e) is located on the middle section of the rim flange (1 a), air is distributed more evenly within the tire (2). In this embodiment, each rim (1 ) also comprises at least a second opening (1 f) on the connection wall (1 b), which is connected with the transition passage (1c). In Figures 8 and 10, the second opening (1f) is shown as visible from the outside to clearly indicate its location. However, the second openings (1 f) are located only on the surfaces of the connection walls (1 b) that face each other, with no second openings (1f) present on the non-facing parts of the connection walls (1 b). This arrangement prevents air passage between the transition passages (1c) and the external environment. In this embodiment, said connection walls (1 b) function as a connecting section (1d). Therefore, especially in embodiments where the rims (1 ) contain alloys, the double-wheel rim system comprises at least a second sealing element (such as a gasket) between the connection walls (1 b) to prevent air leakage around the second openings (1 f). In these embodiments, since the transition passage (1 c) extends from the middle section of the rim flange (1 a) toward the connection wall (1 b), a thickness of the sections through which the transition passage (1c) passes in the rim flange (1 a) may decrease, thereby reducing mechanical strength. To prevent this undesired situation, each rim (1 ) comprises at least one projection (1 g) through which the transition passage (1c) passes. This projection (1 g) increases the mechanical strength of the rims (1 ), making them more durable and reliable.

[0063] In another preferred embodiment of the invention, each rim (1 ) comprises at least two (preferably more) transition passages (1 c). Increasing the number of transition passages (1c) enables faster air transfer between tires (2) mounted on different rims (1 ) while also ensuring a more homogeneous and balanced air distribution. In this embodiment, at least one of the transition passages (1 c) in each rim (1 ) comprises a check valve. Preferably, half of the transition passages (1c) in each rim (1 ) comprise check valves, with the remaining half lacking these check valves. While connecting the rims (1 ) to each other, the transition passages (1 c) with check valves in one rim (1 ) are connected to the transition passages (1 c) without check valves in the other rim (1 ). This ensures unidirectional airflow through each transition passage (1 c). In this embodiment, each of the check valves operates based on pressure control. For example, if an internal pressure of the tire (2) connected to the rim (1 ) with the check valve drops below a threshold value (e.g., 7 bar), said check valve prevents air passage in both directions. In this embodiment, for example, if one of the tires (2) connected to the dual-wheel rim system is damaged (punctured), the complete deflation of both tires (2) is prevented. In such cases, if the tire (2) pressure falls below the threshold value, all check valves block airflow, stopping air from escaping from the intact tire

[0064] (2) into the damaged tire (2). As a result, the pressure in the unaffected tire (2) does not drop below the specified threshold when the other tire (2) is damaged, allowing the vehicle to be operated reliably even if one tire (2) is compromised.

[0065] In another preferred embodiment of the invention, the dual-wheel rim system comprises at least one pressure-adjustable plug provided in at least one transition passage (1c). Said pressure- adjustable plug preferably comprises a flexible body and a pressurized gas contained within the body. In this embodiment, if the pressure in the transition passage (1c) (and therefore the tires connected by the transition passage (1 c)) is above a threshold value (e.g., a threshold of 7 bar as in the previous embodiment), the gas inside the body is compressed due to the relatively high pressure, causing the body to shrink. This shrinkage allows air to pass through the transition passage (1c). When the pressure in the transition passage (1c) equipped with the pressure- adjustable plug falls below said threshold value (e.g., when one of the tires (2) is damaged and air escapes to the outside environment), the pressure outside the body decreases, causing the gas inside the body to expand, thereby allowing the flexible body to enlarge. The expanding body then blocks the transition passage (1c). As a result, for example, when one of the tires (2) is damaged, air communication between the tires (2) is interrupted, preventing the pressure in the undamaged tire (2) from falling below the threshold value.

[0066] The present invention also discloses a wheel system which is suitable for use in a vehicle and comprises said dual-wheel rim system. Said wheel system comprises at least one tire (2) mounted on each rim (1 ); and at least one tire pressure control system connected to at least one (preferably just one) of said rims (1 ). Said tire pressure control system comprises at least one air chamber

[0067] (3); at least one transmission line (4) (e.g. a metal pipe) connected to said air chamber (3) on at least one side, and connected to said rim (1 ) on at least another side to exchange air with the tire (2); at least one compressor for supplying air into said air chamber (3); at least one air discharge system for releasing air from the air chamber (3); at least one control unit which is adapted to exchange data with a brake system of said vehicle and which is configured to control an operation of said compressor and air discharge system based on a braking information received from the brake system of the vehicle.

[0068] In a preferred embodiment of the invention, said air discharge system comprises at least one valve (6) located at the air chamber (3); and at least one triggering element (5) which moves said valve (6) to an open position. Here, said valve (6) is preferably in the form of a spring-loaded valve, e.g. a pressure relief valve that allows air to be discharged when a pressure is applied thereon. In this embodiment, said triggering element (5) is preferably in the form of a solenoid component. Here, when the solenoid component is energized, it triggers the spring-loaded valve, allowing air to be expelled from the air chamber (3). When the solenoid component is deenergized, the spring-loaded valve returns to its original position, preventing air from exiting the air chamber (3). This ensures that the air discharge system for reducing pressure of the tire (2) can be controlled practically and reliably.

[0069] In another preferred embodiment of the invention, the compressor is provided on the air chamber (3). In this embodiment, said compressor is structured to move along with the air chamber (3) and, therefore, with the wheel. This ensures safe air transmission between the air chamber (3) and the compressor. This embodiment allows the tire pressure control system according to the present invention to be used in any motor vehicle currently in use. However, in this embodiment, since the size of the compressor that can be provided on the wheel is limited, the process of increasing pressure of the tire (2) by means of the compressor may be time-consuming. Therefore, in an alternative embodiment of the invention, said tire pressure control system comprises at least one rotary joint (7) for providing an airtight connection between the compressor and the air chamber (3). In this embodiment, said compressor is a high-pressure capacity compressor which is provided, e.g., on a land vehicle (for example, internal compressors in land vehicles such as trucks or trailers). Thanks to said high-pressure capacity compressor, higher- pressure air can be transmitted to the air chamber (3) for increasing pressure of the tire (2). Here, during the rotational movement of the air chamber (3) along with the wheel, said rotary joint (7) is used to ensure air tightness between the air chamber (3) and the compressor. This effectively prevents air from leaking out of the tire (2) during the wheel’s movement.

[0070] In another preferred embodiment of the invention, said tire pressure control system comprises at least one power supply. The power supply provides energy to the control unit, the air discharge system (for example, triggering element (5) in the form of a solenoid component), and / or the compressor. Said power supply may be a component such as a battery in a vehicle using the wheel system, or it may be an external component independent of the vehicle. In an embodiment where the power supply is independent of the vehicle, the power supply may comprise at least one rechargeable battery (such as an accumulator). In this embodiment, users can charge the rechargeable battery at specific intervals, or the power supply may comprise at least one power generator. In an exemplary embodiment, the power generator may be structured to produce electrical energy during the movement of the wheel. Thus, electrical energy can be generated during vehicle movement, enabling the battery in the power supply, which energizes the tire pressure control system, to be recharged.

[0071] In another preferred embodiment of the invention, said control unit is provided on the air chamber (3). In this embodiment, the control unit is capable of wireless data exchange with the brake system of the motor vehicle. To achieve this, the control unit comprises at least a first wireless communication module. Here, the tire pressure control system further comprises at least a second wireless communication module which is suitable for data exchange with the first wireless communication module and adapted to be connected to the brake system of the vehicle. In an exemplary embodiment, the second wireless communication module is connected to the rear brake lights of the vehicle (or to the power supply line of these lights). In this embodiment, when the user presses the brake, the rear brake lights are powered, and the second wireless communication module is energized. This enables the pressing of the brake to be detected in a practical and reliable manner. Moreover, in an alternative embodiment of the invention, the control unit is adapted to be connected to the vehicle. In this case, the control unit is connected, for example, to the rear brake lights of the motorized vehicle (or to the power supply line of these lights). In this embodiment, to establish an electrical connection between the control unit and the air discharge system, the tire pressure control system comprises at least one slip ring (8). This allows an electrical connection to be established between the control unit and the air discharge system even during the wheel’s rotational movement.

[0072] In a preferred embodiment of the invention, the tire pressure control system comprises at least one pressure sensor to detect a pressure of the tire (2). The pressure sensor may be provided within the tire (2), in the transmission line (4), or in the air chamber (3). In this embodiment, the control unit can control the operation of the compressor and the air discharge system based on the pressure information detected by the pressure sensor. Studies have shown that the optimal tire (2) pressure for a vehicle to safely stop is 8 bar, while the optimal tire (2) pressure for reducing friction losses during vehicle movement is 12 bar. Therefore, in this embodiment, said control unit is configured to maintain pressure of the tire (2) at a value of 8 bar if an information indicating a braking state is received from the brake system, and to maintain pressure of the tire (2) at a value of 12 bar if an information indicating a braking state is not received from the brake system. In an alternative embodiment, the control unit comprises at least one timer. In this embodiment, regardless of the pressure of the tire (2), when braking is detected, the air discharge unit is activated for a first predetermined period, allowing some air to be released from the tire (2) to reduce pressure of the tire (2). If braking is not detected, the compressor is activated for a second predetermined period (which may be proportional to the first period) to transfer air into the tire (2).

[0073] In another preferred embodiment of the invention, the tire pressure control system comprises at least two transmission lines (4). The number of transmission lines (4) varies depending on the characteristics of the wheel rim (1 ). For instance, the number and position of the transmission lines can be adjusted according to the number and location of the lug bolts on the rim (1 ). The width of the transmission lines (4) can also vary depending on the number of transmission lines (4). In this way, the processes of supplying air into the tire (2) and removing air from the tire (2) can be carried out efficiently and quickly. To achieve a homogeneous increase and decrease in the pressure of the tire (2), the transmission lines (4) are preferably provided in a symmetrical manner (for example, with equal angles between successive transmission lines (4)). This can be easily achieved when using two transmission lines (4), but may not always be possible when more transmission lines (4) are used. Therefore, it is especially preferred to use two transmission lines (4). However, in case the number of transmission lines (4) is low, especially during rapid pressure decrease of the tire (2), a loud popping noise may occur due to high-speed airflow passing through the transmission line (4). To prevent this, the number of transmission lines (4) can be increased (for example, four transmission lines (4) can be used).

[0074] In a preferred embodiment of the invention, the tire pressure control system comprises at least a second welded joint to secure the transmission line (4) to the rim (1 ). In an exemplary embodiment, a hole is created on the rim (1 ) (for example, on an area where the valve hole is located), and the transmission line (4) is passed through this hole. Then, the transmission line (4) is welded around the hole to secure it to the rim (1 ). Said second welded joint provides both the mechanical connection and prevents air leakage between the transmission line (4) and the rim (1 ). However, welded joint may not always be possible with alloy rims (1 ). Therefore, in an alternative embodiment of the invention, the tire pressure control system comprises at least one connecting piece (4a) in the form of a shoulder on the transmission line (4), and at least a third sealing element (such as a gasket) adapted to be provided between the connecting piece (4a) and the rim (1 ). In this embodiment, the connecting piece (4a) in the form of a shoulder can be integrally manufactured with the transmission line (4) or it can be attached to the transmission line (4) later with a welded connection. Similar to the previous embodiment, in order to connect the transmission line (4) to the rim (1 ), a hole is created on the rim (1 ) such that one end of the transmission line (4) is passed through the hole. Here, a third sealing element is provided between the connecting piece (4a) of the transmission line (4) and the rim (1 ). Thus, a leak-proof seal between the transmission line (4) and the rim (1 ) is ensured. In this embodiment, at least one connecting piece (4a) may further be attached to an end of the transmission line (4) passing through the hole. In this embodiment, at least a third sealing element may also be placed between the rim (1 ) and the connecting piece (4a) attached to the end of the transmission line (4) passing through the hole. The connection of the end of the transmission line (4) passing through the hole to the connecting piece (4a) can be achieved through welding or by using a threaded connection (for example, by cutting a thread on the end of the transmission line (4) passing through the hole, and attaching a nut thereon).

[0075] In another preferred embodiment of the invention, the tire pressure control system comprises at least one speed sensor. Said speed sensor may be the speed sensor of the vehicle using said wheel system. In this embodiment, said control unit is configured to control operation of the compressor and the air discharge system based on a speed value detected by the speed sensor. Although it is preferred to increase pressure of the tire (2) to reduce the friction with the ground (Z) when the brake is not applied in order to improve the operational efficiency of the motor vehicle, reducing the friction with the ground (Z) especially at high speeds may lead to loss of control over the vehicle and cause an accident. To prevent such situations, in this embodiment, if a speed of the vehicle exceeds a threshold value (e.g., 100 km / h), pressure of the tire (2) can be decreased to improve road grip. In an exemplary embodiment, pressure of the tire (2) can be controlled as follows: when the brake is applied, pressure of the tire (2) is set to 8 bar; when the brake is not applied and the vehicle speed is between 0-100 km / h, pressure of the tire (2) is set to 12 bar; and when the brake is not applied and the vehicle speed is over 100 km / h, pressure of the tire (2) is set to 10 bar.

[0076] In a preferred embodiment of the invention, the tire (2) comprises at least one central section (2a); and side sections (2b) provided on both sides of the central section (2a), wherein if a pressure of the tire (2) is low, the side sections (2b) come into contact with the ground (Z) as shown in Figures 19, 21 , and 23, and if a pressure of the tire (2) is high, the side sections (2b) cease to contact with the ground (Z) as shown in Figures 18, 20 and 22, wherein a friction coefficient of the side sections (2b) is higher than that of the central section (2a). Here, the side sections (2b) may comprise a different material from the central section (2a), which can affect the coefficient of friction, or they may comprise a different pattern (for example, a pattern with more grooves or indentations). In this embodiment, if the pressure of the tire (2) is increased, the contact between the high-friction side sections (2b) and the ground (Z) is broken, thereby reducing the energy loss of the wheel. In addition, if the pressure of the tire (2) is decreased and the contact between the high-friction side sections (2b) and the ground (Z) is re-established, for example, in a braking situation, friction between the wheel and the ground (Z) is increased, thus further reducing the braking distance.

[0077] The present invention also discloses a motor vehicle comprising said wheel system. Said motor vehicle, preferably a motorized or non-motorized land vehicle, comprises at least one body; at least one motor (such as an internal combustion engine or electric motor) that provides rotational movement to the wheel; and at least one brake system.

[0078] Thanks to the dual-wheel rim system according to the present invention, in a wheel system using a tire pressure control system, air transmission is provided between tires (2) attached to different rims (1 ). Thus, the pressures of these tires (2) can be controlled in a practical and reliable manner through a single tire pressure control system.

Claims

CLAIMS1. A dual-wheel rim system suitable for use in a dual-wheel system and comprising at least two rims (1 ) adapted to be connected to each other, characterized in that each of the rims (1 ) comprises:- at least one rim flange (1 a) suitable for mounting at least one tire (2) on an upper surface thereof;- at least one connection wall (1 b) located on an inner section of the rim flange (1 a) for connecting one rim (1 ) to another rim (1 );- at least one transition passage (1 c) with at least one side communicating into an upper section of the rim flange (1 a), wherein if the two rims (1 ) are connected to each other, the transition passages (1c) on each rim (1 ) are connected to each other on at least one side thereof.

2. A dual-wheel rim system according to claim 1 , characterized in that the dual-wheel rim system comprises at least one connecting section (1 d) located at the junction where each transition passage (1c) connects to a transition passage (1c) in the other rim (1 ).

3. A dual-wheel rim system according to claim 2, characterized in that the dual-wheel rim system comprises at least a first welded joint that secures the connecting sections (1 d) of the two interconnected transition passages (1c) to each other.

4. A dual-wheel rim system according to claim 2, characterized in that the dual-wheel rim system comprises at least a first sealing element provided between the connecting sections (1 d) of the two interconnected transition passages (1c).

5. A dual-wheel rim system according to any of the preceding claims, characterized in that a portion of the transition passage (1c) communicating into the rim flange (1 a) is provided in a section of the rim flange (1 a) that is closer to the connection wall (1 b).

6. A dual-wheel rim system according to any of the claims 1 to 4, characterized in that each rim (1 ) comprises at least a first opening (1 e) on a middle section of the rim flange (1 a), which is connected with said transition passage (1c).

7. A dual-wheel rim system according to claim 6, characterized in that each rim (1 ) comprises at least a second opening (1 f) on the connection wall (1 b), which is connected with the transition passage (1 c).

8. A dual-wheel rim system according to claim 7, characterized in that the double-wheel rim system comprises at least a second sealing element between the connection walls (1 b).

9. A dual-wheel rim system according to any of the claims 6 to 8, characterized in that each rim (1 ) comprises at least one projection (1 g) through which the transition passage (1c) passes.

10. A dual-wheel rim system according to any of the preceding claims, characterized in that the dual-wheel rim system comprises at least two transition passages (1c).

11. A dual-wheel rim system according to claim 10, characterized in that at least one of the transition passages (1c) in each rim (1 ) comprises a check valve.

12. A dual-wheel rim system according to claim 11 , characterized in that said check valve is a pressure-adjustable check valve.

13. A dual-wheel rim system according to any of the preceding claims, characterized in that the dual-wheel rim system comprises at least one pressure-adjustable plug provided in at least one transition passage (1c).

14. A dual-wheel rim system according to claim 13, characterized in that said pressure- adjustable plug comprises a flexible body and a pressurized gas contained within the body.

15. A wheel system suitable for use in a vehicle and comprising a dual-wheel rim system according to any of the preceding claims.

16. A wheel system according to claim 15, characterized in that the wheel system comprises at least one tire (2) mounted on each rim (1 ); and at least one tire pressure control system connected to at least one of said rims (1 ).

17. A wheel system according to claim 16, characterized in that said tire pressure control system comprises at least one air chamber (3); at least one transmission line (4) connected to said air chamber (3) on at least one side, and adapted to be connected to said rim (1 ) on at least another side to exchange air with the tire (2); at least one compressor for supplying air into said air chamber (3); at least one air discharge system for releasing air from the air chamber (3); at least one control unit which is adapted to exchange data with a brake system of said vehicle and which is configured to control an operation of said compressor and air discharge system based on a braking information received from the brake system of the vehicle.

18. A wheel system according to claim 17, characterized in that said air discharge system comprises at least one valve (6) located at the air chamber (3); and at least one triggering element (5) which moves said valve (6) to an open position.

19. A wheel system according to claim 18, characterized in that said valve (6) is a spring- loaded valve.

20. A wheel system according to claim 19, characterized in that said triggering element (5) is a solenoid component.

21. A wheel system according to any of the claims 17 to 20, characterized in that said compressor is provided on the air chamber (3).

22. A wheel system according to any of the claims 17 to 20, characterized in that said tire pressure control system comprises at least one rotary joint (7) for providing an airtight connection between the compressor and the air chamber (3).

23. A wheel system according to any of the claims 17 to 22, characterized in that said tire pressure control system comprises at least one power supply.

24. Awheel system according to claim 23, characterized in that said power supply comprises at least one rechargeable battery.

25. Awheel system according to claim 24, characterized in that said power supply comprises at least one power generator.

26. Awheel system according to any of the claims 17 to 25, characterized in that said control unit is provided on the air chamber (3).

27. A wheel system according to claim 26, characterized in that the control unit comprises at least a first wireless communication module.

28. A wheel system according to claim 27, characterized in that the tire pressure control system comprises at least a second wireless communication module which is suitable for data exchange with the first wireless communication module and adapted to be connected to the brake system of the vehicle.

29. A wheel system according to any of the claims 17 to 25, characterized in that the control unit is adapted to be connected to the vehicle.

30. A wheel system according to claim 29, characterized in that the tire pressure control system comprises at least one slip ring (8).

31. A wheel system according to any of the claims 17 to 30, characterized in that the tire pressure control system comprises at least one pressure sensor to detect a pressure of the tire (2).

32. A wheel system according to claim 31 , characterized in that the control unit is configured to maintain pressure of the tire (2) at a value of 8 bar if an information indicating a braking state is received from the brake system, and to maintain pressure of the tire (2) at a value of 12 bar if an information indicating a braking state is not received from the brake system.

33. A wheel system according to any of the claims 17 to 32, characterized in that the control unit comprises at least one timer.

34. A wheel system according to any of the claims 17 to 33, characterized in that the tire pressure control system comprises at least two transmission lines (4).

35. A wheel system according to claim 34, characterized in that angles between successive transmission lines (4) are equal to each other.

36. A wheel system according to any of the claims 17 to 35, characterized in that the tire pressure control system comprises at least a second welded joint to secure the transmission line (4) to the rim (1 ).

37. A wheel system according to any of the claims 17 to 35, characterized in that the tire pressure control system comprises at least one connecting piece (4a) in the form of a shoulder on the transmission line (4), and at least a third sealing element adapted to be provided between the connecting piece (4a) and the rim (1 ).

38. A wheel system according to any of the claims 17 to 37, characterized in that the tire pressure control system comprises at least one speed sensor.

39. A wheel system according to claim 38, characterized in that said control unit is configured to control operation of the compressor and the air discharge system based on a speed value detected by the speed sensor.

40. A wheel system according to any of the claims 16 to 39, characterized in that the tire (2) comprises at least one central section (2a); and side sections (2b) provided on both sides of the central section (2a), wherein if a pressure of the tire (2) is low, the side sections (2b) come into contact with the ground (Z), and if a pressure of the tire (2) is high, the side sections (2b) cease to contact with the ground (Z), wherein a friction coefficient of the side sections (2b) is higher than that of the central section (2a).

41. A wheel system according to claim 40, characterized in that said side sections (2b) comprise a different material from the central section (2a).

42. A wheel system according to claim 40 or 41 , characterized in that said side sections (2b) comprise a different pattern from the central section (2a).

43. A vehicle comprising a wheel system according to any of the claims 15 to 42.

44. A vehicle according to claim 43, characterized in that the vehicle comprises at least one body; at least one motor that provides rotational movement to the wheel; and at least one brake system.

Images