Remote tire deflation device

Abstract

A mobile tire deflation system has been developed to deflate tires. The mobile tire deflation system includes a mobile device that wirelessly communicates with a deflator unit inside of the tire. The deflator unit includes a communication unit, actuator, and a tire pressure monitoring system (TPMS), The actuator is configured to release air from a tire by opening a Schrader valve found on the tire, The TPMS measures the pressure of the tire and communicates with the communication unit. The communication unit controls the actuator to reach the desired pressure level.

Description

[0001] #3560872 054175-000022.

[0002] 1

[0003] REMOTE TIRE DEFLATION DEVICE BACKGROUND

[0004] Deflating tires can be a practical and necessary task in many situations. Not all driving condi tions are the same, so adjustments in tire pressure are often needed to achieve optimal performance. In one scenario, reducing tire pressure when driving off-road can greatly enhance the tire's ability to grip challenging surfaces like sand or mud, providing a smoother and safer ride. Quick deflation is sometimes crucial in emergencies to prevent a vehicle from tipping over or to ensure a more secure stop. When hauling heavy loads, adjusting tire pressure can improve vehicle handling and even enhance fuel efficiency. For storage or transportation, letting some air out can help a vehicle fit into tight spaces more easily. In racing or performance driving, fine-tuning tire pressure can improve a car's grip and handling. The process of adjusting tire pressure, however, can be cumbersome and labor intensive.

[0005] Thus, there is a need for improvement in this field. #3560872 054175-000022.

[0006] 2

[0007] SUMMARY

[0008] As previously mentioned, there are numerous reasons for deflating tires, each serving a specific purpose for enhancing vehicle performance under different conditions, In the driving landscape of today, it has become increasingly common for drivers to adjust tire pressure to suit their immediate needs. For instance, off-road enthusiasts often deflate their tires to improve traction on loose or uneven surfaces such as sand, mud, or gravel, facilitating smoother and safer navigation through challenging terrains. Similarly, in the context of vehicle storage, reducing tire pressure can accommodate tight spaces, making it easier to manage spatial constrains without compromising tire integrity.

[0009] The current methods for tire deflation are primarily manual and can be somewhat inconvenient. Typically, this process involves using a tool to depress the valve core and release air, requiring periodic checks with a gauge to ensure that the desired pressure level is achieved. This manual approach can be time-consuming and requires careful attention to prevent over-deflation or under-deflation,, which mi ht affect tire performance and safety. Additionally, the tools used for manual deflation can be a bit unwieldy, especially in less than ideal conditions or when the valve stem is not easi ly accessible. Achieving the precise tire pressure desired can be challenging, potentially leading to variations that impact aspects such as fuel efficiency and vehicle handling.

[0010] A unique tire deflation system has been developed to speed up as well as greatly simplify these issues as well as others. With the deflation system, the user is able to effortlessly and accurately deflate tires without the use of tools. The deflation sy stem further allows the user to deflate multiple tires at once or individually. By using an application on a mobile device, the user can input a desired tire pressure, and the system automatically deflates one or more of the tires to the desired pressure without the need of any additional effort. For example, a user on the way to an off-roading location can set the desired tire pressure in advance, allowing the system to gradually deflate the tires while enroute, reaching the desired pressure by the time they reach their location. While other automated tire inflation systems have been proposed, such systems in the real world are massively complex, prone to failure, and prohibitively expensive for a consumer. These systems are typically reserved for military vehicles where cost and weight are not an issue. Commonly, these traditional automated tire inflation systems need to be integrated into the vehicle by the original equipment #3560872 054175-000022.

[0011] 3

[0012] manufacturer (OEM). The unique tire deflation system described below can be easily installed as an aftermarket product, providing a convenient and cost-effective solution for enhancing vehicle performance and adapting to different driving conditions. Additionally, earlier units required extensive modification to the vehicle including wiring, adding compressors, modifying hubs, wheels, and / or tires. The unique tire deflation system does not require any vehicle modification, additional wiring, an additional compressor, or other complex equipment.

[0013] The system generally includes a mobile device, such as a smartphone or tablet, and one or more deflator units that are mounted to one or more wheels of a vehicle. Earlier automatic tire inflation systems required complex connections to rotating wheels and an expensive centralized compressor. The deflator units in the present tire deflation system do not require these complex connections and the centralized compressor. The deflator units are designed to perform the less energy intensive act of just tire deflation (and not tire inflation), The deflator units are commonly secured to or integrated with the valves of the tires. The tire deflator unit in some versions further includes a pressure sensor that monitors tire pressure. The deflator units each include one or more actuators that are configured to open the valve of the tire so as to release pressure and deflate the tire. The actuators can come in many forms. For instance, the actuator in one version includes a solenoid that actuates the valve, and in another version, the actuator includes an electric motor configured to actuate the valve.

[0014] With the mobile device and the deflator units, a user is able to monitor individual tire pressure in the vehicle, and if so desired, the user through an app running on the mobile device can instruct the deflator units to deflate one or more of the tires to one or more desired tire pressures without leaving the vehicle. Nowadays, most individuals already have a mobile device like a smartphone. The system can include multiple mobile devices to allow different users to monitor the same set of tires and control tire deflation. The mobile devices can perform the more computationally complex functions such that the deflator units can incorporate less expensive, less power hungry, and / or more robust parts. This in turn reduces the overall cost and enhances performance of the system. The mobile device further allows for data logging and performance information to be shared such as via social media platforms. For example, users can share recommended tire pressures based on vehicle information, weather conditions, location, and the like. #3560872 054175-000022.

[0015] 4

[0016] Beside sensing pressure, the tire deflator units in some cases can include other types of sensors, such as accelerometers, temperature sensors, and the Like, to detect other tire conditions. With this information, the mobile device can provide alerts or take other actions. For instance, an alert can be provided when the accelerometer senses tire imbalance, flats, high tire temperature (or low tire temperature), and / or improper tire pressure for a given speed or location of the vehicle. Mobile devices nowadays typically include accelerometers and satellite navigation chips that can accurately locate and determine the relative acceleration and / or velocity of the mobile device. Through this acceleration / velocity and location information as well as the tire pressure information from the deflator units, the mobile device can alert the user of improper tire pressure for a given situation. For instance, based on the velocity and location information, the mobile device may determine that the vehicle is travelling at relatively high speeds on a highway, and the mobile device can issue an alert that the tire pressure is too low for such high speeds. This ean commonly occur when someone fails to reinflate the tires of the vehicle after a long day of off-roading. Conversely, the mobile device may issue an alert that the tire pressure is too high when the mobile device determines the vehicle is in off-roading conditions based on the velocity, location, and / or other sensed information. In some rare cases, the mobile device can automatically instruct the deflator units to deflate the tires when off-roading conditions are detected or under hazardous conditions that require low tire pressure.

[0017] The mobile device wirelessly communicates through a short-range communication protocol, such as via the BLUETOOTH® protocol, with the deflator units. In most cases, the short- range wireless communication between the mobile device and the deflator units occurs without using any standard internal communication networks installed by the OEM for the vehicle, like standard controller area network (CAN) buses for vehicles. This allows the deflation system to be easily retrofitted to various types of vehicles, and the deflation units can be sold as an after-market product. A user can monitor the status of the tires and / or control tire deflation when within the cabin of the vehicle or outside of the vehicle when in close proximity. The short-range communication protocol typically requires pairing between the mobile device and the deflator units which in turn reduces the risk of malicious actors taking control of the deflator units. Moreover, the short-range nature of the communication #3560872 054175-000022.

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[0019] protocol enhances security, because any malicious actor would also generally need to be in close proximity to the vehicle.

[0020] To process and control internal operations, the deflator unit includes a controller in one example. In this example, the controller further includes a transceiver, a processor, and memory that are operatively connected together. The transceiver is configured to communicate with the mobile device using the short-range communication protocol. In one example, the transceiver is a BLUETOOTH® type transceiver that incorporates an antenna. Once more, the deflator unit in some cases further includes a pressure sensor configured to sense tire pressure. In one version, the pressure sensor is a Tire-Pressure Monitoring System (TPMS) chip that is electronically connected to the controller. The TPMS chip is configured to measure air pressure inside of the tire. The TPMS chip includes a sensor that provides precise pressure readings of the tire system. The TPMS chip is further configured to process the pressure data and transmit the data to the controller. The deflator unit further includes an Energy Storage System (ESS), such as a battery, that is operatively connected to the controller. The ESS is configured to store and provide electrical energy to the controller and other components of the deflator unit. Again, the deflator unit further includes the actuator that is operatively connected to the controller. The actuator is controlled by the controller and receives power from the ESS. The deflator unit further includes a tire valve coupled to the actuator. The actuator is configured to open the valve so as to release air or other gases from the tire. When a user inputs a desired tire pressure into the mobile device, the mobile device communicates with the controller to read the pressure from the TPMS chip. The controller then communicates with the actuator to open the valve until the desired pressure is reached.

[0021] The communication between the mobile device and the controller involves a series of instructions to manage the input. Initially, the mobile device connects to the controller via a short-range wireless communication protocol, such as via the BLUETOOTH® protocol, to establish a communication channel. Once connected, the mobile device sends control commands to the processor and controller, which interpret the instructions to adjust or manage the desired input, such as activating the actuator. The memory in the controller can store settings and / or operational data to ensure the system operates consistently. The communication between the mobile device and the controller also transmits firmware updates to the controller unit from the mobile device. #3560872 054175-000022.

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[0023] Typically, but not always, the pressure sensor in a TPMS chip is either a piezoresi stive sensor or a capacitive pressure sensor. In a piezoresis ive sensor, the pressure change in the tire causes a deformation in a diaphragm in the sensor, which is usually in the form of a thin membrane. The deformation changes the resistance of the sensor material. In a capacitive sensor, the pressure change in a tire alters the capacitance between two capacitive plates. The mechanical deformation or capacitance change is converted into an electrical signal by the sensor. The signal is proportional to the air pressure inside the tire. The TPMS chip processes the electrical signal to determine the precise air pressure.

[0024] In one example, the controller includes a BLUETOOTH® Low Energy (BLE) chip. The BLE chip is designed to facilitate wireless communication with minimal power consumption, making it useful for applications in devices where energy efficiency is needed. The BLE chips operate in the 2.4 GHz ISM band, similar to classic BLUETOOTH®. BLE chips typically include a radio transceiver, a baseband processor, and a protocol stack, which handle the wireless communication and data exchange processes. BLE chips support, various profiles and services that allow for the transmission of small packets of data, ideal for sensor and control applications. The low energy consumption is achieved through short bursts of activity, followed by long periods of inactivity, which conserves battery life while maintaining connectivity.

[0025] Wheels on most vehicles include a tire that is mounted to a rim, For tubeless tire configurations, the rim has a tire valve through which air or other gas is pumped to inflate the tire, and the tire valve is configured to automatically seal so as to maintain the tire pressure. When the valve is opened, the pressurized air from the tire is released which in turn reduces internal tire pressure so as to deflate the tire. The tire valve commonly includes a valve stem, a valve body, a valve core, and a valve cap. The valve stem is the visible part of the valve that extends from the rim, and the valve stem is typically threaded. The valve body is commonly located inside the rim, and the valve body normally forms a seal with the rim to retain gas inside the tire. The valve core is located inside the valve stem and the valve body. The valve core controls the flow of gas into and out of the tire. The valve core typically includes a pin for controlling gas flow, a seal disposed around the pin that is able to create a seal with a valve seat in the valve body, and a spring that biases the pin to a closed position #3560872 054175-000022.

[0026] 7

[0027] where the seal seats against the valve seat. The valve cap is threadedly secured to the valve stem to prevent debris entering the valve core. In one version, the tire valve is typically in the form of a Schrader type valve, but other types of tire valves can be used, such as Presia and Dunlop type valves. For explanation purposes, the deflator unit will be described as being used on a Schrader type valve, but it should be recognized that the deflator unit can be used with other types of tire valves.

[0028] The deflator unit includes an actuator that is configured to open the valve. The actuator in one variation is a solenoid configured to actuate the pin of the valve core, and in another variation, the actuator includes an electric motor and cam mechanism configured to actuate the pin of the valve core. In one particular version, the actuator is in the form of a solenoid that is integrated with the pin of the valve core. The solenoid extends from the valve body inside of the rim through the interior surface of the rim. The solenoid valve faci litates the deflation of the tire. When the solenoid is energized, the solenoid moves the pin of the valve core to a position where the seal is unseated from the valve body. Once the solenoid is deenergized, the spring returns the pin back to a position where the seal is seated.

[0029] The rim includes a valve hole to accommodate the valve stem with the solenoid. The controller is connected to the solenoid through an electrical connection. The controller is held in place on the rim using a strap that wraps around a channel in the rim. In one example, the strap is a hose clamp, but the deflator unit can be secured in the wheel in other ways. The rim further includes bead seats to accommodate the beads of the tire. The bead seats position the beads of the tire such that an airtight seal is crea ted between the tire and the rim when the tire is inflated. The deflator unit and the valve add additional weight to the rim. Wheel balancing ensures an even distribution around a rim and tire to eliminate any imbalance that could cause vibrations, uneven tire wear, or stress on suspension components. To correct for any wheel imbalance that may be caused by the extra weight of the control system and valve, weights can be attached to the rim to counteract the uneven distribution, bringing the center of mass of the wheel to the rotational axis.

[0030] For the Schrader valve, the valve cap is coupled to the valve stem thread using complimentary threads inside the valve cap that match the external threads on the valve stem thread. Again, the valve cap protects the valve from contaminants entering the valve from the #3560872 054175-000022.

[0031] 8

[0032] exterior air. An electrode is positioned along the valve stem thread. In other embodiments, multiple electrodes can be used. The electrode facilitates the conduction of an electrical current and provides a contact surface for charging. The Schrader valve further includes a nut, a washer, and a bolt thread to facilitate the mounting of the Schrader valve onto the rim. The solenoid valve is coupled to the bolt thread of the Schrader valve. The electrical connection connects the solenoid valve to the controller. The deflator unit generally includes the ESS and an electronics housing. The electronics housing holds the controller and the TPMS, In one example, the ESS includes a first ESS and a second ESS. In one particular version, the first ESS is a coin lithium-ion battery. An electrical wire is coupled to the electrode. The electrical wire is housed inside of a wire passage that extends through both the Schrader valve and solenoid valve. The wire connects the electrode to the controller and the ESS.

[0033] The Schrader valve further includes the pin that extends from the valve opening to the solenoid valve. The valve stem includes a pin tube that extends between the Schrader valve and the solenoid. The pin tube is configured to accommodate the pin between the Schrader val ve and the solenoid. The pin facilitates airflow in and out of the valve. When the pin is d epressed, air can flow in and out of the tire.

[0034] The Schrader valve further includes the valve seal or plug coupled to the pin. The valve plug is configured to seal the Schrader valve to prevent airflow in and out of the Schrader valve. A spring coupled to the pin is housed in a valve chamber. When the pin is depressed, the valve plug is released from a rim opening on the valve chamber to allow air to flow between the inner tire and the valve chamber. The valve chamber is open to the exterior air. During depression of the pin, the spring is compressed. When the pin is no longer depressed, the spring returns the pin to the initial position where the plug is seated to close the valve.

[0035] The solenoid valve includes a solenoid coil. As an electric current passes through the solenoid coil from the ESS, the solenoid coil generates a magnetic field. The solenoid further includes an armature with a solenoid pin tube that accommodates the pin. The pin is coupled to a stopper or seal located at the end of the pin facing the inner tire. The stopper is coupled to a plunger. The stopper is configured to prevent the pin from extending past the inner opening of the valve. The plunger is coupled to the armature between the armature and the #3560872 054175-000022.

[0036] 9

[0037] stopper. The plunger is configured to transfer force from the armature to the pin. The armature is typically made of a ferromagnetic material As the magnetic field is generated, the armature is pulled towards the inner opening. The pin is pulled along with the armature, releasing the valve from the rim opening, which in turn causes air to escape from the inner tire to the exterior air.

[0038] In another example, the actuator includes a motor type actuator with a cam. The motor actuator is operatively connected to the controller. The motor actuator includes a motor housing, and one or more fasteners are used to secure the motor housing to the valve. The motor actuator includes a motor and a cam. The cam is coupled to the bolt thread of the Schrader valve. The pin extends from the Schrader valve to the cam. The cam facilitates the movement of the pin. An electrical wire connects the electrode on the Schrader valve to the controller and / or the ESS. The electrode facilitates the conduction of the electrical current and provides a contact surface for charging the deflator unit.

[0039] In one form, the motor in the motor actuator is an electric motor. The motor actuator generally includes the motor, the cam, and a connecting rod connecting the motor to the cam. When electricity is supplied to the electric motor from the ESS, the motor spins the connecting rod. The cam translates the rotation of the connecting rod into a sliding force on the pin. In particular, the cam interacts with a slider that translates the rotational force into a sliding force.

[0040] The cam includes an alignment disk, an offset disk, and a cam opening. The cam opening is configured to accommodate the connecting rod. The cam opening is centered on the face of the alignment disk such that when the connecting rod rotates, the alignment disk rotates around a central axis. The cam opening is offset from the center of the offset disk, such that when the connecting rod rotates, the offset disk rotates in an eccentric manner.

[0041] The slider includes an alignment contact and a slide contact configured to accommodate the cam. The slider includes a pin bore to accommodate the pin. The slider includes a pin tube cavity to accommodate the pin tube. The slider further includes a deflation contact configured to receive force from the offset disk. The alignment disk is in contact with the alignment contact. The offset disk is in contact with the slide contact. As the connecting rod spins, the #3560872 054175-000022.

[0042] 10

[0043] offset disk spins on the surface of the slide contact in an eccentric manner. The eccentric manner causes the offset disk to come into contact and apply force to the deflation contact of the slider. When the force is applied to the slider, the slider slides in a linear fashion away from the Schrader valve. The movement of the slider pulls the pin along with the slider, releasing the valve plug from the rim opening in the Schrader valve. When the valve plug is released, air can flow from inside of the tire to the outside which causes the tire to deflate. As the offset disk continues to rotate, the force on the deflation contact is released. The spring in the Schrader valve returns the valve plug back to the rim opening so as to seal the Schrader valve. The rotation of the cam is controlled by the controller of the deflator unit.

[0044] The cam section further includes an electrical junction that is coupled to the wire passage from the Schrader valve. The electrical junction includes a first electrical passage that is coupled to the electrical connection between the valve and the control system. The electrical junction further includes a second electrical passage that connects the electrical junction to the motor. The electrical junction is configured to route power to and from the controller and is configured to route power to the motor.

[0045] The systems and techniques as described and illustrated herein concern a number of unique and inventive aspects. Some, but by no means all, of these unique aspects are summarized below.

[0046] Aspect 1 generally concerns a system.

[0047] Aspect 2 generally concerns the system of any previous aspect including a mobile device.

[0048] Aspect 3 generally concerns the system of any previous aspect in which the mobile device includes a smart phone.

[0049] Aspect 4 generally concerns the system of any previous aspect in which the mobile device includes a laptop.

[0050] Aspect 5 generally concerns the system of any previous aspect including a wheel. #3560872 054175-000022.

[0051] 11

[0052] Aspect 6 generally concerns the system of any previous aspect in which the wheel includes a rim.

[0053] Aspect 7 generally concerns the system of any previous aspect in which the rim defines a channel.

[0054] Aspect 8 generally concerns the system of any previous aspect in which the rim has one or more bead seats.

[0055] Aspect 9 generally concerns the system of any previous aspect in which the rim defines a valve opening.

[0056] Aspect 10 generally concerns the system of any previous aspect in which the wheel includes a tire.

[0057] Aspect 11 generally concerns the system of any previous aspect in which the tire is a tubeless tire.

[0058] Aspect 12 generally concerns the system of any previous aspect in which the rim and tire define a tire cavity.

[0059] Aspect 13 generally concerns the system of any previous aspect including a valve.

[0060] Aspect 14 generally concerns the system of any previous aspect in which the valve is a tire valve.

[0061] Aspect 15 generally concerns the system of any previous aspect in which the valve is a Schrader valve.

[0062] Aspect 16 generally concerns the system of any previous aspect in which the valve is a Presta valve. #3560872 054175-000022.

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[0064] Aspect 17 generally concerns the system of any previous aspect in which the valve is a Dunlop valve.

[0065] Aspect 18 generally concerns the system of any previous aspect in which the valve is mounted to the rim,

[0066] Aspect 19 generally concerns the system of any previous aspect in which the valve extends through the valve opening in the rim.

[0067] Aspect 20 generally concerns the system of any previous aspect in which the valve is configured to facilitate inflation of the tire.

[0068] Aspect 21 generally concerns the system of any previous aspect in which the valve is configured to facilitate deflation of the tire.

[0069] Aspect 22 generally concerns the system of any previous aspect in which the valve configured to flow gas from the tire.

[0070] Aspect 23 generally concerns the system of any previous aspect in which the valve includes a valve stem.

[0071] Aspect 24 generally concerns the system of any previous aspect in which the valve stem extends through the valve opening.

[0072] Aspect 25 generally concerns the system of any previous aspect in which the valve stem is threaded.

[0073] Aspect 26 generally concerns the system of any previous aspect in which the valve includes a valve body.

[0074] Aspect 27 generally concerns the system of any previous aspect in which the valve body is located inside the rim. #3560872 054175-000022.

[0075] 13

[0076] Aspect 28 generally concerns the system of any previous aspect in which the valve body is disposed in the valve cavity.

[0077] Aspect 29 generally concerns the system of any previous aspect in which the valve body is sealed to the rim at the valve opening.

[0078] Aspect 30 generally concerns the system of any previous aspect in which the valve includes a valve core.

[0079] Aspect 31 generally concerns the system of any previous aspect in which the valve core is disposed inside the valve stem.

[0080] Aspect 32 generally concerns the system of any previous aspect in which the valve core is disposed inside the valve body.

[0081] Aspect 33 generally concerns the system of any previous aspect in which the valve core is configured to control gas flow.

[0082] Aspect 34 generally concerns the system of any previous aspect in which the valve core includes a pin.

[0083] Aspect 35 generally concerns the system of any previous aspect in which the valve core includes a seal disposed around the pin.

[0084] Aspect 36 generally concerns the system of any previous aspect in which the seal includes a plug.

[0085] Aspect 37 generally concerns the system of any previous aspect in which the seal is configured to create a seal with the valve body.

[0086] Aspect 38 generally concerns the system of any previous aspect in which the valve body forms a valve seat. #3560872 054175-000022.

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[0088] Aspect 39 generally concerns the system of any previous aspect in which the seal is configured to seal against the valve seat.

[0089] Aspect 40 generally concerns the system of any previous aspect in which the valve includes a spring configured to bias the pin to a closed position.

[0090] Aspect 41 generally concerns the system of any previous aspect in which the spring is disposed around the pin.

[0091] Aspect 42 generally concerns the system of any previous aspect in which the seal seats against the valve seat when in the closed position.

[0092] Aspect 43 generally concerns the system of any previous aspect including a deflator unit.

[0093] Aspect 44 generally concerns the system of any previous aspect in which the deflator unit is wirelessly coupled to the mobile device.

[0094] Aspect 45 generally concerns the system of any previous aspect in which the deflator unit is configured to communicate with the mobile device via a short-range communication protocol.

[0095] Aspect 46 generally concerns the system of any previous aspect in which the short-range communication protocol includes a Bluetooth® protocol.

[0096] Aspect 47 generally concerns the system of any previous aspect in which the mobile device includes an application configure to control the deflator unit.

[0097] Aspect 48 generally concerns the system of any previous aspect in which the deflator unit includes a controller.

[0098] Aspect 49 generally concerns the system of any previous aspect in which the controller includes a processor. #3560872 054175-000022.

[0099] 15

[0100] Aspect 50 generally concerns the system of any previous aspect in which the controller includes memory.

[0101] Aspect 51 generally concerns the system of any previous aspect in which the controller includes a transceiver.

[0102] Aspect 52 generally concerns the system of any previous aspect in which the transceiver is configured to communicate with the mobile device.

[0103] Aspect 53 generally concerns the system of any previous aspect in which the controller includes a Bluetooth® Low Energy (BLE) chip.

[0104] Aspect 54 generally concerns the system of any previous aspect in which the controller includes an accelerometer.

[0105] Aspect 55 generally concerns the system of any previous aspect in which the deflator unit includes the valve.

[0106] Aspect 56 generally concerns the system of any previous aspect in which the deflator unit is coupled to the valve.

[0107] Aspect 57 generally concerns the system of any previous aspect in which the deflator unit includes an Energy Storage System (ESS).

[0108] Aspect 58 generally concerns the system of any previous aspect in which the ESS includes a battery.

[0109] Aspect 59 generally concerns the system of any previous aspect in which the ESS is operatively connected to the controller.

[0110] Aspect 60 generally concerns the system of any previous aspect in which the ESS is configured to power the deflator unit. #3560872 054175-000022.

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[0112] Aspect 61 generally concerns the system of any previous aspect in which the ESS is configured to power the controller.

[0113] Aspect 62 generally concerns the system of any previous aspect in which the deflator unit includes a pressure sensor.

[0114] Aspect 63 generally concerns the system of any previous aspect in which the pressure sensor is positioned inside the tire cavity.

[0115] Aspect 64 generally concerns the system of any previous aspect in which the pressure sensor is configured to sense tire pressure.

[0116] Aspect 65 generally concerns the system of any previous aspect in which the pressure sensor is operatively connected to the controller.

[0117] Aspect 66 generally concerns the system of any previous aspect in which the pressure sensor includes a Tire Pressure Monitoring System (TPMS).

[0118] Aspect 67 generally concerns the system of any previous aspect in which the pressure sensor is a Tire Pressure Monitoring System (TPMS) chip.

[0119] Aspect 68 generally concerns the system of any previous aspect in which the BLE chip includes a TPMS.

[0120] Aspect 69 generally concerns the system of any previous aspect in which the deflator unit is configured to open the valve.

[0121] Aspect 70 generally concerns the system of any previous aspect in which the deflator unit is configured to move the pin from a closed position to an open position.

[0122] Aspect 71 generally concerns the system of any previous aspect in which the deflator unit is configured to deflate the tire to a designated pressure. #3560872 054175-000022.

[0123] 17

[0124] Aspect 72 generally concerns the system of any previous aspect in which the deflator unit is configured to receive the designated pressure from the mobile device.

[0125] Aspect 73 generally concerns the system of any previous aspect in which the deflator unit is configured to determine when the designated pressure is achieved based on one or more tire pressure readings from the pressure sensor.

[0126] Aspect 74 generally concerns the system of any previous aspect in which the deflator unit includes an actuator.

[0127] Aspect 75 generally concerns the system of any previous aspect in which the actuator is configured to move the pin from the closed position to the open position.

[0128] Aspect 76 generally concerns the system of any previous aspect in which the actuator is configured to move the pin from the closed position to the open position to deflate the tire.

[0129] Aspect 77 generally concerns the system of any previous aspect in which the actuator is coupled to the pin of the valve.

[0130] Aspect 78 generally concerns the system of any previous aspect in which the actuator is configured to release the pin.

[0131] Aspect 79 generally concerns the system of any previous aspect in which the spring is configured to close the valve when the actuator releases the pin.

[0132] Aspect 80 generally concerns the system of any previous aspect in which the controller is configured to control the actuator.

[0133] Aspect 81 generally concerns the system of any previous aspect in which the actuator includes a solenoid. #3560872 054175-000022.

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[0135] Aspect 82 generally concerns the system of any previous aspect in which the solenoid is configured to magnetically move the pin from the closed position to the open position when energized.

[0136] Aspect 83 generally concerns the system of any previous aspect in which the controller is configured to energize the solenoid.

[0137] Aspect 84 generally concerns the system of any previous aspect in which the solenoid includes a coil.

[0138] Aspect 85 generally concerns the system of any previous aspect in which the solenoid includes an armature.

[0139] Aspect 86 generally concerns the system of any previous aspect in which the armature has a pin tube that accommodates the pin.

[0140] Aspect 87 generally concerns the system of any previous aspect in which the actuator includes a motor.

[0141] Aspect 88 generally concerns the system of any previous aspect in which the motor is an electric motor.

[0142] Aspect 89 generally concerns the system of any previous aspect in which the actuator includes a cam.

[0143] Aspect 90 generally concerns the system of any previous aspect in which the cam is coupled to the motor.

[0144] Aspect 91 generally concerns the system of any previous aspect in which the actuator includes a rod connecting the cam to the motor.

[0145] Aspect 92 generally concerns the system of any previous aspect in which the actuator includes a slider. #3560872 054175-000022.

[0146] 19

[0147] Aspect 93 generally concerns the system of any previous aspect in which the slider is positioned proximal to the pin to actuate the pin

[0148] Aspect 94 generally concerns the system of any previous aspect in which the cam is configured to engage the slider.

[0149] Aspect 95 generally concerns the system of any previous aspect in which the cam is configured to slide the slider.

[0150] Aspect 96 generally concerns the system of any previous aspect in which the cam is configured to move the slider in a reciprocating linear motion.

[0151] Aspect 97 generally concerns the system of any previous aspect in which the deflator unit is only able to deflate the tire.

[0152] Aspect 98 generally concerns the system of any previous aspect in which the deflator unit is unable to inflate the tire.

[0153] Aspect 99 generally concerns the system of any previous aspect in which the deflator unit includes an electrical contact.

[0154] Aspect 100 generally concerns the system of any previous aspect in which the electrical contact includes an electrode.

[0155] Aspect 101 generally concerns the system of any previous aspect in which the electrical contact is electrically connected to the ESS to charge the ESS.

[0156] Aspect 102 generally concerns the system of any previous aspect in which the electrical contact is positioned on the valve stem.

[0157] Aspect 103 generally concerns the system of any previous aspect in which the electrical contact is positioned outside of the tire cavity. #3560872 054175-000022.

[0158] 20

[0159] Aspect 104 generally concerns the system of any previous aspect in which the electrical contact is wrapped around the stem.

[0160] Aspect 105 generally concerns the system of any previous aspect in which the electrical contact is configured to electrically power the deflator unit.

[0161] Aspect 106 generally concerns the system of any previous aspect in which the strap holding the controller in place against the rim.

[0162] Aspect 107 generally concerns the system of any previous aspect in which the strap holds the controller in the channel of the rim.

[0163] Aspect 108 generally concerns the system of any previous aspect in which the strap includes a hose clamp.

[0164] Aspect 109 generally concerns the system of any previous aspect in which the mobile device is configured to provide an alert for improper tire pressure.

[0165] Aspect 110 generally concerns the system of any previous aspect in which the mobile device is configured to determine the improper tire pressure based on location.

[0166] Aspect 111 generally concerns the system of any previous aspect in which the mobile device is configured to determine the improper tire pressure based on velocity.

[0167] Aspect 112 generally concerns the system of any previous aspect in which the mobile device is configured to provide an alert when tire imbalance is sensed by the accelerometer in the deflator unit.

[0168] Aspect 113 generally concerns the system of any previous aspect in which the mobile device is configured to log pressure readings from the pressure sensor of the deflator unit. #3560872 054175-000022.

[0169] 21

[0170] Aspect 114 generally concerns the system of any previous aspect in which the mobile device is configured to share pressure readings with others via a social network.

[0171] Aspect 115 generally concerns the system of' any previous aspect in which the deflator unit is configured to be retrofitted to the wheel as an aftermarket product.

[0172] Aspect 116 generally concerns a method.

[0173] Aspect 117 generally concerns the method of any previous aspect including receiving a target tire pressure at a deflator unit from a mobile device.

[0174] Aspect 118 generally concerns the method of any previous aspect including opening a valve of a tire with the deflator unit to deflate the tire.

[0175] Aspect 119 generally concerns the method of any previous aspect including monitoring tire pressure with the deflator unit as the tire deflates.

[0176] Aspect 120 generally concerns the method of any previous aspect including closing the valve of the tire with the deflator unit upon detection of the target tire pressure.

[0177] Aspect 121 generally concerns the method of any previous aspect including pairing the mobile device with the deflator unit using a short-range communication protocol.

[0178] Aspect 122 generally concerns the method of any previous aspect including sending an alert to the mobile device when the deflator unit senses improper tire pressure.

[0179] Aspect 123 generally concerns the method of any previous aspect including sending an alert to the mobile device when the deflator unit senses tire imbalance.

[0180] Aspect 124 generally concerns the method of any previous aspect including logging tire pressure readings from the deflator unit with the mobile device. #3560872 054175-000022.

[0181] 22

[0182] Aspect 125 generally concerns the method of any previous aspect including sharing information from the deflator unit to a web site via the mobile device.

[0183] Further forms, objects, features, aspects, benefits, advantages, and embodiments of the present invention will become apparent from a detailed description and drawings provided herewith. #3560872 054175-000022.

[0184] 23

[0185] BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of a system.

[0186] FIG. 2 is a front view of a deflator unit

[0187] FIG. 3 is a partial cross-sectional view of one example of a deflator unit with a solenoid mounted to a rim with a tire.

[0188] FIG. 4 is a side view of the deflator unit and the rim in FIG. 3,

[0189] FIG. 5 is a front view of the FIG. 3 deflator unit.

[0190] FIG. 6 is a cross-sectional view of the mobile device and the solenoid of FIG. 3.

[0191] FIG. 7 is a partial cross-sectional view of the val ve of FIG. 3.

[0192] FIG. 8 is a cross-sectional view of the solenoid of FIG. 3.

[0193] FIG. 9 is a side view of a motor actuator and a control ler connected via the electrical connection.

[0194] FIG. 10 is a top view of the motor actuator.

[0195] FIG. 11 is a cross-sectional view of the motor actuator.

[0196] FIG. 12 is an exploded view of a cam section and a motor section.

[0197] FIG. 13 is a perspective view of a cam.

[0198] FIG. 14 is a front perspective view of a slider.

[0199] FIG. 15 is a rear perspective view of the slider.

[0200] FIG. 16 is a cross-sectional view of the cam section. #3560872 054175-000022.

[0201] 24

[0202] DETAILED DESCRIPTION OF SELECTED EMBODIMENTS

[0203] For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It wil l nevertheless be understood that no limitation of the scope of the invention is thereby intended. Any alterations and further modifications in the described embodiments and any further applications of the principles of the invention as described herein are contemplated as would normally occur to one skilled in the art to which the invention relates. One embodiment of the invention is shown in great detail, although it will be apparent to those skilled in the relevant art. that some features that are not relevant to the present invention may not be shown for the sake of clarity.

[0204] The reference numerals in the following description have been organized to aid the reader in quickly identifying the drawings where various components are first shown. In particular, the drawing in which an element first appears is typically indicated by the left-most digit(s) in the corresponding reference number. For example, an element identified by a "100” series reference numeral will likely first appear in FIG. 1, an element identified by a "200" series reference numeral will likely first appear in FIG. 2, and so on.

[0205] FIG. 1 illustrates a unique tire deflation system 100. The system 100 generally includes a mobile device 105, such as a smartphone or tablet, and one or more deflator units 110 that are mounted to one or more wheels of a vehicle. Unlike earlier automatic tire inflation systems that required complex and expensive compressors, the deflator units 110 are designed to perform the less energy intensive act of just tire deflation (and not tire inflation), The deflator units 1 10 are commonly secured to or integrated with the valves 150 of the tires. The tire deflator unit 110 in some versions further includes a pressure sensor that monitors tire pressure. 'Hie deflator units 110 each include one or more actuators 145 that are configured to open the valve 150 of the tire so as to release pressure and deflate the tire. The actuators 145 can come in many forms. For instance, the actuator 145 in one version includes a solenoid that actuates the valve 150, and in another version, the actuator 145 includes an electric motor configured to actuate the valve 150.

[0206] With the mobile device 105 and the deflator units 110, a user is able to monitor individual tire pressure in the vehicle, and if so desired, the user through an app running on the mobile #3560872 054175-000022.

[0207] 25

[0208] device 105 can instruct the deflator units 110 to deflate one or more of the tires to one or more desired pressures. Nowadays, most individuals already have a mobile device 105 like a smartphone. The system 100 can include multiple mobile devices 105 to allow different users to monitor the same set of tires and control tire deflation. The mobile devices 105 can perform the more computationally complex functions such that the deflator units 110 can incorporate less expensive, less power hungry, and / or more robust parts. This in turn reduces the overall cost and enhances performance of the system 100. The mobile device 105 further allows for data logging and performance information to be shared such as via social media platforms. For example, users can share recommended tire pressures based on vehicle information, weather conditions, location, and the like.

[0209] Beside sensing pressure, the deflator units 110 in some cases can include other types of sensors, such as accelerometers, temperature sensors, and the like, to detect other conditions. With this information, the mobile device 105 can provide alerts or take other actions. For instance, an alert can be provided when the accelerometer senses tire imbalance, flats, high tire temperature (or low tire temperature), and / or improper tire pressure for a given speed or location of the vehicle. The mobile devices 105 nowadays typically include accelerometers and satellite navigation chips that can accurately locate and determine the relative acceleration and / or velocity of the mobile device 105. Through this acceleration' velocity and location information as well as the tire pressure information from the deflator units 110, the mobile device 105 can alert the user of improper tire pressure for a given situation. For instance, based on the velocity and location information, the mobile device 105 may determine that the vehicle is travelling at relatively high speeds on a highway, and the mobile device 105 can issue an alert that the tire pressure is too low for such high speeds. This can commonly occur when someone fails to reinflate the tires of the vehicle after a long day of off-roading. Conversely, the mobile device 105 may issue an alert that the tire pressure is too high when the mobile device 105 determines the vehicle is in off-roading conditions based on the velocity, location, and / or other sensed information. In some rare cases, the mobile device 105 can automatically instruct the deflator units 110 to deflate the tires when off-roading conditions are detected or under hazardous conditions that require low lire pressure.

[0210] The mobile device 105 wirelessly communicates through a short-range communication protocol, such as via the BLUETOOTH® protocol, with the deflator units 110. In most cases, #3560872 054175-000022.

[0211] 26

[0212] the short-range wireless comm unication between the mobile device 105 and the deflator units 110 occurs without using any standard internal communication networks installed by the OEM for the vehicle, like standard controller area network (CAN) buses for vehicles. This allows the deflation system 100 to be easily retrofited to various types of vehicles, and the d eflation units can be sold as an a fter-market product. A user can moni tor the sta tus of the tires and / or control tire deflation when within the cabin of the vehicle or outside of the vehicle when in close proximity. The short-range communication protocol typically requires pairing between the mobile device 105 and the deflator units 110 which in turn reduces the risk of malicious actors taking control of the deflator units I 10. Moreover, the short-range nature of the communication protocol enhances security, because any malicious actor would also generally need to be in close proximity to the vehicle.

[0213] To process and control internal operations, the deflator unit 110 includes a controller 115 in one example. In this example, the controller 115 further includes a transceiver 120, a processor 125, and memory 130 that are operatively connected together. The transceiver 120 is configured to communicate with the mobile device 105 using the short-range communication protocol. In one example, the transceiver 120 is a BLUETOOTH / © type transceiver 120 that incorporates an antenna. Once more, the deflator unit 110 in some cases further includes a pressure sensor configured to sense tire pressure. In one version, the pressure sensor is a tire-pressure monitoring system 135 (TPMS) that is electronically connected to the controller 115. The TPMS chip 135 is configured to measure air pressure Inside of the tire 200. The TPMS chip 135 includes a sensor that provides precise pressure readings of the system 100. The TPMS chip 135 is further configured to process the pressure data and transmit the data to the controller 115. 1'he deflator unit 110 further includes an energy storage system 140 (ESS), such as a battery, that is operatively connected to the controller 115. The ESS 140 is configured to store and provide electrical energy to the control ler 115 and other components of the deflator unit 110. Again, the deflator unit 1 10 further includes the actuator 145 that is operatively connected to the controller 115. The actuator 145 is controlled by the controller 115 and receives power from the ESS 140. The deflator unit 110 further includes a tire valve 150 coupled to the actuator 1 5. The actuator 145 is configured to open the valve 1 0 so as to release air or other gases from the tire. When a user inputs a desired pressure into the mobile device 105, the mobile device 105 communicates with the controller 115 to read the pressure from the TPMS chip 135. The #3560872 054175-000022.

[0214] 27

[0215] controller 115 then communicates with the actuator 145 to open the valve 150 until the desired pressure is reached.

[0216] The communication between the mobile device 105 and the controller 115 involves a series of instructions to manage the input. Initially, the mobile device 105 connects to the controller 11 via a short-range wireless communication protocol, such as via the BLUETOOTH® protocol, to establish a communication channel 420. Once connected, the mobile device 105 sends control commands to the processor 125 and controller 11. which interpret the instructions to adjust or manage the desired input, such as activating the actuator 1 5. The memory 130 in the controller 115 can store setings and / or operational data to ensure the system 100 operates consistently. The communication between the mobile device 105 and the controller 1 I 5 also transmits firmware updates to the controller 115 unit from the mobile device 105.

[0217] Typically, but not always, the pressure sensor in the 'TPMS chip 135 is either a piezoresistive sensor or a capacitive pressure sensor. In a piezoresistive sensor, the pressure change in the tire causes a deformation in a diaphragm in the sensor, which is usually in the form of a thin membrane. The deformation changes the resistance of the sensor material. In a capacitive sensor, the pressure change in a tire alters the capacitance between two capacitive plates. The mechanical deformation or capacitance change is converted into an electrical signa! by the sensor. The signal is proportional to the air pressure inside the tire 200. The TPMS chip 135 processes the electrical signal to determine the precise air pressure.

[0218] In one example, the controller 1 15 includes a BLUETOOTH® Low Energy (BLE) chip. 'The BLE chip is designed to facilitate wireless communication with minimal power consumption, making it useful for applications in devices where energy efficiency is needed. The BLE chips operate in the 2.4 GHz ISM band, similar to classic BLUETOOTH®. BLE chips typically include a radio transceiver, a baseband processor, and a protocol stack, which handle the wireless communication and data exchange processes. BLE chips support various profiles and services that allow for the transmission of small packets of data, ideal for sensor and control applications. The low energy consumption is achieved through short bursts of activi ty, followed by long periods of inactivity, which conserves battery life while maintaining connectivity. #3560872 054175-000022.

[0219] 28

[0220] Looking at FIG. 2, wheels on most vehicles include a tire 200 that is mounted to a rim 205. For tubeless tire configurations, the rim 205 has the tire valve 150 through which air or other gas is pumped to inflate the tire 200, and the valve 150 is configured to automatically seal so as to maintain the tire pressure. When the valve 150 is opened, the pressurized air from the tire 200 is released which in turn reduces internal tire 200 pressure so as to deflate the tire 200. The valve 150 commonly includes a stem, a body, a core, and a cap. The stem is the visible part of the valve 150 that extends from the rim 205, and the stem is typically threaded. The body is commonly located inside the rim 205, and the body normally forms a seal with the rim 205 to retain gas inside the tire 200. The core is located inside the stem and the body. The core controls the flow of gas into and out of the tire 200. The core typically includes a pin for controlling gas flow, a seal disposed around the pin that is able to create a seal with a valve seat in the body, and a spring that biases the pin to a closed position where the seal seats against the valve seat. The cap is threadedly secured to the stem to prevent debris entering the core. In one version, the tire valve 1 0 is ty pically in the form of a Schrader type valve 150, but other types of tire valves 1 0 can be used, such as Presta and Dunlop type valves 150. For explanation purposes, the deflator unit 110 will be described as being used on a Schrader type valve 150, but it should be recognized that the deflator unit 110 can be used with other types of tire valves 150.

[0221] Referring to FIGS. 3-8, the deflator unit 110 includes the actuator 145 that is configured to open the valve 150. The actuator 145 in one variation is a solenoid 305 configured to actuate the pin 600 of the valve core, and in another variation, the actuator 145 includes an electric motor and cam mechanism configured to actuate the pin of the valve core. In one particular version, the actuator 145 is in the form of a solenoid 305 that is integrated with the pin 600. The solenoid 305 extends from the valve body inside of the rim 205 through the interior surface of the rim 205. The solenoid 305 facilitates the deflation of the tire 200. When the solenoid 305 is energized, the solenoid 305 moves the pin 600 of the val ve core to a position where the seal is unseated from the valve body. Once the solenoid 305 is deenergized, the spring 705 returns the pin 600 back to a position where the seal is seated.

[0222] The rim 205 includes a valve hole 400 to accommodate the valve stem with the solenoid 305. The controller 115 is connected to the solenoid 305 through an electrical connection 410. The #3560872 054175-000022.

[0223] 29

[0224] controller 115 is held in place on the rim 205 using a strap 415 that wraps around a channel 420 in the rim 205. In one example, the strap 415 is a hose clamp, but the deflator unit 110 can be secured in the wheel in other ways. The rim 205 further includes bead seats 425 to accommodate the beads of the tire 200. The bead seats 425 position the beads of the tire 200 such that an airtight seal is created between the tire 200 and the rim 205 when the tire 200 is inflated. The deflator unit 110 and the valve 150 add additional weight to the rim 205. Wheel balancing ensures an even distribution around a rim 205 and tire 200 to eliminate any imbalance that could cause vibrations, uneven tire wear, or stress on suspension components. To correct for any wheel imbalance that may be caused by the extra weight of the control system 100 and valve 150, weights can be attached to the rim 205 to counteract the uneven distribution, bringing the center of mass of the wheel to the rotational axis.

[0225] For the Schrader valve 150, the valve cap 500 is coupled to the valve stem thread 505 using complimentary threads inside the valve cap 500 that match the external threads on the valve stem thread 505. Again, the valve cap 500 protects the valve 150 from contaminants entering the valve 150 from the exterior air 507, An electrode 510 is positioned along the valve stem thread 505. In other embodiments, multiple electrodes 510 can be used. The electrode 510 facilitates the conduction of an electrical current and provides a contact surface for charging. The Schrader valve 150 further incl des a nut 515, a washer 520, and a bolt thread 525 to facilitate the mounting of the Schrader valve 150 onto the rim 205. The solenoid 305 Is coupled to the bolt thread 525 of the Schrader val ve 150. The electrical connection 410 connects the solenoid 305 to the control ler 11. The deflator unit 110 generally includes the ESS 140 and an electronics housing 540. The electronics housing 540 holds the controller 115 and the TPMS. In one example, the ESS 140 includes a first ESS 530 and a second ESS 535. In one particular version, the first ESS 530 is a coin lithium-ion battery. An electrical ware 610 is coupled to the electrode 10. The electrical ware 610 is housed inside of a wire passage 615 that extends through both the Schrader valve 150 and solenoid 305. The wire connects the electrode 510 to the controller 115 and the ESS 140.

[0226] The Schrader valve 150 further includes the pin 600 that extends from the valve opening 602 to the solenoid 305. The valve stem includes a pin tube 605 that extends between the Schrader valve 150 and the solenoid 305. The pin tube 605 is configured to accommodate the pin 600 between the Schrader valve 150 and the solenoid 305. The pin 600 facilitates airflow #3560872 054175-000022.

[0227] 30

[0228] in and out of the valve 150. When the pin 600 is depressed, air can flow in and out of the tire 200.

[0229] The Schrader valve 150 further includes the valve 150 seal or plug coupled to the pin 600. The valve plug 700 is configured to seal the Schrader valve 150 to prevent airflow in and out of the Schrader valve 150, A spring 705 coupled to the pin 600 is housed in a valve chamber 710. When the pin 600 is depressed, the valve plug 700 is released from a rim opening 715 on the valve chamber 710 to allow air to flow between the tire cavity 310 and the valve chamber 710. The valve chamber 710 is open to the exterior air 507, During depression of the pin 600, the spring 705 is compressed. When the pin 600 is no longer depressed, the spring 705 returns the pin 600 to the initial position where the valve plug 700 is seated to close the valve 150.

[0230] Looking at FIG. 8, the solenoid 305 includes a solenoid coil 800. As an electric current passes through the solenoid coil 800 from the ESS 140, the solenoid coil 800 generates a magnetic field. The solenoid 305 further includes an armature 805 with a solenoid pin tube 810 that accommodates the pin 600. The pin 600 is coupled to a stopper 815 or seal located at the end of the pin 600 facing the inner tire 200. The stopper 815 is coupled to a plunger 820. The stopper 815 is configured to prevent the pin 600 from extending past the inner opening 825 of the valve 150. The plunger 820 is coupled to the armature 805 between the armature 805 and the stopper 815. The plunger 820 is configured io transfer force from the armature 805 to the pin 600. The armature 805 is typically made of a ferromagnetic material. As the magnetic field is generated, the armature 805 is pulled towards the inner opening 825. The pin 600 is pulled along with the armature 805, releasing the valve 150 from the rim opening 71, which in turn causes air to escape from the inner tire 200 to the exterior air 507.

[0231] Referring to FIGS. 9-16, the actuator 145 in another variation includes a motor actuator 900 with a cam section 1100 and a motor section 1105. The motor actuator 900 is operatively connected to the controller 115. The motor actuator 900 includes a motor housing 1000, and one or more fasteners 1005 are used to secure the motor bousing 1000 to the valve 150. The motor actuator 900 includes a motor 1200 and a cam 1210. The cam 1210 is coupled to the bolt thread 525 of the Schrader valve 150. The pin 600 extends from the Schrader valve 150 to the cam 1210. The cam 1210 facilitates the movement of the pin 600, An electrical wire #3560872 054175-000022.

[0232] 31

[0233] 610 connects the electrode 510 on the Schrader valve 150 to the controller 115 and / or the ESS 140. The electrode 510 facilitates the conduction of the electrical current and provides a contact surface for charging the deflator unit 110.

[0234] In one form, the motor 1200 in the motor actuator 900 is an electric motor 1200. The motor actuator 900 generally includes the motor 1200, the cam 1210, and a connecting rod 1205 connecting the motor 1200 to the cam 1210. When electricity is supplied to the electric motor 1200 from the ESS 140, the motor 1200 spins the connecting rod 1205. The cam 1210 translates the rotation of the connecting rod 1205 into a sliding force on the pin 600. In particular, the cam 1210 interacts with a slider 1215 that translates the rotational force into a sliding force.

[0235] The cam 1210 includes an alignment disk 1300, an offset disk 1305, and a cam opening 1310. The cam opening 1310 is configured to accommodate the connecting rod 1205. The cam opening 1310 is centered on the face of the alignment disk 1300 such that when the connecting rod 1205 rotates, the alignment disk 1300 rotates around a central axis. The cam opening 1310 is offset from the center of the offset disk 1305, such that when the connecting rod 1205 rotates, the offset disk 1305 rotates in an eccentric manner.

[0236] The slider 1215 includes an alignment contact 1400 and a slide contact 1405 configured to accommodate the cam 1210. The slider 1215 includes a pin bore 1410 to accommodate the pin 600. The slider 1215 includes a pin tube cavity 1500 to accommodate the pin tube 605. The slider 1215 farther includes a deflation contact 1505 configured to receive force from the offset disk 1305. The alignment disk 1300 is in contact with the alignment contact 1400. The offset disk 1305 is in contact with the slide contact 1405. As the connecting rod 1205 spins, the offset disk 1305 spins on the surface of the slide contact 1405 in an eccentric manner. The eccentric manner causes the offset disk 1305 to come into contact and apply force to the deflation contact 1505 of the slider 1215. When the force is applied to the slider 1215, the slider 1215 slides or reciprocates in a linear fashion away from the Schrader valve 150. The movement of the slider 1215 pulls the pin 600 along with the slider 1215, releasing the valve plug 700 from the rim opening 715 in the Schrader valve 150. When the valve plug 700 is released, air can flow from inside of the tire 200 to the outside which causes the tire 200 to deflate. As the offset disk 1305 continues to rotate, the force on the deflation contact 1505 is #3560872 054175-000022.

[0237] 32

[0238] released. The spring 705 in the Schrader valve 150 returns the valve plug 700 back to the rim opening 715 so as to seal the Schrader valve 150. The rotation of the cam 1210 is controlled by the controller 115 of the deflator unit 110.

[0239] The cam section 1100 further includes an electrical junction 1600 that is coupled to the wire passage 615 from the Schrader valve 150. The electrical junction 1600 includes a first electrical passage 1605 that is coupled to the electrical connection 410 between the valve 150 and the control system 100. The electrical junction 1600 further includes a second electrical passage 1610 that connects the electrical junction 1600 to the motor 1200. The electrical junction 1600 is configured to route power to and from the controller 115 and is configured to route power to the motor 1200.

[0240] Glossary of Terms

[0241] The language used in the claims and specification is to only have its plain and ordinary meaning, except as explicitly defined below. The words in these definitions are to only have their plain and ordinary meaning. Such plain and ordinary meaning is inclusive of all consistent dictionary definitions from the most recently published Webster's dictionaries and Random House dictionaries. As used in the specification and claims, the following definitions apply to these terms and common variations thereof identified below.

[0242] " Accelerometer" generally refers to a device or instrument that measures acceleration or the rate of change of velocity. In one form, the accelerometer measures proper acceleration in which the acceleration of a body is relative to the instantaneous rest frame of the body. The accelerometer can include single-axis or multi-axis type accelerometers. By way of non¬ limiting examples, the accelerometer can include capacitive, resistive, servo, laser, magnetic induction, optical, piezoelectric, resonance, and quantum type accelerometers, just to name a few.

[0243] " Actuator" generally refers to a device that converts energy into motion. In other words, the actuator is a type of transducer that takes one form of energy and converts the energy into another form such as by converting electrical energy into mechanical motion. Actuators can be generally categorized into two types, linear actuators and rotary actuators. Linear actuators produce linear motion such as in the case of moving a piston rod. Rotary actuators produce #3560872 054175-000022.

[0244] 33

[0245] rotary motion such as in the case of a shaft of an electric motor. Some common types of actuators include electric motors, pneumatic cylinders, hydraulic cylinders, solenoids, and piezoelectric actuators, to name just a few examples.

[0246] " Aftermarket Product" generally refers to one or more parts and / or accessories used in repair and / or enhancement of a product already made and sold by an Original Equipment Manufacturer (OEM). For example, aftermarket products can include spare parts, accessories, and / or components for motor vehicles.

[0247] " Bore" general ly refers to a long hollow passage of some mechanical part or other object. Typically, but not always, the bore has a cylindrical shape. In one form, the bore is usually a cylindrical hole made by the turning or twisting movement of a tool, such as a drill, but the bore can be formed in other ways.

[0248] " Cavity" generally refers to an empty space in a solid object. The cavity can be completely or partially surrounded by the solid object. For example, the cavity can be opened to the surrounding environment.

[0249] " Channel" generally refers to a long, narrow groove in a surface of an object.

[0250] " Controller" generally refers to a device, using mechanical, hydraulic, pneumatic electronic techniques, and / or a microprocessor or computer, which monitors and physically alters the operating conditions of a given dynamical system. For example, the controller may be configured to control the behavior of another mechanical and / or electronic device. A controller may include a “control circuit” configured to provide signals or other electrical impulses that may be received and interpreted by the controlled device to indicate how the controlled device should behave. A controller may include a processor for performing calculations to process input or output. A controller may include a memory for storing values to be processed by the processor, or for storing the results of previous processing. A control ler may also be configured to accept input and output from a wide array of input and output devices for receiving or sending values. A controller may also be a virtual computing platform having an unknown or fluctuating number of physical processors and memories or memory devices. A controller may thus be physically located in one geographical location or #3560872 054175-000022.

[0251] 34

[0252] physically spread across several widely scatered locations with multiple processors linked together by a communication network to operate as a single controller. Multiple controllers or computing devices may be configured to communicate with one another or with other devices over wired or wireless communication links to form a network.

[0253] " Controller Area Network" or " CAN" generally refers to a vehicle bus standard designed to allow microcontrollers, sensors, and / or other devices to communicate with each other in applications without necessarily a host computer. CAN systems include a message-based protocol, designed originally for multiplex electrical wiring within automobiles, but is also used in many other contexts. A vehicle with a CAN system may normally, but not always, includes multiple Electronic Control Units (ECUs) which can be also called nodes. These ECUs can include Engine Control Modules (ECMs) and Transmission Control Modules (TCMs) as well as other control units such as for airbags, antilock braking / ABS, cruise control, electric power steering, audio systems, power windows, doors, mirror adjustment, batery and / or hybrid / electric recharging systems, to name just a few. A CAN includes a multi-master serial bus standard for connecting ECUs. The complexity of the ECU or node can range from a simple Input / Output (I / O) device up to an embedded computer with a CAN interface and software. The ECU or node can also act as a gateway allowing a general-purpose computer to communicate over an interface, such as via a USB and / or Ethernet port, to the devices on the CAN network. Each ECU usually, but not always, includes a central processing unit, a CAN controller, and transceiver. The CAN systems can for example include low speed CAN (128 Kbps) under the ISO 11898-3 standard, high speed CAN (512Kbps) under the ISO 11898-2 standard, CAN FD under the ISO 11898-1 standard, and single wire CAN under the SAE J2411 standard.

[0254] " Electric Motor" generally refers to an electrical machine that converts electrical energy into mechanical energy. Normally, but not always, electric motors operate through the interaction between one or more magnetic fields in the motor and winding currents to generate force in the form of rotation. Electric motors can be powered by direct current (DC) sources, such as from batteries, motor vehicles, and / or rectifiers, or by alternating current (AC) sources, such as a power grid, inverters, and / or electrical generators. An electric generator can (but not always) be mechanically identical to an electric motor, but operates in the reverse direction, accepting mechanical energy and converting the mechanical energy into electrical energy. #3560872 054175-000022.

[0255] 35

[0256] " Energy Storage System*' (ESS) or " Energy Storage Unit" generally refers to a device that captures energy produced at one time for use at a later time. The energy can be supplied to the ESS in one or more forms, for example including radiation, chemical, gravitational potential, electrical potential, electricity, elevated temperature, latent heat, and kinetic types of energy. The ESS converts the energy from forms that are difficult to store to more conveniently and / or economically storable forms. By way of non-limiting examples, techniques for accumulating the energy in the ESS can include: mechanical capturing techniques, such as compressed air storage, flywheels, gravitational potential energy devices, springs, and hydraulic accumulators; electrical and / or electromagnetic capturing techniques, such as using capacitors, super capacitors, and superconducting magnetic energy storage coils; biological techniques, such as using glycogen, biofuel, and starch storage mediums; electrochemical capturing techniques, such as using flow batteries, rechargeable batteries, and ultra-batteries; thermal capture techniques, such as rising eutectic systems, molten salt storage, phase-change materials, and steam accumulators; and / or chemical capture techniques, such as using hydrated salts, hydrogen, and hydrogen peroxide. Common ESS examples include lithium-ion batteries and super capacitors.

[0257] " Fastener" generally refers to a hardware device that mechanically joins or otherwise affixes two or more objects together. By way of non-limiting examples, the fastener can include bolts, dowels, nails, nuts, pegs, pins, rivets, screws, buttons, hook and loop fasteners, and snap fasteners, to just name a few.

[0258] " Housing" generally refers to a component that covers, protects, and / or supports another thing. A housing can have a unitary construction or be made of multiple components. The housing can be made from the same material or a combination of different materials. The housing can include a protective cover designed to contain and / or support one or more mechanical components. Some non-limiting examples of a housing include a case, enclosure, covering, body, and shell.

[0259] " Memory" generally refers to any storage system or device configured to retain data or information. Each memory may include one or more types of solid-state electronic memory, magnetic memory, or optical memory, just to name a few. By way of non- limiting example, #3560872 054175-000022.

[0260] 36

[0261] each memory may include solid-state electronic Random Access Memory (RAM), Sequentially Accessible Memory (SAM) (such as the First- In, First-Out (FIFO) variety or the Last-In-First-Out (LIFO) variety). Programmable Read Only Memory (PROM), Electronically Programmable Read Only Memory (EPROM), or Electrically Erasable Programmable Read Only Memory (EEPROM); an optical disc memory (such as a DVD or CD ROM); a magnetically encoded hard disc, floppy disc, tape, or cartridge media; or a combination of any of these memory types. Also, each memory may be volatile, nonvolatile, or a hybrid combination of volatile and nonvolatile vari eties.

[0262] " Mobile Device" generally refers to a piece of portable electronic equipment that can connect to a network such as a wireless network, a mobile network, and / or the internet. For instance, a mobile device can include a smartphone or tablet computer.

[0263] " Motor" generally refers to a machine that supplies motive power for a device with moving parts. The motor can include rotor and linear type motors. The motor can be powered in any number of ways, such as via electricity, internal combustion, pneumatics, and / or hydraulic power sources. By way of non-limiting examples, the motor can include a servomotor, a pneumatic motor, an electric motor, a hydraulic motor, a steam engine, a pneumatic piston, a. hydraulic piston, and / or an internal combustion engine.

[0264] " Original Equipment Manufacturer" or " OEM" generally refers to an organization that makes finished devices from component parts bought from other organizations that are usually sold under their own brand in a consumer or commercial market.

[0265] " Pin" or " Peg" generally refers to an elongated piece of material such as wood, metal, plastic and / or other material. Typically (but not always), the pin is tapered at one or both ends, but the pin can be shaped differently in other examples. For example, the ends of the pin can be flattened, widened, and / or bent in order to retain the pin. Pins can be used for any number of purposes. For example, the pin can be used in machines to couple components together or otherwise act as an interface between components. Pins can also be used for holding things together, hanging things on, and / or marking a position. Normally, but not always, the pin is a small, usually cylindrical piece. In certain cases, the pin is a pointed and / or a tapered piece used to pin down, fasten things together, and / or designed to fit into holes. In other examples. #3560872 054175-000022.

[0266] 37

[0267] the pin can have a polyhedral shape, such as with a rectangular or triangular cross-sectional shape, or an irregular shape.

[0268] " Pressure Sensor" generally refers to a device for pressure measurement of fluids, such as gases and / or liquids. Generally, the pressure sensor usually acts as a transducer by generating a signal as a function of the pressure imposed on the sensor. When the pressure sensor is an electronic type sensor, the generated signal can include an analog or digital signal. The pressure sensor can for example measure or detect pressure relative to a perfect vacuum, atmospheric pressure, a fixed pressure value, or a differential pressure value. By way of non limiting examples, pressure sensors can include absolute, gauge, vacuum, differential, and sealed type pressure sensors. The pressure sensor can detect the pressure in a wide variety of ways, such as through capacitive, electromagnetic, piezoelectric, strain-gauge, optical, potentiometric, resonant frequency, thermal, and / or ionization techniques, to name just a few.

[0269] " Processor" generally refers to one or more electronic components configured to operate as a single unit configured or programmed to process input to generate an output. Alternatively, when of a multi-component form, a processor may have one or more components located remotely relative to the others. One or more components of each processor may be of the electronic variety defining digital circuitry, analog circuitry, or both. In one example, each processor is of a conventional, integrated circuit microprocessor arrangement. The concept of a "processor" is not limited to a single physical logic circuit or package of circuits but includes one or more such circuits or circuit packages possibly contained within or across multiple computers in numerous physical locations. In a virtual computing environment, an unknown number of physical processors may be actively processing data, and the unknown number may automatically change over time as well. The concept of a "processor" includes a device configured or programmed to make threshold comparisons, rules comparisons, calculations, or perform logical operations applying a rule to data yielding a logical result (e.g., "true" or "false"). Processing activities may occur in multiple single processors on separate servers, on multiple processors in a single server with separate processors, or on multiple processors physically remote from one another in separate computing devices.

[0270] " Satellite Navigation" generally refers to a system that uses satellites to provide geo-spatial positioning data. In one example, the system may include a receiver that interacts with #3560872 054175-000022.

[0271] 38

[0272] satellites using electromagnetic radiation. The timing of the transmission of the signal from the receiver to the satellites allows calculation of the position of the receiver using triangulation. Some of examples of satellite navigation systems include global positioning systems such as GPS and GLONASS as well as global positioning systems under development such as Galileo. A satellite navigation system may also be a regional positioning system such as BeiDou, NAVIC, and QZSS.

[0273] " Sensor” generally refers to an object whose purpose is to detect events and / or changes in the environment of the sensor, and then provide a corresponding output. Sensors include transducers that provide various types of output, such as electrical and / or optical signals. By way of nonlimiting examples, the sensors can include pressure sensors, ultrasonic sensors, humidity sensors, gas sensors, motion sensors, acceleration sensors, displacement sensors, force sensors, optical sensors, and / or electromagnetic sensors, In some examples, the sensors include barcode readers, RFID readers, and / or vision systems.

[0274] " Short-Range Communication" generally refers to any network that is capable of transmitting data over short distances using high-frequency electromagnetic radiation. Some examples of short-range communication protocols include, but are not limited to Bluetooth®, Wi-Fi, RFID, ZigBee®, and Thread® protocol standards.

[0275] " Spring" generally refers to an elastic object that stores mechanical energy. The spring can include a resilient device that can be pressed, pulled, and / or twisted but returns to its former shape when released. The spring can be made from resilient or elastic material such as metal and / or plastic. The spring can counter or resist loads in many forms and apply force at constant or variable levels. For example, the spring can include a tension spring, compression spring, torsion spring, constant spring, and / or variable spring. The spring can take many forms such as by being a flat spring, a machined spring, andor a serpentine spring. By way of non limi ting examples, the springs can include various coil springs, pocket springs, Bonnell coils, offset coils, continuous coils, cantilever springs, volute springs, hairsprings, leaf springs, V-springs, gas springs, leaf springs, torsion springs, rubber bands, spring washers, and / or wave springs, to name just a few. #3560872 054175-000022.

[0276] 39

[0277] " Tire Pressure Monitoring System" or " TPMS*' generally refers to an electronic system designed to monitor air pressure inside pneumatic tires on vehicles. The TPMS can be configured to report real-time tire pressure information of the vehicle, such as via a gauge, a pictogram display, a low-pressure warning light, audible sound, and / or other output device. TPMS can be generally categorized into two different types, direct TPMS (dTPMS) and indirect TPMS (iTPMS). The dTPMS types include pressure sensors mounted on each wheel, either internally or externally to the wheel. The dTPMS sensors physically measure the tire pressure in each tire and for example report the pressure readings to an instrument cluster in the vehicle. The iTPMS types do not use physical pressure sensors but indirectly measure air pressures by monitoring individual wheel rotational speeds and other signals available outside of the tire. For example, iTPMS types can for example indirectly measure pressure through wheel speed sensors of Antilock Braking Systems (ABS).

[0278] " Transceiver" generally refers to a device that includes both a transmitter and a receiver that share common circuitry and / or a single housing. Transceivers are typically, but not always, designed to transmit and receive electronic signals, such as analog and / or digital radio signals.

[0279] " Vehicle" generally refers to a machine that transports people and / or cargo. Common vehicle types can include land-based vehicles, amphibious vehicles, watercraft, aircraft, and space craft. By way of non-limiting examples, land-based vehicles can include wagons, carts, scooters, bicycles, motorcycles, automobiles, vans, buses, trucks, semi-trailers, trains, trolleys, and trams. Amphibious vehicles can for example include hovercraft and duck boats, and watercraft can include ships, boats, and submarines, to name just a few examples.

[0280] Common forms of aircraft include airplanes, helicopters, autogiros, and balloons, and spacecraft for instance can include rockets and rocket powered aircraft. The vehicle can have numerous types of power sources. For instance, the vehicle can be powered via human propulsion, electrically powered, powered via chemical combustion, nuclear powered, and / or solar powered. The direction, velocity, and operation of the vehicle can be human controlled, autonomously controlled, and / or semi -autonomously controlled. Examples of autonomously or semi -autonomously controlled vehicles include Automated Guided Vehicles (AGVs) and drones. #3560872 054175-000022.

[0281] 40

[0282] It should be noted that the singular forms "a," "an," "the," and the like as used in the description and / or the claims include the plural forms unless expressly discussed otherwise. For example, if the specification and / or claims refer io ”a device" or "the device", it includes one or more of such devices.

[0283] It should be noted that directional terms, such as "up," "down,” "top," "bottom," "lateral,” "longitudinal," "radial," "circumferential," "horizontal," "vertical," etc,, are used herein solely for the convenience of the reader in order to aid in the reader's understanding of the illustrated embodiments, and it is not the intent that the use of these directional terms in any manner limit the described, illustrated, and / or claimed features to a specific direction and / or orientation.

[0284] While the invention has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only the preferred embodiment has been shown and described and that all changes, equivalents, and modifications that come within the spirit of the inventions defined by the following claims are desired to be protected. All publications, patents, and patent applications cited in this specification are herein incorporated by reference as if each individual publication, patent, or patent application were specifically and individually indicated to be incorporated by reference and set forth in its entirety herein.

[0285] Reference Numbers

[0286] 100 system

[0287] 105 mobile device

[0288] 110 deflator unit

[0289] 115 controller

[0290] 120 transceiver

[0291] 125 processor #3560072 054175-000022.

[0292] 130 memory

[0293] 135 TPMS chip

[0294] 140 ESS

[0295] 145 actuator

[0296] 150 valve

[0297] 200 tire

[0298] 205 rim

[0299] 305 solenoid

[0300] 310 tire cavity

[0301] 400 valve hole

[0302] 410 electrical connection 415 strap

[0303] 420 channel

[0304] 425 bead seats

[0305] 500 valve cap

[0306] 505 valve stem threads 507 exterior air

[0307] 510 electrode

[0308] 515 nut

[0309] 520 washer

[0310] 525 bolt thread

[0311] 530 first ESS #3560072 054175-000022.

[0312] 42 535 second ESS

[0313] 540 electronics housing

[0314] 600 pin

[0315] 602 valve opening

[0316] 605 pin tube

[0317] 610 electrical wire

[0318] 615 wire passage

[0319] 700 valve plug

[0320] 705 spring

[0321] 710 valve chamber

[0322] 715 rim opening

[0323] 800 solenoid coil.

[0324] 805 armature

[0325] 810 solenoid pin tube

[0326] 815 stopper

[0327] 820 plunger

[0328] 825 inner opening

[0329] 900 motor actuator

[0330] 1000 motor housing

[0331] 1005 fasteners

[0332] 1100 cam section

[0333] 1105 motor section #3560072 054175-000022.

[0334] 43 1200 motor

[0335] 1205 connecting rod

[0336] 1210 cam

[0337] 1215 slider

[0338] 1300 alignment disk

[0339] 1305 offset disk

[0340] 1310 cam opening

[0341] 1400 alignment contact

[0342] 1405 slide contact

[0343] 1410 pin bore

[0344] 1500 pin tube cavity

[0345] 1505 deflation contact

[0346] 1600 electrical junction

[0347] 1605 first electrical passage

[0348] 1610 second electrical passage

Claims

#3560872 054175-000022.44CLAIMSWhat is claimed is:

1. A system, comprising:a valve configured to gas flow from a tire; anda deflator unit configured to open the valve,2. The system of claim 1, wherein the deflator unit is configured to deflate the tire to a designated pressure,3. The sy stem of claim 1, wherein the deflator unit is only able to deflate the tire.

4. The system of claim 1, wherein the deflator unit includes an actuator.

5. The system of claim 4, wherein the actuator includes a solenoid.

6. The system of claim 5, wherein:the valve includes a valve core;the valve core includes a pin;the deflator unit is configured to move the pin from a closed position to an open position: and the solenoid is configured to magnetically move the pin from the closed position to the open position when energized.

7. The system of claim 4, wherein the actuator includes a motor,8. The system of claim 7, wherein:the valve includes a valve core;the valve core includes a pin;the actuator includes a cam;the cam is coupled to the motor;the actuator includes a slider;the cam is configured to slide the slider; and#3560872 054175-000022.45the slider is positioned proximal to the pin to actuate the pin.

9. The sy stem of claim 4, wherein:the valve includes a valve core;the valve core includes a pin;the valve includes a spring configured to bias the pin to a closed position;the actuator is coupled to the pin of the valve: andthe spring is configured to close the valve when the actuator releases the pin.

10. The system of claim 4, wherein:the deflator unit includes a controller; andthe controller is configured to control the actuator.

11. The system of claim 1, wherein the deflator unit is configured to communicate with a mobile device via a short-range communication protocol.

12. The system of claim 11, wherein the short-range communication protocol includes a Bluetooth® protocol.

13. The system of claim 1, further comprising:a mobile device including an application configure to control the deflator unit; wherein the deflator unit is wirelessly coupled to the mobile device; andwherein the deflator unit includes a pressure sensor.

14. The system of claim 13, wherein the mobile device is configured to provide an alert for improper tire pressure.

15. The system of claim 14, wherein the mobile device is configured to determine the improper tire pressure based on location.

16. The system of' claim 14. wherein the mobile device is configured to determine the improper tire pressure based on velocity.#3560872 054175-000022.4617. The system of claim 14, wherein the mobile device is configured to log pressure readings from the pressure sensor of the deflator unit.

18. The system of' claim 14, wherein the mobile device is configured to share pressure readings with others via a social network.

19. The system of claim 14, wherein:the deflator unit includes a controller;the controller includes an accelerometer; andthe mobile device is configured to provide an alert when tire imbalance is sensed by the accelerometer in the deflator unit.

20. 1'he system of claim 1, further including:a wheel including a rim:wherein the valve is mounted to the rim; andwherein the deflator unit is coupled to the valve.

21. The system of claim 20, further comprising:wherein the rim defines a channel;wherein the deflator unit includes a controller;a strap holding the controller in place against the rim; andwherein the strap holds the controller in the channel of the rim.

22. 'rhe system of claim 1, wherein:the deflator unit includes a controller; andthe controller includes a Bluetooth® Low1Energy (BLE) chip.

23. The system of claim 1, wherein:the valve includes a valve stem;the deflator unit includes an Energy Storage System (ESS);the deflator unit includes an electrical contact;the electrical contact is positioned on the valve stem; andthe electrical contact is electrically connected to the ESS to charge the ESS.#3560872 054175-000022.4724. The system of claim I, wherein:the deflator unit includes a controller;the deflator unit includes an actuator;the controller is configured to control the actuator;the deflator unit includes a pressure sensor;the pressure sensor is configured to sense tire pressure;the pressure sensor is operatively connected to the controller; andthe deflator unit is configured to deflate the tire to a designated pressure.

25. A method, comprising:receiving a target tire pressure at a deflator unit from a mobile device;opening a valve of a tire with the deflator unit to deflate the tire;monitoring tire pressure with the deflator unit as the tire deflates; andclosing the valve of the tire with the deflator unit upon detection of the target tire pressure.

26. The method of claim 25, further comprising:pairing the mobile device with the deflator unit using a short-range communication protocol.

27. The method of claim 25. further comprising:sending an alert to the mobile device when the deflator unit senses improper tire pressure.

28. The method of claim 25, further comprising:sending an alert to the mobile device when the deflator unit senses tire imbalance.

29. The method of claim 25, further comprising:logging tire pressure readings from the deflator unit with the mobile device.

30. The method of claim 25. further comprising:sharing information from the deflator unit to a web site via the mobile device.

31. The system or method of any one of claims 1 to 30, wherein the deflator unit is configured to deflate the tire to a designated pressure.#3560872 054175-000022.32, The system or method of any one of claims I to 3 I. wherein the deflator unit is only able to deflate the tire.

33. The system or method of any one of claims 1 to 32, wherein the deflator unit includes an actuator.

34. 1'he system or method of any one of ciaims I to 33, wherein the actuator includes a solenoid.35, The system or method of any one of claims 1 to 34. wherein:the valve includes a valve core;the valve core includes a pin;the deflator unit is configured to move the pin from a closed position to an open position; and the solenoid is configured to magnetically move the pin from the closed position to the open position when energized.

36. The system or method of any one of claims 1 to 35, wherein the actuator includes a motor.

37. The system or method of any one of claims I to 36, wherein:the valve includes a valve core;the valve core includes a pin;the actuator includes a cam;the cam is coupled to the motor;the actuator includes a slider;the cam is configured to slide the slider; andthe slider is positioned proximal to the pin to actuate the pin.

38. The system or method of any one of claims I to 37, wherein:the valve includes a valve core;the valve core includes a pin;the valve includes a spring configured to bias the pin to a closed position;#3560872 054175-000022.49the actuator is coupled to the pin of the valve; andthe spring is configured to close the valve when the actuator releases the pin.

39. The system or method of any one of claims 1 to 38, wherein:the deflator unit includes a controller; andthe controller is configured to control the actuator.

40. 1'he system or method of any one of claims 1 to 39, wherein the deflator unit is configured to communicate with a mobile device via a short-range communication protocol.

41. The system or method of any one of claims I to 40. wherein the short-range communication protocol includes a Bluetooth® protocol.

42. The system or method of any one of claims 1 to 41, farther comprising:a mobile device including an application configure to control the deflator unit; wherein the deflator unit is wirelessly coupled to the mobile device; andwherein the deflator unit includes a pressure sensor.

43. The system or method of any one of claims 1 to 42, wherein the mobile device is configured to provide an alert for improper tire pressure.

44. The system or method of any one of claims 1 to 43, wherein the mobile device is configured to determine the improper tire pressure based on location.

45. The system or method of any one of claims 1 to 44. wherein the mobi le device is configured to determine the improper tire pressure based on velocity''.

46. The system or method of any one of claims 1 to 45, wherein the mobile device is configured to log pressure readings from the pressure sensor of the deflator unit.

47. The system or method of any one of claims 1 to 46, wherein the mobile device is configured to share pressure readings with others via a social network.#3560872 054175-000022.5048. The system or method of any one of claims 1 to 47, wherein;the deflator unit includes a controller;the controller includes an accelerometer; andthe mobile device is configured to provide an alert when tire imbalance is sensed by the accelerometer in the deflator unit.

49. The system or method of any one of claims I to 48. further including;a wheel including a rim:wherein the valve is mounted to the rim; andwherein the deflator unit is coupled to the valve.

50. The system or method of any one of claims 1 to 49, further comprising: wherein the rim defines a channel;wherein the deflator unit includes a controller;a strap holding the controller in place against the rim; andwherein the strap holds the controller in the channel of the rim.

51. The system or method of any one of claims I to 50, wherein:the deflator unit includes a controller; andthe controller includes a Bluetooth® Low Energy (BLE) chip.

52. The system or method of any one of claims I to 51, wherein:the valve includes a valve stem;the deflator unit includes an Energy Storage System (ESS):the deflator unit includes an electrical contact;the electrical contact is positioned on the valve stem; andthe electrical contact is electrically connected to the ESS to charge the ESS,53. The system or method of any one of claims 1 to 52, wherein:the deflator unit includes a controller;the deflator unit includes an actuator;the controller is configured to control the actuator;the deflator unit includes a pressure sensor:#3560872 054175-000022431200 motor1205 connecting rod1210 cam1215 slider1300 alignment disk1305 offset disk1310 cam opening1400 alignment contact1405 slide contact1410 pin bore1500 pin tube cavity1505 deflation contact1600 electrical junction1605 first electrical passage1610 second electrical passage

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