1. A wheel for a vehicle, comprising:

a rim;

an inner hub positioned radially inward from the rim;

an attachment assembly configured to couple the rim to the inner hub; an air-engaging first flexible and aerodynamic surface covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the air-engaging first flexible and aerodynamic surface is operatively connected proximate the inner hub and a radially distal peripheral edge of the air-engaging first flexible and aerodynamic surface is operatively connected proximate the rim, thereby forming a first axial surface of the wheel; and an air-engaging second flexible and aerodynamic surface covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the air-engaging second flexible and aerodynamic surface is operatively connected proximate the inner hub and a radially distal peripheral edge of the air-engaging second flexible and aerodynamic surface is operatively connected proximate the rim, thereby forming a second axial surface of the wheel that is axially opposite the first surface of the wheel;

wherein the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface are capable of accommodating external forces and changing shape when subjected to the external forces.

2. The wheel of claim 1, wherein the external force comprises wind.

3. The wheel of claim 1, wherein the attachment assembly configured to couple the rim to the inner hub comprises: a plurality of spokes extending radially from the inner hub to the rim; a multi-arm central drive plate and laterally oriented interlocking cross ribs; or between two and eight arms.

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

5. The wheel of claim 1, wherein the rim further comprises a brake track.

6. The wheel of claim 1, wherein the inner hub comprises a rear wheel disc brake hub, a front wheel disc brake hub, a rear wheel non-disc brake hub, a front wheel non-disc brake hub, a freewheel hub, or a combination thereof.

7. The wheel of claim 1, wherein the first and second air-engaging flexible and aerodynamic surfaces comprise rubber, silicone, latex, shrink wrap, stretch film, or a combination thereof.

8. The wheel of claim 1, wherein the first and second air-engaging flexible and aerodynamic surfaces have a variable thickness.

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

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

11. The wheel of claim 1, wherein the radially distal peripheral edge of each of the first and second air-engaging flexible and aerodynamic surfaces is operatively connected proximate the rim by:

a resilient member embedded in a radially distal peripheral edge of each of said first and second air-engaging flexible and aerodynamic surfaces, wherein said resilient member is coupled to a ridge on each axial side of said rim;

or a chemical glue.

12. The wheel of claim 1, wherein each radially distal peripheral edge of the first and second air-engaging flexible and aerodynamic surfaces is operatively connected proximate the rim by a spline operatively coupled to the radially distal peripheral edges of the first and second air-engaging flexible and aerodynamic surfaces, wherein the splines are coupled with a groove in each axial side of the rim.

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

14. A wheel for a vehicle, comprising:

a rim;

an inner hub positioned radially inward from the rim;

an attachment assembly configured to couple the rim to the inner hub; an air-engaging first flexible and aerodynamic surface covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the air-engaging first flexible and aerodynamic surface is operatively connected proximate the inner hub and a radially distal peripheral edge of the air-engaging first flexible and aerodynamic surface is operatively connected proximate the rim, thereby forming a first axial surface of the wheel; and an air-engaging second flexible and aerodynamic surface covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the air-engaging second flexible and aerodynamic surface is operatively connected proximate the inner hub and a radially distal peripheral edge of the air-engaging second flexible and aerodynamic surface is operatively connected proximate the rim, thereby forming a second axial surface of the wheel that is axially opposite the first surface of the wheel; and

an inner slide mechanism located closer to the inner hub than the wheel rim and operatively connected with the first and second air engaging flexible and aerodynamic surfaces;

wherein the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface are capable of accommodating external forces and changing shape when subjected to the external forces;

wherein the internal sliding mechanism is configured to enable the first and second air-engaging flexible and aerodynamic surfaces to move simultaneously and laterally in a leeward direction; and

wherein the internal sliding mechanism is configured to move independently of the inner hub, the rim, and the attachment assembly configured to couple the rim to the inner hub.

15. The wheel of claim 14, wherein the external force comprises wind.

16. The wheel of claim 14, wherein the internal slip mechanism comprises:

two axially opposed circular panels; and

a plurality of linear bearings arranged in a parallel configuration;

wherein the circular face plate is coupled with each axial end of the linear bearing,

wherein the linear bearing is slidably engaged with the attachment assembly configured to couple the rim to the inner hub and is closer to the inner hub than the rim;

wherein the circular panel is operably connected to the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface; and

wherein the linear bearing allows the first and second air-engaging flexible and aerodynamic surfaces to move in lateral and leeward directions simultaneously independently of the inner hub, the rim and the attachment assembly configured to couple the rim to the inner hub.

17. The wheel as set forth in claim 14,

wherein the inner slide mechanism comprises a free floating cylinder surrounding the inner hub;

wherein the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface are respectively coupled to axially opposite circular faces of the free-floating cylinder; and is

Wherein the free-floating cylinder allows the first and second air-engaging flexible and aerodynamic surfaces to move in lateral and leeward directions simultaneously independently of the inner hub, the rim, and the attachment assembly configured to couple the rim to the inner hub.

Background

In use, there are several different forces opposing the motion of the wheels of a vehicle (such as a bicycle, a hand-pedal cycle, a recumbent bicycle, a wheelchair).

Using a bicycle as an example of a vehicle, one significant force resisting the motion of the bicycle is the air resistance caused by the bicycle moving through the air. These air resistances are particularly problematic for athletes and professional bicycle riders. The power required to overcome this air resistance is proportional to the vehicle speed to the third power. Greater speed results in greater air resistance, which in turn requires the cyclist to expend more energy to overcome the air resistance, and this adversely affects the performance of the cyclist. Therefore, reducing air resistance is an important consideration for racing cyclists and other serious cyclists.

One of the primary sources of air resistance on a bicycle comes from the flow of air over and around the bicycle wheel. As is known, a conventional bicycle wheel generally comprises: a rim carrying a tyre rolling on the ground; a hub rotatable on a pin fixed relative to a bicycle frame; and a plurality of spokes connecting the rim to the hub. Conventional spoked wheels are generally stable in cross winds and can be made lightweight and strong depending on the material from which they are made. However, conventional spoked wheels produce significant air resistance.

Disclosure of Invention

According to some embodiments, the present disclosure describes a wheel for a vehicle, comprising: a rim; an inner hub positioned radially inward from the rim; an attachment assembly configured to couple the rim to the inner hub; an air engaging first flexible and aerodynamic surface (a first air engaging flexible and aerodynamic surface) covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the air engaging first flexible and aerodynamic surface is operatively connected proximate the inner hub and a radially distal peripheral edge of the air engaging first flexible and aerodynamic surface is operatively connected proximate the rim, thereby forming a first axial surface of the wheel; and an air-engaging second flexible and aerodynamic surface covering the attachment assembly configured to couple the rim to the inner hub, wherein a radially inner edge of the air-engaging second flexible and aerodynamic surface is operatively connected proximate the inner hub and a radially distal peripheral edge of the air-engaging second flexible and aerodynamic surface is operatively connected proximate the rim, thereby forming a second axial surface of the wheel axially opposite the first surface of the wheel; wherein the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface are capable of accommodating external forces and changing shape when subjected to the external forces.

According to some embodiments, the external force comprises wind.

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

According to some embodiments, the rim is configured to be operably engaged with a tubular tire, a tubeless tire, or a wedge-shaped tire.

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

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

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

According to some embodiments, the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface have a variable thickness.

According to some embodiments, the first flexible and aerodynamic surface is attached to the first flexible and aerodynamic surface by a first attachment means.

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

According to some embodiments, the radially distal peripheral edge of each of said first and second air-engaging flexible and aerodynamic surfaces is operatively connected proximate to said rim by: a resilient member embedded in a radially distal peripheral edge of each of said first and second air-engaging flexible and aerodynamic surfaces, wherein said resilient member is coupled to a ridge on each axial side of said rim; or a chemical glue.

According to some embodiments, a radially distal peripheral edge of each of the first and second air-engaging flexible and aerodynamic surfaces is operatively connected proximate the rim by a spline operatively coupled to the radially distal peripheral edges of the first and second air-engaging flexible and aerodynamic surfaces, wherein the spline is coupled with a groove in each axial side of the rim.

According to some embodiments, the vehicle is a bicycle.

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

According to some embodiments, the external force comprises wind.

According to some embodiments, the internal sliding mechanism comprises: two axially opposed circular panels; and a plurality of linear bearings arranged in a parallel configuration; wherein the circular panel is coupled with each axial end of the linear bearing, wherein the linear bearing is slidably engaged with the attachment assembly configured to couple the rim to the inner hub and is closer to the inner hub than the rim; and, the circular panel is operatively connected to the first and second air-engaging flexible and aerodynamic surfaces; and wherein the linear bearing allows the first and second air-engaging flexible and aerodynamic surfaces to move in both lateral and leeward directions simultaneously independently of the inner hub, the rim and the attachment assembly configured to couple the rim to the inner hub.

According to some embodiments, the inner slide mechanism comprises a free floating cylinder surrounding an inner hub; wherein the first air-engaging flexible and aerodynamic surface and the second air-engaging flexible and aerodynamic surface are respectively coupled to axially opposite circular faces of the free-floating cylinder; and wherein the free-floating cylinder allows the first and second air-engaging flexible and aerodynamic surfaces to move simultaneously in lateral and leeward directions independently of the inner hub, the rim, and the attachment assembly configured to couple the rim to the inner hub.

Drawings

For a better understanding of the various embodiments described herein, and to show more clearly how they may be carried into effect, reference will now be made, by way of example only, to the accompanying drawings, in which:

FIG. 1A depicts a graphical representation of a side elevation view of a wheel according to a non-limiting embodiment;

FIG. 1B depicts a graphical representation of a side elevational view, in partial cross-section, of the wheel shown in FIG. 1A, according to a non-limiting embodiment;

FIG. 2 depicts a graphical representation of a cross-sectional front view of the internal structure of a wheel according to a non-limiting embodiment;

FIG. 3A depicts a perspective view of a partially assembled internal structure of a wheel, including: a rim, an inner hub, an attachment assembly configured to couple the rim to the inner hub (multi-arm direct drive plate and laterally oriented interlocking cross ribs);

FIG. 3B depicts a perspective view of a rim of a wheel that may be closed or open in configuration (to accept a multi-arm direct drive plate and laterally oriented interlocking cross ribs), according to a non-limiting embodiment;

FIG. 4A depicts a perspective view of a splined inner hub component of a wheel in accordance with a non-limiting embodiment;

FIG. 4B depicts a top view of a splined inner hub component of a wheel in accordance with a non-limiting embodiment;

FIG. 5 depicts a side elevation view of a multi-arm central drive plate member of a wheel according to a non-limiting embodiment;

FIG. 6 depicts a side elevational view of a laterally oriented interlocking cross-rib component of a wheel prior to interlocking, according to a non-limiting embodiment;

FIG. 7 depicts a perspective view of an interlocking component of a wheel according to a non-limiting embodiment;

FIG. 8A depicts a front elevation view of a wheel according to a non-limiting embodiment;

FIG. 8B depicts a front elevational view of the wheel under the influence of wind, showing the airfoil shape formed when transformed by the wind, according to a non-limiting embodiment;

FIG. 9 depicts a graph (time(s) on the x-axis, wind force (g) on the y-axis) illustrating test data for reactivity of a rigid disk wheel with respect to an embodiment of the present invention in a cross wind, according to a non-limiting embodiment;

FIG. 10 depicts a graph illustrating results of an egg drop test demonstrating the shock absorbing capability of embodiments of the present invention compared to a conventional rigid disc wheel, in accordance with a non-limiting embodiment;

FIG. 11 depicts a graph (axial surface depth (mm) on the x-axis and weight (g) on the y-axis) illustrating data for the weight and aerodynamic profile of wheels currently available to consumers on the market compared to the weight and aerodynamic profile of embodiments of the present invention, in accordance with a non-limiting embodiment;

FIG. 12 depicts an illustration of certain wind concepts;

13A and 13B depict perspective and partial views of a partially assembled wheel further including an internal sliding mechanism, according to a non-limiting embodiment;

FIG. 14 depicts a graph (yaw angle (β) (degrees) on the x-axis and aerodynamic drag (g) on the y-axis) illustrating data for a wheel currently available to consumers on the market as compared to an embodiment of the present invention, in accordance with a non-limiting embodiment;

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

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

FIG. 16 depicts a graphical representation of a side perspective view of a wheel according to a non-limiting embodiment.

Detailed Description

Innovations in cycling have been followed by a doggy, i.e. the goal of the cyclist and the manufacturers of bicycles and wheels, to make the wheel, bicycle and cyclist as invisible as possible in the wind, in particular to reduce the air resistance.

Various manufacturers have attempted to reduce air resistance, as exemplified by the following U.S. patent description.

The aerodynamic bicycle rim disclosed in us patent No. 8,888,195 describes a deep rim wheel that is wider than a tire-the rim being widest at a point radially outward toward the rim and the edge of the tire and then narrowing as it is radially closer to the central axle. Deep rim wheels, such as the rim disclosed in U.S. patent No. 8,888,195, provide some aerodynamic benefits in certain winds (such as apparent crosswinds) as well as the perceived and actual stability of the wheel. However, such rim wheels compromise the aerodynamic benefits due to the greater air resistance compared to full disc wheels.

Us patent No. 7,114,785 discloses a solid disc wheel with a rigid load-bearing skin that is textured to create a turbulent aerodynamic boundary layer and reduce aerodynamic drag. Us patent No. 7,114,785 describes a wheel which can be considered a conventional disc wheel. However, the wheel disclosed in us patent No. 7,114,785 has the disadvantage of being heavy and unstable under certain wind forces relative to conventional spoked wheels.

The disc wheel disclosed in us patent No. 4,978,174 describes a conventional spoked wheel having a smooth surface in which a smoothly stretched thin film disc skin is bonded to the rim and hub. The dish cover is stretched smoothly, which means that the wheel is not able to adapt to the wind. As a result, the disc wheel has the disadvantage of being unstable under certain wind conditions (such as apparent cross wind).

As can be seen from a summary of the above-described U.S. patents, prior art bicycle wheels have attempted to reduce air resistance through the use of deep-disc rims, solid surfaces, disc-type wheel covers, or rigid wheel covers.

To reduce the air resistance associated with conventional spoked wheels, wheels and disc wheels have been developed with rims of significant depth, with aerodynamic advantages over deep-disc rim wheels, with solid disc wheels. Deep-disc wheels are generally lighter and more stable in cross-winds, but do not provide the same aerodynamic advantages and reduced air resistance as solid disc wheels. In a disc wheel, the hub and rim are no longer connected by spokes but by a disc or by a pair of flat or curved walls (lenticular wheel). In this type of wheel, the materials and structures used to achieve the relevant aerodynamic benefits result in a wheel that is significantly heavier in weight. There is often a trade-off between aerodynamics and weight-wheels generally become heavier as aerodynamics improve.

While existing disc wheels significantly reduce or eliminate air resistance caused by air movement over and around the spokes and over and around the rim of the wheel, the disc wheels are much heavier and more unstable in cross winds than spoked wheels. Compared with a common spoke wheel, the increased weight of the traditional disc wheel ensures that the traditional disc wheel can not meet normal use or daily use at all, even the use of common competitors and even common bicycle athletes.

The bicycle rider, who chooses the aerodynamic advantage of the disc wheel, must also accept and overcome this additional weight and instability in the crosswind. While measuring instability in crosswind is challenging, bicycle riders often report the instability experienced when riding a traditional disc wheel in apparent crosswind.

Therefore, it can be said that in the research and development of wheels for vehicles (such as bicycles), there are a number of problems currently to be solved by manufacturers and designers who conduct research and development of wheels for such vehicles. These problems are also to be solved for other vehicles such as hand-treadmills, recumbent bicycles and wheelchairs.

The first problem to be solved is to make a wheel that is strong and light. A second problem to be solved is to make a wheel with low air resistance which is also stable in cross wind.

To date, these problems have been separately addressed by conventional means. The first problem has been solved by using a typical spoked wheel structure, and by simply manufacturing such a wheel in a production process by exploiting the properties of available improved materials and more advanced production techniques. The second problem has been solved by finding a compromise between low air resistance and stability-wheels with less air resistance always have poorer stability in cross wind, while wheels with greater stability in cross wind have greater air resistance. In solving this second problem, the strength and weight requirements of the wheel are often compromised to achieve lower air resistance,

another problem facing both manufacturers and consumers is that the market is very small due to the many drawbacks of conventional disc wheels (weight increase, instability in cross wind, slower acceleration, suitability only for certain race field profiles, suitability only for athletes with specific strength and weight). The cyclist using such wheels must be strong and heavy enough to overcome the weight and instability disadvantages of conventional disc wheels. Since light weight bicycle riders are often reluctant to ride traditional disc wheels, this tends to eliminate a significant proportion of the consumer population. Furthermore, while the conventional disk wheel is more aerodynamic, it is not necessarily faster depending on the field profile and wind conditions. There is a constant trade-off between the advantages and disadvantages of conventional disc wheels for the cyclist.

Therefore, there is a need for a wheel for a vehicle (such as a bicycle) that provides all of the aerodynamic advantages of a conventional disc wheel without any of the disadvantages of conventional disc wheels, such as increased weight and instability in cross-winds. The vehicle may have a plurality of such wheels. In one embodiment, the wheel is a wheel for a bicycle. If such a wheel is available, it will be more commonly used by bicycle riders in all levels of motion, at various venues and under various levels of riding conditions.

Prior to the present invention, the conventional thinking would have kept the artisan away from the wheels described herein for at least the following reasons. According to the traditional thinking:

1. the wheels are not able to absorb and counteract the transverse wind forces. The conventional corollary is that the wind force is the same surface area as the disc wheel, so the cyclist will experience the same wind impact. However, such analysis does not take into account the shape and material characteristics of the wheel itself.

2. The flexibility of the axial surface of the wheel does not affect the wheel's ability to stabilize in cross wind.

3. Aerodynamic disc wheels cannot be made significantly lighter than spoked wheels.

4. Disc wheels are generally understood and accepted as not being suitable for use on hilly or mountainous terrain, for use in extreme wind conditions, or for use by lighter or less strong riders.

5. There will always be a trade-off between aerodynamics and weight. The aerodynamic gain is always at the expense of increased rotational weight. It is a dogma in the industry that this trade-off is unavoidable.

According to at least some embodiments, the wheels described herein utilize and are aided by external forces (e.g., wind).

It will be appreciated that for simplicity and clarity of illustration, where considered appropriate, reference numerals may be repeated among the figures to indicate corresponding or analogous elements. Furthermore, numerous specific details are set forth in order to provide a thorough understanding of the exemplary aspects of the present application described herein. However, it will be understood by those of ordinary skill in the art that the exemplary aspects described herein may be practiced without these specific details. In other instances, well-known methods, procedures, and components have not been described in detail so as not to obscure the exemplary aspects described herein. Moreover, this description is not to be taken as limiting the scope of the exemplary aspects described herein. Any system, method, component, part of a component, etc. described herein in the singular should be construed to also include the plural of such systems, methods, components, parts of components, etc., and vice versa.

Turning to fig. 1A and 1B, an exemplary embodiment of the invention is a wheel 1 for a vehicle (such as a bicycle), which, according to at least some embodiments, is light, aerodynamic, and stable in external forces such as cross winds. According to certain embodiments, the attachment assembly configured to couple the rim 15 to the inner hub 3 may be optimized to create a strong internal structure for the wheel 1. According to certain embodiments, the wheel 1 is aerodynamic and stable in external forces such as crosswinds due to the flexible and adaptable nature of the first flexible and aerodynamic surface 2-1 in engagement with air and the second flexible and aerodynamic surface 2-2 in engagement with air. According to at least some embodiments, the described use of the wheel 1 (particularly during competitions) will benefit the cyclist by reducing his fatigue and ensuring his safety. The described wheel 1, according to at least some embodiments, provides a comprehensive solution to the problems previously found in the industry by meeting the demands of vehicles, such as bicycles designed for sport use, in particular in racing, on aerodynamic and lightweight wheels. According to some embodiments, the weight of the wheel 1 is less than 800 grams. According to some embodiments, the wheel 1 can be used as a front wheel 1 or a rear wheel 1 of a bicycle.

Before continuing, several concepts used in the relevant art in discussing the aerodynamics and wind forces of the wheel (including external forces often encountered by bicycles and bicycle riders) will be described. Attention is drawn to fig. 12, which illustrates some of the concepts mentioned below. "leeward" is the downwind direction from a reference point. Moving objects 25 (such as cyclists, bicycles of cyclists and bicycle wheels) may experience different wind angles than stationary objects. For clarity, the wind angle may be determined with reference to the direction of travel 23 (as a possible 0 ° reference point). The stationary object is subjected to an atmospheric wind angle 21, which is the direction in which the wind naturally blows. The moving object 25 experiences an apparent wind angle 22 determined by the atmospheric wind angle 21 and the direction of travel 23 of the moving object 25. The apparent wind angle 22 is the angle of the wind relative to the moving object 25. The thrust direction 24 to which the moving object 25 is subjected occurs at an angle of 90 ° with respect to the apparent wind angle 22.

With continued reference to FIG. 12, for a moving object 25, the apparent wind angle 22 will be equal to the yaw angle 32 measured directly in the wind tunnel. The yaw angle 32 is the angle between the direction of travel 23 and the apparent wind angle 22. The air flow over the moving object 25, in which the air moves at the same speed and in the same direction as the moving object 25, is called laminar air flow. As the yaw angle 32 becomes larger, the airflow over the object at a certain yaw angle 32 is no longer laminar. At a certain yaw angle 32, the airflow becomes non-laminar and turbulent, which increases the air resistance of the moving object 25 compared to the air resistance on the moving object 25 at laminar airflow. The yaw angle 32 at which the airflow changes from laminar to non-laminar is referred to as the "stall angle". By increasing the stall angle of the moving object 25, the moving object 25 may experience a greater yaw angle 32 while maintaining positive aerodynamics and lower air resistance, which may be represented by a greater negative value.

Attention is now directed to fig. 8A and 8B, 9, 10, 11 and 14, in which the aerodynamic benefits of an embodiment of the wheel 1 are described.

Fig. 8A and 8B depict how the first flexible and aerodynamic surface 2-1 engaged with air and the second flexible and aerodynamic surface 2-2 engaged with air accommodate external forces and change shape when subjected to the external forces, according to certain embodiments. Fig. 8A depicts a wheel 1 without external forces according to an embodiment of the invention. Fig. 8B depicts a wheel 1 according to an embodiment of the invention when subjected to an external force (apparent wind force 22). The change in shape of the first aerodynamic surface 2-1 and the second aerodynamic surface 2-2 in engagement with air between fig. 8A and 8B demonstrates the adaptation of the first aerodynamic surface 2-1 and the second aerodynamic surface 2-2 to external forces such as wind. By this adaptation the first flexible and aerodynamic surface 2-1 of the air interface and the second flexible and aerodynamic surface 2-2 of the air interface create a resulting high edge of the airfoil, generating lift and thus thrust.

Figure 9 graphically illustrates the behavior of various wheels in crosswind. The tests conducted demonstrate that according to embodiments of the present inventionThe first flexible and aerodynamic surface 2-1 in engagement with the air and the second flexible and aerodynamic surface 2-2 in engagement with the air will absorb and dampen the wind. The data points were generated by fusing strain gauges with digital readings on the shaft, then placing hard-sided disc wheels and wheels 1 of embodiments of the invention alternately on the shaft, with wind blowing from a high output industrial fan onto the wheels at a controlled angle. Similar tests with lower strength multi-speed fans have shown that embodiments of the present invention can suppress the effects of wind.The GM8908 anemometer provides the precise wind speed felt by the different wheels in each test. The data points for the test were plotted and the trend lines were overlaid for each wheel (both the conventional hard-sided disc wheel and the embodiments of the present invention). The upper trend line (with consistently higher force values than the lower trend line) is the trend line for a conventional hard-sided disc wheel. The lower trend line (with consistently lower force values than the upper trend line) is the trend line for an embodiment of the present invention.

Because of the flexible nature of the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2 of embodiments of the present invention, the effect of the cross wind on the increased surface area of the disc wheel (relative to an open spoked wheel) is blunted, thereby improving the stability of the cyclist. Since the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2 are flexible, they act as shock absorbers to the wind, reducing the shock felt by the cyclist. As a result, low speed crosswinds will not be noticed, while high speed crosswinds will be greatly absorbed due to the adaptation of the air-engaging first flexible and aerodynamic surface 2-1 and the air-engaging second flexible and aerodynamic surface 2-2 to external forces such as wind.

Attention is directed to fig. 10, which shows the results of an impact absorption test of a conventional (hard-sided) disc wheel and a wheel 1 according to an embodiment of the invention. Several beats of eggs (same lot number, same package date, same size) were purchased and dropped from a conventional hard-sided pan wheel every 1 "increment and from 12" every 1 "drop until the egg did not break when it hit the pan wheel surface. Next, eggs are dropped from increasing distances (increasing in 1 "increments) to a wheel 1 according to an embodiment of the present invention. The test ended at 30 "(a 20 times improvement over the conventional hard-sided disc wheel) not because the egg broke, but because it was dropped exactly in a straight line at 30" and it became too difficult to control how far upwards the flexible and aerodynamic surface 2 facing the air engaging surface when the egg bounced. The results of this test illustrate the flexibility of the air-engaging and the flexibility and impact absorbing properties of the aerodynamic surface 2.

Directing attention now to fig. 11, fig. 11 graphically illustrates a comparison between weight (grams) and aerodynamic profile (axial surface depth mm), in accordance with a non-limiting embodiment. Fig. 11 illustrates that the wheel 1 according to an embodiment of the invention is not only as light as the lightest wheels available on the market, but also has the same aerodynamics as conventional disc wheels available on the market. As illustrated in fig. 11, commercially available "light" wheels with lower axial surface depths (less aerodynamic) range from slightly below 600 grams to slightly above 1000 grams. In contrast, commercially available "aerodynamic" wheels (those with higher axial surface depths) are typically heavier than wheels with lower axial surface depths (less aerodynamic). However, wheel 1 according to an embodiment of the present invention is the only wheel with an axial surface depth of 300mm, which has the unique ability to turn into an airfoil shape in case of a crosswind, and is the only wheel with the ability to absorb and dissipate the effects of strong gusts and crosswinds. Both of these benefits are due to the flexible nature of the first flexible and aerodynamic surface 2-1 in engagement with air and the second flexible and aerodynamic surface 2-2 in engagement with air according to embodiments of the present invention.

Attention is now directed to fig. 14, which graphically illustrates the preferred aerodynamics provided by the wheel 1 according to an embodiment of the invention under more pronounced wind conditions as compared to other commercially available wheels. The data depicted in fig. 14 was collected in a us wind tunnel where embodiments of the present invention and other commercially available wheels (non-flexible lenticular disc wheel, non-flexible flat disc wheel, conventional spoke deep disc wheel) passed wind tunnel tests. As described above, the increased stall angle provides greater aerodynamic efficiency over a greater range of conditions. As illustrated in fig. 14, the wheel 1, which is an embodiment of the present invention, has aerodynamic resistance values that are negative over a larger range of yaw angles, including yaw angles at which the aerodynamic resistance of the wheels currently on the market starts to increase. The point at which the graph line for the wheels on the current market begins to increase represents the corresponding stall angle for each wheel and the point at which the airflow has changed from laminar to non-laminar. In contrast, as the yaw angle increases, the aerodynamic drag of the embodiment of the invention continues to decrease (become more negative), which means that the wheel 1, which is an embodiment of the invention, does not stall through the yaw angle illustrated in fig. 14, and the airflow remains laminar over the wheel 1 of the embodiment of the invention, helping to improve the perceived stability of the cyclist. As described above, the yaw angle at which the airflow changes from laminar flow to non-laminar flow is referred to as the "stall angle". A conventional disc wheel exhibits a stall angle of 8 to 10 degrees yaw, whereas the wheel 1 according to an embodiment of the invention exhibits a stall angle of 15 to 25 degrees yaw. As previously mentioned, by increasing the stall angle of the moving object 25, the wheel 1 of embodiments of the present invention allows the moving object 25 to experience a greater yaw angle 32 while maintaining positive aerodynamics and lower air resistance.

Attention is now directed to fig. 12. By increasing the stall angle of the moving object 25 in fig. 12, the moving object 25 may experience a greater yaw angle 32 while maintaining lower air resistance and more preferable aerodynamics. By reducing the conditions under which moving object 25 will experience a stall angle, moving object 25 (a bicycle according to some embodiments) remains more stable and controllable when the force is sudden and turbulent at the stall angle because the airflow is no longer laminar. By increasing the yaw angle 32 before the stall angle is reached, the force of air on the moving object 25 during this time will also produce thrust in the corresponding thrust direction 24, which effectively pushes the moving object 25 forward. This forward thrust force can increase the total power output of the rider of the bicycle by up to 10%.

As understood by those skilled in the art, wind tunnel testing is the "gold standard" for determining the aerodynamics of vehicular equipment, including wheels for bicycles and other vehicles. The absorption of gusts by the wheel 1 according to an embodiment of the invention was tested and observed in a wind tunnel by gust simulation. These simulations were performed in wind tunnels in the united states, but it is known to those skilled in the art that these simulations can be performed in wind tunnels at any location. A plate of a size larger than the wheel 1 itself is raised quickly from the flat position to the upright position. The plate is positioned at a yaw angle perpendicular to the wheel 1 so as to simulate a strong gust of gust. Video and photo still pictures were taken to record the reaction of the wheel 1. Under the action of the gust of wind, the first flexible and aerodynamic surface 2-1 in engagement with the air and the second flexible and aerodynamic surface 2-2 in engagement with the air move laterally up to 45mm to the leeward side.

In road testing, a cyclist cannot discern any difference in stability or comfort when using embodiments of the present invention in comparison to a conventional spoked wheel (which is generally known to be stable and comfortable). While providing similar comfort and stability as conventional spoked wheels, the wheel 1 of the present embodiment provides significant aerodynamic advantages over such conventional spoked wheels. This test includes those of low-profile, lightweight bicycle riders and those that do not normally consider using a disk wheel due to the limitations of the non-flexible conventional disk wheel disclosed above. This road test demonstrates that wheel 1 according to an embodiment of the present invention provides significant aerodynamic advantages without all the disadvantages of wheels currently commercialized and available to those skilled in the art.

As part of further testing of the cyclist, the professional triathlon and several master athletes requesting retirement provide feedback on the acceleration, speed, stability under high wind conditions and power transfer of wheel 1 according to embodiments of the invention compared to other conventional wheels. In all cases, the athletes commented that the wheel 1 according to the embodiment of the invention significantly improved their speed and stability compared to the traditional wheels. Although wind force generally hinders forward movement when using a conventional wheel, a cyclist reports a feeling of being pushed or propelled forward by the wheel 1 according to an embodiment of the invention.

Further testing involved 15 professional bike riders who compete worldwide throughout the year. These cyclists are asked to compare the wheel 1 of the embodiment of the invention with any other conventional disk wheel they have used, in terms of acceleration speed, stability in high wind conditions and power transmission. In answering tests and questions, a statistically significant proportion of professional cyclists answer that the wheel 1, which is an embodiment of the invention, is light, flexible, stable in cross-winds.

Attention is now directed to fig. 1-8, which fig. 1-8 depict a non-limiting embodiment of a wheel 1. The wheel 1 comprises an inner hub 3 (fig. 1A and 1B; fig. 2; fig. 3A, 4A and 4B; fig. 7; fig. 8A and 8B), a rim 15 (fig. 3A and 3B; fig. 8A and 8B), an attachment assembly configured to couple the rim 15 to the inner hub 3, an aerobically engaged first flexible and aerodynamic surface 2-1 (fig. 1A and 1B; fig. 2; fig. 8A and 8B) and an aerobically engaged second flexible and aerodynamic surface 2-2 (fig. 1A and 1B; fig. 2), each aerobically engaged flexible and aerodynamic surface 2 covering an attachment assembly configured to couple the rim 15 to the inner hub 3 such that the two surfaces are axially opposed. The inner hub 3 is located radially inwardly from the rim 15. The radially inner edges of the first and second aerodynamic surfaces 2-1 and 2-2 are operatively connected close to the inner hub 3 and the radially distal peripheral edges of the first and second aerodynamic surfaces 2-1 and 2-2 are operatively connected close to the rim 15, creating two opposite axial surfaces of the wheel 1.

According to certain embodiments, the inner hub 3 (fig. 1A and 1B; fig. 2; fig. 3A and 3B; fig. 4A and 4B) comprises a substantially cylindrical body (with a ribbed outer surface 19 and a splined outer surface 20) having a central hole (fig. 4A and 4B) which enables the wheel 1 to be fixed to the end of a rear dropout or a front fork of a bicycle in a known manner. For example, according to some embodiments, the inner hub 3 is rotatably mounted to the pin by ball bearings; however, any suitable method of mounting the inner hub 3 for rotation about the pin is contemplated.

According to some embodiments, the open structure rim 15 (fig. 3B) is made of a composite material, such as carbon fiber, glass fiber, or) Constructed and disposed in a resin, such as epoxy, thermoplastic, nylon or ceramic. The outer circumferential surface of the rim 15 may be grooved to seat the tire 4 (fig. 1A and 1B; fig. 2) and, according to some embodiments, there is a raised brake track 5 (fig. 1A and 1B; fig. 3A and 3B) on each of the axially opposite, radially distal lateral peripheries of the rim 15 to help protect the edges of the first and second aerodynamic surfaces 2-1 and 2-2 that are engaged with air from inadvertent contact with a misadjusted brake pad.

As known to those skilled in the art, the braking mechanism may be modified or omitted entirely. Variations may include a raised brake track 5 (fig. 1A and 1B) on each of the axially opposed radially distal transverse peripheries of the rim 15 (as described above), or alternatively a brake disc mechanism located adjacent the inner hub 3. If a raised brake track 5 is not required, the first aerodynamic surface 2-1 and the second aerodynamic surface 2-2 may be operatively connected closer to the radially distal periphery of the rim 15.

As known to those skilled in the art, the inner hub 3 used may vary based on the braking mechanism or for other reasons. Possible inner hub 3 variations include a rear wheel disc brake hub, a front wheel disc brake hub, a rear wheel non-disc brake hub, a front wheel non-disc brake hub or a free hub, or combinations thereof.

The shape of the rim 15 may also vary, as known to those skilled in the art. Variations may include an open structural shape (as described above) that has the advantage of making the installation of the first flexible and aerodynamic surface 2-1 in engagement with air and the second flexible and aerodynamic surface 2-2 in engagement with air easier and faster, allowing the material to lie completely flat from the rim 15 to the inner hub 3. Alternatively, the rim 15 may be a closed structure with all of its walls attached. As known to those skilled in the art, different variations in the shape of the rim 15 allow various types of tires 4 (including grip tires, tubeless tires, and tubed tires) to be mounted on the rim 15. Similarly, the shape of the rim 15 may be single-walled or double-walled.

According to certain embodiments, an attachment assembly configured to couple a wheel rim 15 to an inner hub 3 may include a multi-arm central drive plate 7 (fig. 1B; fig. 2; fig. 5; fig. 7), the multi-arm central drive plate 7 optionally including transversely oriented interlocking cross ribs 9, 10 (fig. 1B; fig. 3A; fig. 6; fig. 7). The multi-arm central drive plate 7 may have radially inner side apertures for engaging the inner hub 3. Fig. 3A and 6 illustrate laterally oriented interlocking cross ribs 9, 10, said cross ribs 9, 10 being made of the aforementioned composite material, i.e. carbon fiber, glass fiber or according to certain embodimentsAnd is disposed in a resin (e.g., epoxy, thermoplastic, nylon, or ceramic). The transversely oriented interlocking cross ribs 9, 10 may be cut from a flat sheet/plate of material and each component may have a receiving slot (depicted as slot 17 in fig. 6). The slits 17 allow all of the components to interlock, forming a generally "+" shape (fig. 7), which tends to yield a more robust overall structure. According to some embodiments, the laterally oriented interlocking cross ribs 9, 10 may be bonded using a high strength epoxy glue to further increase the strength.

According to certain embodiments, the attachment assembly configured to couple the rim 15 to the inner hub 3 may be constituted by a multi-arm central drive plate 7 (fig. 7) which may: (i) it is attached to the inner hub 3 by coupling the boss 16 (fig. 5) with the splines/grooves 19, 20 of the inner hub 3 (as a central keystone, interlocking the entire structure together), and (ii) to the rim 15 by coupling the protrusion 18 (fig. 5) on the multi-arm central drive plate 7 (fig. 5) with the receiving slot 8 (fig. 3A and 3B) of the rim 15. These interaction points may be further enhanced with epoxy glue. The structure described above includes an attachment assembly configured to couple the rim 15 to the inner hub 3 in this embodiment of the wheel 1 (fig. 3A). According to certain embodiments, by varying the number of arms 11 of the multi-arm central drive plate 7 to accommodate the requirements of the manufacturer and the bicycle rider, the orientation of the attachment assembly configured to couple the rim 15 to the inner hub 3 can be further adjusted to accommodate the weight/power output of the bicycle rider.

As known to those skilled in the art, the attachment assembly configured to couple the rim 15 to the inner hub 3 may be varied as compared to the structures described herein. The attachment assembly configured to couple the rim 15 to the inner hub 3 may be comprised of conventional metal spokes (where a plurality of spokes extend radially from the inner hub 3 to the rim 15) or composite arms similar to a three, four, five, six or eight spoke carbon wheel. Variations may include the use of several interlocking components (as described above). The structure may also be implemented with a single or multiple (i.e., two or more) molds, or a suitable combination of manufacturing techniques. With the present invention, those skilled in the art need not be concerned with the attachment assemblies configured to couple the rim 15 to the inner hub 3 (as the flexibility of the first aerodynamic surface 2-1 in engagement with air and the second aerodynamic surface 2-2 in engagement with air creates an aerodynamic profile), and therefore, the lightness, robustness and efficiency in transferring rotational forces from the inner hub 3 to the rim 15 can be optimized with various attachment assemblies configured to couple the rim 15 to the inner hub 3 without compromising aerodynamics.

To complete this embodiment of the wheel 1, the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2 are mounted, one on each axial side of the wheel 1, in the same steps on each side, so that the first air-engaging flexible and aerodynamic surface 2-1 forms one axial surface of the wheel 1 and the second air-engaging flexible and aerodynamic surface 2-2 forms the second surface of the wheel 1.

According to certain embodiments, an inner hub washer 6 (fig. 1B) with a joint fit may be placed around the inner hub 3 on each axial side of the inner hub 3. The radially inner edges of the first and second aerodynamic surfaces 2-1 and 2-2 may be operatively connected adjacent the inner hub 3 (fig. 1B) by being operatively connected to the inner hub washer 6. The radially distal peripheral edges of the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2 may be operatively connected proximate to the rim 15 (fig. 1B) by being operatively connected to the lateral peripheral surface of the rim 12.

The first air engaging flexible and aerodynamic surface 2-1 and the second air engaging flexible and aerodynamic surface 2-2 may be cut to be sized to extend from the inner hub 3 just to the circumferential periphery of the rim 15, the surfaces of the first air engaging flexible and aerodynamic surface 2-1 and the second air engaging flexible and aerodynamic surface 2-2 comprising shrink wrap film according to some embodiments. An opening may be provided near the center of the first aerodynamic surface 2-1 and the second aerodynamic surface 2-2 to form a radially inner edge of the first aerodynamic surface 2-1 and the second aerodynamic surface 2-2 to receive the inner hub 3. The adhesion promoter may be applied to the lateral peripheral surface of the rim 12 (excluding any brake tracks 5 located at the lateral peripheral edge of the radially distal end of the rim 15 if included in this embodiment). The adhesion promoter may act as a temporary adhesive that temporarily adheres the air-engaging first flexible and aerodynamic surface 2-1 and the air-engaging second flexible and aerodynamic surface 2-2 around the lateral peripheral surface of the rim 12 so that the air-engaging first flexible and aerodynamic surface 2-1 and the air-engaging second flexible and aerodynamic surface 2-2 may be repositioned as desired during ironing onto the rim 15.

According to certain embodiments, each of the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2 is comprised of a shrink wrap film having an outer layer of plastic and an inner layer of pressure sensitive adhesive. The radially inner edge of the shrink wrap film may be adhered to the inner gasket 6 and then the radially distal peripheral edge of the shrink wrap film is adhered to the lateral peripheral surface of the rim 12 using a hobby iron (hobby iron), a heat gun or the like. Any method may be used to adhere the shrink wrap film. The inner pressure sensitive adhesive layer may be heat activated and have an attachment temperature point just below its shrinkage temperature point.

Preferably, on one axial side of the wheel 1, a second gasket 14 can be heat-applied to the shrink-wrap film, comprising the first flexible and aerodynamic surface 2-1 in engagement with the air, said second gasket 14 being located directly above the opening of the tyre valve 13, close to the rim 15, so as to create an access point for the bicycle tyre pump to pump the tyre 4 to the desired air pressure (fig. 1A and 1B).

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

Directing attention to fig. 8A and 8B, fig. 8A and 8B illustrate the adaptation (which may be leeward migration, according to some embodiments) and shape change of the first flexible and aerodynamic surface 2-1 in engagement with air and the second flexible and aerodynamic surface 2-2 in engagement with air when subjected to an external force, such as an apparent wind force 22. Fig. 8A illustrates a wheel 1 according to an embodiment of the present invention, the wheel 1 not being subjected to an external force. Fig. 8B illustrates a wheel 1 according to an embodiment of the invention, the wheel 1 being subjected to an external force (apparent wind force 22). The change in shape of the first flexible and aerodynamic surface 2-1 in engagement with air and the second flexible and aerodynamic surface 2-2 in engagement with air between fig. 8A and 8B demonstrates the adaptation of the first flexible and aerodynamic surface 2-1 in engagement with air and the second flexible and aerodynamic surface 2-2 in engagement with air to external forces such as wind, according to a non-limiting embodiment.

(i) The means and methods of operatively connecting the radially inner edges of the first and second air-engaging flexible and aerodynamic surfaces 2-1 and 2-2 proximate the inner hub 3, and (ii) the radially distal peripheral edges of the first and second air-engaging flexible and aerodynamic surfaces 2-1 and 2-2 proximate the rim 15 may also vary. According to a non-limiting embodiment, the radially distal peripheral edges of the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2 may be adhered to the lateral peripheral surface of the applicable rim 12 by means comprising cement, tape, or double-sided tape on the radially distal peripheral edges of the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2.

According to non-limiting embodiments, mechanical means may be used to operatively connect the radially inner edge of the first aerodynamic surface 2-1 and the second aerodynamic surface 2-2 adjacent to the inner hub 3, or mechanical means may be used to operatively connect the radially distal peripheral edge of the first aerodynamic surface 2-1 and the second aerodynamic surface 2-2 adjacent to the rim 15. For example, to operatively connect the radially distal peripheral edges of the first and second air-engaging flexible and aerodynamic surfaces 2-1 and 2-2 proximate the rim 15, a resilient mass may be adhered around the circumference of the radially distal peripheral edges of the first and second air-engaging flexible and aerodynamic surfaces 2-1 and 2-2, which resilient mass engages over a circumferential ridge on each axial side of the wheel 1, around each lateral peripheral surface of the rim 12 or each axial side of the radially distal periphery of the rim 15.

Directing attention now to fig. 15A and 15B, fig. 15A and 15B depict a non-limiting embodiment of a mechanical means of operatively connecting the radially distal peripheral edges of the first air-engaging flexible and aerodynamic surface 2-1 and the second air-engaging flexible and aerodynamic surface 2-2 proximate the rim 15. Fig. 15A depicts the air-engaging flexible and aerodynamic surface 2 laid flat prior to assembly of the wheel according to a non-limiting embodiment. The splines 29 are depicted as being adhered around the circumference of the radially distal peripheral edge of the air engaging flexible and aerodynamic surface 2. According to certain embodiments, the spline 29 may be adhered around the circumference of the radially distal peripheral edge of the first air engaging flexible and aerodynamic surface 2-1 and the second air engaging flexible and aerodynamic surface 2-2. According to certain embodiments, to assemble the wheel 1, the splines 29 (fig. 15B) may be coupled with circumferential grooves 30 in the rim 15. FIG. 15B depicts an embodiment wherein the splines 29 are adhered to the radially distal peripheral edge of the air engaging first flexible and aerodynamic surface 2-1 prior to engagement with the grooves 30 in the rim 15. According to a non-limiting embodiment, the second flexible and aerodynamic surface 2-2 in engagement with air is depicted as engaging the spline 29 with the groove 30 (so that the groove 30 is no longer visible), forming an assembled axial surface of the wheel 1. The splines 29 may be composed of various materials known in the art, including extruded nylon. The location of the recess 30 in the rim 15 may also vary. When an embodiment of wheel 1 includes a brake track 5 (fig. 1A and 1B), groove 30 may be positioned in a lateral peripheral surface of rim 12 (fig. 1B). When embodiments of wheel 1 do not require braking of track 5, groove 30 may be located closer to the radially distal periphery of rim 15.

As is known to those skilled in the art, various manufacturing means can be used to construct the wheel 1. The previously manufactured and joined inner hub 3, rim 15 and attachment assembly configured to join the rim 15 to the inner hub 3 may be used and the air engaging first flexible and aerodynamic surface 2-1 and the air engaging second flexible and aerodynamic surface 2-2 mounted on a pre-existing structure. The mounting of the first flexible and aerodynamic surface 2-1 in engagement with the air and the second flexible and aerodynamic surface 2-2 in engagement with the air need not be done manually either. A machine may be used to mount the first flexible and aerodynamic surface 2-1 in engagement with air and the second flexible and aerodynamic surface 2-2 in engagement with air.

It is known to those skilled in the art that various materials may be used to construct the air-engaging first flexible and aerodynamic surface 2-1 and the air-engaging second flexible and aerodynamic surface 2-2, such as those materials that do not have built-in adhesive on the back of the shrink wrap film itself, or other materials such as latex, rubber, stretch film, silicone or combinations thereof. A material may be used that has a degree of elasticity that allows deformation under external forces such as wind, and that has the ability to return to a neutral position.

The degree of compliance of the first compliant and aerodynamic surface 2-1 in engagement with the air and the second compliant and aerodynamic surface 2-2 in engagement with the air may also vary. The flexibility of the first aerodynamic surface 2-1 in engagement with air and the flexibility of the second aerodynamic surface 2-2 in engagement with air may be lower in case of being subjected to low yaw angles. In case of a wind direction change and a large yaw angle experienced, the first flexible and aerodynamic surface 2-1 in engagement with the air and the second flexible and aerodynamic surface 2-2 in engagement with the air may be more flexible. The variation in the degree of compliance may be achieved by different means, including: different materials are used for the first flexible and aerodynamic surface 2-1 to be air-bonded and the second flexible and aerodynamic surface 2-2 to be air-bonded, or the first flexible and aerodynamic surface 2-1 to be air-bonded is mounted with a different degree of tension than the second flexible and aerodynamic surface 2-2 to be air-bonded, provided that a certain flexibility is maintained. The material used for the first flexible and aerodynamic surface 2-1 to be air bonded may be the same or different from the material used for the second flexible and aerodynamic surface 2-2 to be air bonded. Likewise, the air-engaging first flexible and aerodynamic surface 2-1 may optionally be mounted with the same tension or a different tension as the air-engaging second flexible and aerodynamic surface 2-2.

Attention is now directed to fig. 16, which fig. 16 depicts mounting of a second flexible and aerodynamic surface 2-2 in engagement with air to wheel 1, in accordance with a non-limiting embodiment. According to the embodiment depicted in fig. 16, the flexibility of the second flexible and aerodynamic surface 2-2 in engagement with air may be further increased by including a flexible joint 31 in the second flexible and aerodynamic surface 2-2 in engagement with air. The flexible joint 31 may extend radially from a radially inner edge of the second aerodynamic surface 2-2 (adjacent the inner hub 3) to a radially distal peripheral edge of the second aerodynamic surface 2-2 (adjacent the rim 15). The number and relative positions of the flexible joints 31 may vary. The flexible joint 31 may also be included on the first flexible and aerodynamic surface 2-1 in engagement with the air, just as it is mounted on the wheel 1 on the side axially opposite to the second flexible and aerodynamic surface 2-2 in engagement with the air.

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

The terms "flexibility" and "compliance" are used herein. For clarity, "flexible" is used to describe a material/surface that is temporarily deformable. "compliance" is understood to describe the ability to accommodate and conform to forces applied to a material/surface, where such accommodation is temporary and the material/surface returns to a neutral position once such forces are no longer applied.

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

Directing attention to fig. 13A and 13B, fig. 13A and 13B depict an embodiment of a means by which the first aerodynamic surface 2-1 and the second aerodynamic surface 2-2 can be moved simultaneously and laterally in a leeward direction. According to certain embodiments, the simultaneous and lateral movement in the leeward direction is achieved by attaching an internal slide mechanism 26 (fig. 13A and 13B) to an attachment assembly configured to couple the rim 15 to the inner hub 3 (which according to certain embodiments may include a multi-arm central drive plate 17) at a location proximate to the inner hub 3. According to certain embodiments, the internal sliding mechanism 26 may be constituted by a linear bearing 28 which may be operatively connected to the multi-arm central drive plate 7, close to the inner hub 3, in a position axially perpendicular to the multi-arm central drive plate 7. A circular panel 27 may be operatively attached to each of the axially opposite ends of the linear bearing 28. The radially inner edges of the first aerodynamic surface 2-1 and the second aerodynamic surface 2-2 may be operatively attached to respective axially outer surfaces of two axially opposite circular panels 27. The relative position of the internal slide mechanism 26 between fig. 13A and 13B illustrates the internal slide mechanism 26 and illustrates the lateral movement capability of the internal slide mechanism 26 independent of the inner hub 3, the rim 15, and an attachment assembly configured to couple the rim 15 to the inner hub 3 (which may, according to some embodiments, include a multi-arm central drive plate 7). When operatively attaching the radially inner edges of the first and second air-engaging flexible and aerodynamic surfaces 2-1, 2-2 to the respective axially outer surfaces of the circular panel 27, the lateral movement of the inner slide mechanism 26 enables the first and second air-engaging flexible and aerodynamic surfaces 2-1, 2-2 to move simultaneously and laterally independently of the inner hub 3, the rim 15 and the attachment assembly configured to couple the rim 15 to the inner hub 3.

Various internal sliding mechanisms may be used to simultaneously and laterally move the air-engaging first flexible and aerodynamic surface 2-1 and the air-engaging second flexible and aerodynamic surface 2-2 in a leeward direction. According to some embodiments, the internal sliding mechanism may be constituted by a free-floating cylinder positioned around the inner hub 3, so that the circular end surface of the free-floating cylinder faces axially outside the wheel 1. The radially inner edges of the first air engaging flexible and aerodynamic surface 2-1 and the second air engaging flexible and aerodynamic surface 2-2 may be operatively attached to the axial end surfaces of the free floating cylinder structure.

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

Those skilled in the art will appreciate that there are many more possible alternative embodiments and modifications and that the above-described embodiments are merely illustrative of one or more embodiments. Accordingly, the scope of protection is only limited by the claims that follow.

Explanation of the invention

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

In this application, a component may be described as "configured to" or "enabled to" perform one or more functions. In general, it will be understood that a component that is configured or capable of performing a function is configured or capable of performing that function, or a component is adapted to perform that function, or a component is operable to perform that function, or a component is otherwise capable of performing that function.

Further, components in the present application may be described as being "operably connected to," operably coupled to, "and the like to other components. It should be understood that such components are interconnected or coupled in a manner that performs a certain function. It should also be understood that references to "connected," "coupled," and the like in this application include both direct and indirect connections between components.

References in the present application to "one embodiment," "an embodiment," "a variant," etc., indicate that the embodiment, or variant being described may include a particular aspect, feature, structure, or characteristic, but not every embodiment, or variant necessarily includes the aspect, feature, structure, or characteristic. Furthermore, such phrases may (but do not necessarily) refer to the same embodiment referred to in other portions of the specification. Also, when a particular aspect, feature, structure, or characteristic is described in connection with an embodiment, it is within the knowledge of one skilled in the art to affect or connect the module, aspect, feature, structure, or characteristic with other embodiments whether or not explicitly described. In other words, any module, element, or feature may be combined with any other element or feature in different embodiments unless obvious or inherent incompatibilities exist or are explicitly excluded.

It should also be noted that the claims may be drafted to exclude any optional element. As such, this statement is intended to serve as antecedent basis for use of such exclusive terminology as "solely," "only," and the like in connection with the recitation of claim elements, or use of a "negative" limitation. The terms "preferably," "preferred," "prefer," "optionally," "may," and similar terms are used to indicate that an item, condition or step to which it refers is an optional (not required) feature of the invention.

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

The term "about" may refer to a variation of ± 5%, ± 10%, ± 20% or ± 25% of a stated value. For example, "about 50%" may in some embodiments carry a variation from 45% to 55%. For a range of integers, the term "about" can include one or two integers greater than and/or less than the recited integer at each end of the range. Unless otherwise indicated herein, the term "about" is intended to include values and ranges close to the recited ranges that are equivalent in terms of function or implementation of the combination.

As will be understood by those skilled in the art, for any and all purposes, particularly in terms of providing a written description, all ranges recited herein also encompass any and all possible subranges, as well as combinations of subranges thereof, and individual values, particularly integer values, that make up the range. The recited range includes each specific value, integer, decimal, or identification within the range. Any recited range can be simply identified as being sufficiently descriptive and such that the same range is broken down into at least equal two, three, four, five, or ten shares. By way of non-limiting example, each range discussed herein may be readily broken down into a lower third, a middle third, an upper third, and so on.

As will be understood by those skilled in the art, all languages, such as "up to," "at least," "greater than," "less than," "more than," "or more than," and the like, include the recited number and such phrases refer to ranges that may be subsequently broken down into subranges as discussed above. In the same way, all ratios recited herein also include all sub-ratios that fall within the broader ratio.